IIuttUH4ii,c <1'KU1-~G(H(,j Jft, JETAWAY

SERVICE GUIDE

MANUFACTURERS RECOM M E N D A T I O N S

PRECAUTION S TO BE OBSERVED WHEN SERVIC ING THE TRANSM I SSIO N

~ When overh a ulin g the transmission, disassemble, clean, inspe c t then reassemble
each comp on e n t . This w ill eliminate confusion and the poss ibilit y o f mistakenly
inter ch a n g in g parts between component units.

~ Clean the exterior of the transmission before starting the disas s e m bl y procedure
to pre v e n t grit and road d irt scratching the machined surfac e s of the parts.

~ The pa r t s , tools and workbench must be kept clean at all times . Di r t , grit or for-
ei gn particl e s will ser iously impair the operation of the t r ans m i s s i on . Cleanline ss
is of the u tmo s t importance .

~ When handl in g aluminwn castings and parts use extreme care to pre v ent nicks and
burrs .

Q§ Use seal protectors when disassembling or assembling the tran s m i s s i on . An oil

l e ak can be caused by a scratch on the seal surface.

~ D o n o t reu s e Tru-Arc snap rings. External snap rings sh o uld be comp r e s s e d and
intern al s n a p rings expanded before reuse.

~ All " 0 " rin g seals and neoprene parts should be replaced whe n ove r h a u lin g the unit.

Q§ Lubric a t e all internal parts with Type "A" oil during as s e m bl y of each unit .

~ When installing the rear unit clutch plates, install each plate w ith the single offs et
s a w s l o t s positioned directly above each other

~ All g e a r s should be marked when disassembling the transmi s s i o n so that they m ay

b e re -insta lle d in the same position.

I-A
 JETAWAY

lJuitUHatk <1-,,~~~W4'f, INSPECTION

SERVICE GUIDE

CLEANING AN D INSPECTION PROCEDURE

181 When th e un i t is disassembled, wash all metal parts with clean solven t . Dry with
compre s s e d air . Blowout all oil passages.

181 Carefully in s p e c t linkage and pivot points for wear.

181 Check bearin g and thrust surfaces for scores or excessive wear .

181 Check c on d i t i on of seal rings, ring lands and threads in casting s .

181 Check mating surfaces of castings and end plates for burrs and damag e . Surfaces
may be lappe d with crocus cloth to remove irregularities. The croc us cloth should
be used on a flat surface such as plate glass.

~ Check c a s t in g s carefully for sand holes and cracks .

~ Check g e a r t e e th thrust surfaces for wear, flaking and scores .

~ Carefull y ch e c k valves and valve bores for scores or burrs. S c o r e s o r burrs may
b e remo v e d with crocus cloth . A valve must be free to slide in its bo r e .

~ Carefully ins p e c t the composition discs for damaged surfaces and l o ose facings .
Generally , the clutch discs should be replaced at overhaul sinc e they have a fric-
ti on sur fa c e .

~ In spect steel clutch disc s for scored surfaces or damaged lugs . The s ix equally
spaced w ave s must be .008" to .012". Check with feeler blade s on a flat surface.

181 Check spring s for distortion or collapsed coils. Slight wear (bright s p o t s ) on the
sides o f the spring is permissable .

~ B ushing s m a y be checked by inserting the mating part into the b u s h in g and check-
ing with a wi r e feeler gauge. The manufacturer recommends that the bushing be
replace d if a clearance in excess of .008" exists.

181 R eplac e the oil cleaner if the transmission shows evidence that fore ign material
has cir c ul a t e d through the hydraulic system.

2-A

J
 lluttUMito ~,.~(H'IN~~ JETAWAY

SERVICE GUIDE MINOR SERVICE

OPERA TION S T HAT CAN BE ACCOMPLISHED WITH TRANSMISSIO N IN VEHICLE

Many of the tr an s :rni s s i on components can be removed with the tran s m i s s i on installed
in the car . Th e procedures for performing these operations are not s p e ci fi c a lly out-
lin e d in the t ext. The basic procedures however are contained und e r d i s a s s e :rnb l y and
assembly in s t r u c t i on s .

The following uni t s may be re:rnoved fro:rn the trans:rnission w ithout r emoving the trans-
m ission from th e vehicle:

~ Oil Fille r Pip e

I8l Oil Pan

Extension H ou sin g

O§ Pressur e R e g ul a t o r Valve

I8l Oil Cooler A d a p t e r , Sleeves and "0" R ings

I8l Extension H o u s i n g Oil Seal

I8l Accumulato r - S e r v o

I8l Control Valve Body

I8l Throttle and Manual Control Levers, Shafts and/ or Seals

I8l Oil Cleane r , Oil Pump Intake Pipe , and "0" Ring Seals

I8l Detent Sprin g Assembly (Requires removal of parking pawl clev i s pin)

I8l Rear Bearin g

Il§ Governor

I8l Gove rnor D rive Gear

I8l Speedomete r Drive Gear

I8l Clutch Rele a s e Spring

I8l Stationary C on e

I8l Internal G ear

~ Reverse C lutch Piston Housing

3-A
 JETAWAY

lJ"t~k, <1~~~~~ DISASSEMBLY

SERVICE GUIDE
DISASSEMBLY OF THE TRANSMISSION

REMOVAL OF TORUS MEM B E R S AND FLY-

WHEEL

l8J Using a 1/2" socket, r emove the e ight

flywheel attaching nuts . Remove th e
flywheel. Remove and d i s car.d the "0 "
ring from the flywhee l.

l8J Using a Tru-Arc pliers , remove the

snap ring from the main sh a ft (Fig . 1).
Remove the driven to r u s member .
Using a snap ring pliers , remove th e
driven torus rear snap ring (Fig . 2) .

l8J Using a Tru-Arc pliers , remove the

drive torus snap ring (F i g . 2) . Re -
move the drive torus member .

eaui,,~: Do not atte m p t to remove

the drive t orus and the
torus cov e r together .

4-A
lluio.matk ftJ~H
SERVICE GUIDE

~ Rernove the bronze thrus t w asher and

the steel selective washe r fr o m the in -
te r-rne d ia te shaft. (F ig. 3 )

Note: The bronze thr u s t washer

is toward th e fr o n t o f the
tr anarni s s ion, the steel w ash e r toward
the sun gear .

I8l Remove the sun gear and s n ap r ing.

(Fig. 3)

~ Rernove the internal gea r fro m the to rus

cover. (Fig. 3)

I8l Remove the steel washer , th r u s t bear-

ing and the black steel ano d i z e d washer .
(Fig . 4)

~ Remove the torus cover a s s e m b l y .

Install the s eal and bush-

ing protecto r o v e r the
shafts (Fig . 5 )

U sing a 5/8" socket, re m o v e the s i x

flywheel housing attaching b o lts . Re-
move the flywheel hous ing (F i g . 5).
Remove the seal protecto r . Remove
1
and discard the large "0 ' r i n g seal
from the flywheel hous ing .

5-A
 JETAWAY

AuttUnfJiro <J~""""Q#TK<V..M4.l~ DISASSEMBLY

SERVICE GUIDE

REMOVAL OF FRO NT UNIT COUP LI N G ,

MAIN OIL CONTROL VALVE BO D Y AND
OIL PUMP

N Using a 1/2 11 socket , remove th e oil

cooler adapter attach in g bolt s and w ash-
ers . Remove the adapter a n d gasket.
Using a snap ring p lie r s , remov e the two
oil cooler sleeves a n d "OI l r ing seal s .

I8l Grasp the front unit coupling sha f t a n d

pull the front unit co u plin g fr om the
transmission (Fig. 6 ) .

Bolt the transmission holding fixtur e t o

the transmission us in g four fl ywhe e l
HOLDING FIXTU RE 1 - 611 5 housing attaching bolts . (Fig. 7) P osi -
FLYWHEEL HOUSING tion the transmiss ion and holdin g fixtu r e
BOLTS
on the bench with th e pan side up.

hoie: If the h ol d in g fixtu r e is n ot

availabl e , pos i t ion the
transmission on the workbench pan si d e
up.

~ Using a 1/2" socket, remove the oil pan

bolts. Remove the o il pan. D is c a rd th e
oil pan gasket.
Fig. 7
Loosen the accwnula t o r attach in g b olt
which retains the intake p ipe clip . Re-
move the oil cleaner by rais ing the o il
cleaner and intake p i p e away f rom the
attaching clip on the clutch valve body.
ACCUMULATOR AND
SERVO ASSEMBLY Separate the intake p i p e from th e clean -
~ er . Remove the "0 " rings fr om the
pump and cleaner .

N Using a 9/16 " wrench , remove the two

accwnulator and low servo assem b l y
attaching bolts (Fig. 8).

eaut;,OIf,: Thi~ as s e~bly is un d e r

spr-ing t en s ion .

Remove the accumulat o r and servo as -

6-A sembly and the servo spring .
 lIutomatk < J - ' H
SERVICE GUIDE

~ Remove the remaining five control

valve body attaching bolts . Remove
the oil control valve body assembly.

/J _ ~ ~ J.. Remove the valve con-

~ ~,(J,H: trol body fr o m the work
bench so that it will not b e damaged
by other parts or tools .

Using a 1/2" socket, remove the pres-

sure regulator plug asse m b l y (F ig . 9) .

PRESSURE RE GUL ATOR

PLUG ASSEM B L Y

Remove the pressure reg ulat o r spr ing

and valve (Fig. 10).

~ Using a 9/16" socket, rem o v e the thr ee

washer head type pump a t t a c h in g bolts.
The location of these bolt s is shown in
Figure 11 .

l-A
 JETAWAY

IIutGH£rdto <1'UM1£~46Ui1olZ DISASSEMBLY

SERVICE GUIDE

m Using a 1/2 " sock e t , re:move the pu:rnp

loc ating bolt (Fig . 12 )

m Re:move the pu:mp fro:m trans:mission

case .

Note: Slide ha:rn:me r s :may be

u s e d for thi s purpose,
if required (Fig . 11).

m Re:move the ove r r un clut ch plate, bronze

washer and front sp r a g inner race if they
did not co:me out w i th th e front purnp ,
(Fig. 13) Re:move the ove r r un clutch re-
lease spring.

MAINSHAFT END PLA Y CHE C K

m Install the collar of Main sh a ft End Play "

Checking tool on the :rnain s h a ft . Install
snap ring (Fig . 14 ) . Ins tall body of tool.

8-A
 lluitJ.Ht,atk <1~H
SERVICE GUIDE

l8J Install dial indicator supp o r t (Fig . 15).

Position dial indicator on sup po r t .

l8J Grasp Mainshaft End Play Che c k i n g tool

and move rnain shaf t in and out . (Fig. 15)
Record dial indicator r e ading of end play
clearance.

Alole: The proper sele c ti v e washer

/J can be installe d when the
transmission is assemble d .
Remove the End Play Che c k in g tool, dial
indicator and dial indi cat o r s u p po r t .
Install the Neutral Clutch Retai n e r over
the intermediate shaft, aga in s t the cas e
NEUTRA L CLUTCH RETAINER J -6135
support (Fig. 16).

Tighten the l o c k in g bolt se -

Nole: curely .

REMOVAL OF GOVERNOR AN D G O VERNOR

DRIVE GEAR

Remove the speedometer driven gear and

rear oil seal. Using a 7/ 16 " s o c k e t , r e -
rnove the breather pipe cla m p bolt. Re-
Fig. 16
move the breather pipe.

l8J Using a 9/16 11 socket, rem ov e th e sev e n

rear extension housing atta ch in g bolts.
Rernove the extension hous in g and gasket.
Discard the gasket.

IllJ Rotate the output shaft so that the G-l

valve will clear the speedom e t e r drive
gear. Grasp the governo r and pull
clear of the reverse piston hou s in g
assembly.

Using a speedorneter driv e ge a r pul-

Fig. 17
"I ler, remove gear from out p u t shaft
(Fig. 17).

9-A
 JETAWAY
IIutGlHfJito <1~~(Hft4444(,ja.n DISASSEMBLY
SERVICE GUIDE

~ Rernove the governor drive ge a r outer

DroVE retaining ring, the gov e r n o r drive
GEAR KEY
gear, the governor dr iv e ke y and the
governor drive gear inner re tain in g
ring (Fig. 18)

Note: The gove r n o r d r i ve key

xnay fall o ut when the
gear is r ernove d.

~ Using a snap ring plie r s', r e rno ve the

rear bearing retaining ring f r orn the
output shaft.

REMOVAL OF THE CASE SUPPOR T , NEU-

TRAL CLUTCH AND REAR UNIT

~ Using a screw driver, r erriove the case

support retaining ring f r orn the f r on t of
the tz-an arni s s lon case (Fig. 19 )

Fig. 19

~ Release the parking paw l. Using a s oft

faced znallet on the outp ut shaft , tap
units forward (Fig . 20) . Rernove uni t s
f'r orn the tr-anarni.s al.on case .

lO-A
 lluitJ.lHatk <J-.",
SERVICE GUIDE

MAINSIIA FT - - - Remove reverse clutch r ele a s e spring

and reverse planet carr ier f ro m out-
put shaft. Place rear unit a ss e m b l y
,m " M" " " ' "' ' - ' 1 .em,," ci.ur ca
, / ,AINER J -6 13 5
in holding fixture with outp u t s h a ft
down (Fig. 21)

CASE SUPPORT _ - c.. ~- !Vote: If a holding fi x t u r e is not

available, ins e r t output
shaft through hole in workbe n c h .

~~ - 21
...-:::~,.;;.. OUTPUT SHAFT - S;;'! . . . . . HOLDING FIXTURE J-611 6
N Remove the neutral clutch d rum locating
key from the. t r-a n a m i sai on c as e . (Fig 22)

REMOVAL OF REVERSE PISTO N AND HOUS-

ING, REVERSE INTERNAL GEA R AND STA-
TIONARY CONE

Place the transmission in a ver t i c a l posi-

tion with the reverse piston hou s in g as sem-
ply up . Remove the revers e p i s t on housing
attaching bolt. Lift the reve r s e piston
housing assembly from the cas e (Fig. 23).
Remove and discard the ga s k e t .

Remove the reverse inte rna l ge a r thrust

washer . Remove the rever s e internal
gear. Carefully remove th e re v e r s e sta-
tionary cone from the case by g e n tly work -
ing it free .
REVERSE CLUTC H P IST ON
HOUSING AT E MBL Y eauii,tJH,: Do not drive th ec on e from
the case as th e con e may
become damaged.
Remove the reverse station ar y cone key
from the transmission case .

Place the transmission in a hor i z on t a l

position, pan side up. Remov e the low
band by disengaging from th e a n c h o r ,
rotate the band to a horizont a l p o s i t i on
and turn it so that the ends are towa rd
the rear of the case . Pull b and from
front of case.
ll-A
IIutGMrJiI,c <7"~~<J44<l""" JETAWAY
DISASSEMBLY
SERVICE GUIDE

REMOVAL OF THROT T L E AND MANUAL

LEVERS

~ Loosen the inne r throttle to shaft c larnp

screw i( F ig . 2 4) . Withdraw outer leve r
and shaft with " 0" ring seal. Rernove
inside throttle leve r f r orn t r anarnl s s ion
case . D iscard "0" ring .

~ Loosen detent leve r set sc re w . With-

draw outer detent lever and shaft with
" 0 11 ring seal. Re rno v e inside detent
control f r orn case . Discard 1 10 1 1 ring
seal.

Note: If nece s s a r y t o r ernove the

deten t spring without r erriov-
ing the parking paw l , access ibili t y can b e
gained by r ernoving the parki n g pawl link -
age clevis p in and rotating the linkage up.-
ward .

REMOVAL OF PARKING PAWL, L INKAG E

AND DETENT SPRING

~ Rerriove parking paw l pivot s haft f r orn

tr-ansrrii s s i on case b y pushing on inside
end of shaft w ith bra s s rod (F i g. 25).
Rernove parking pawl spacer f r orn case .

~ Unhook the parking b r a c k e t spr in g f r orn

parking pawl link (Fig . 26) . R erno v e
the parking bracket and spring f r orn the
link shaft. Rotate par k i n g iink a n d pawl
and remove f r om link shaft.

12-A
 lJuto.maUc ~'Hii' ~'IH4~
SERVICE GUIDE

~ Straighten the lock tabs on deten t spring

locking clip (Fig . 27) . Rerri o v e detent
spring attaching bolt, clip and detent
spring a s s ernbfy .

THE TRANSMISSION GA SE

VENT HOLE MAIN LINE

(HIDDEN) F ROM F RONT
PU MP
REA R CLUTC H
APPL Y
R E V. PRESS
TO PRESS. REG.
TV P RESSU R E - - - -
r:»
• 3 - 4 OIL
SERVO , TO P RESS.
APP L Y .. RE G.

NEU TRA L
SERVO PIS TON _ _--4:--;~r CL UT CH
STEM HOLE AP P L Y

NE UT RAL CL UT C H
DRUM KEY HOL E

REV E RS E
STA T IOtiA R Y
CON E KEY HOLE

F ig . 2 8

13-A
1/uiomattc <J.~UHPI~""", JETAWAY

SERVICE GUIDE DISASSEMBLY

INSTALLATION OF DE T E NT SPR ING AND

ROLLER ASSEMBLY

~ Assemble the de t en t s p r in g and roller,

a new retainer c li p and attach in g bolt.
Loosely install the de ten t s pring and
roller assexnbly to the tra ns m i s s i on
case .

~ Pos ition the detent leve r in the trans-

mission case to ac t as a guide while
center ing the rolle r in a deten t.
Tighten the detent spr in g a n d rolle r
attaching bolt . (Fi g . 2 9 )

INSTALLATION OF PARKING PAWL

BRACKET AND LEVER ASSE M B L Y

~ Install parking pawl pivot shaft spacer

washer into counte r b o r e of case (Fig.
30) . Position parking pawl and lever
assexnbly between bo s s e s in case and
over parking bracket l ink shaf t .

~ Install parking pawl pivot shaft into

case. through the par k ing paw l and
spacer washer . Plac e par k ing brac-
ket and spring over pivot shaft (Fig.
31 ). Hook parking b r a c k e t sp r in g
over one leg of parking bra c k e t l e v e r .

14-A
..J
 -- ~ ~~-

IIutGMfJilc ~~(U'IU<l4UJ1.I-J
SERVICE GUIDE

P AWL

THROTTLE LEVER
AND SHAFT
\ LEVER PAWL ASSE MBL Y

\
LI NKS

PIVOT SHAFT
"0" RING BRACKET

\
o DETENT LEVER

MANUAL LEVER SPAC ER WASHER

WASHER
AND SHAFT

DETENT SPRING
PIN & ROLLER F ig . 32

INS TA L LA TION OF DETENT CONTROL AND

T H R O T T L E LEVER (FIG. 32 )

M Install the washer and a new "0 " ring on

the :manual lever shaft. Position the de-
tent lever in place against the detent
spring and roller. The dowel pin on the
parking brake bracket :must be outboard
of the detent lever.

m Install the :manual lever and shaft through

the transmiss'ion case . Align the serra-
tions in the detent lever. Positionthe
detent lever on the :manual shaft, then
tigh t e n the set screw.

m Position a new "0" ring seal on the throttle

lever shaft. Install the throttle lever shaft
through the :manual shaft. Install the throt-
tle lever on the shaft with the lever facing
out.

15-A
 IJ~ <1~tU'IN(I44(j"'" JETAWAY
DISASSEMBLY
SERVICE GUIDE

.~ Place the inside th rot tle lever on the shaft

and insert a . 0 0 7 11 feele r gauge between
the inside throttle lev e r and manual shaft
(Fig. 33). Cornpre s s the throttle shaft
"0" r ing by grippin g the inner and outer
throttle levers . T i gh t e n the lock screw.
Recheck the clearanc e be twe e n the lever
and shaft.

Clearan c e must be between

005 " and 0 10 " .

OVERHA UL OF INDIVIDUAL . U N I T S

DISASSEMB LY OF THE CASE SUPPORT,

THE NEUTRAL CLUTCH AND REAR UNIT
(FIG. 34)
MAINSHAFT

REAR UNIT SUN GEAR

OIL RINGS

NEUTRAL CLUTCH PLA TES

THR UST WASHERS

I Fig . 34 RE VERSE DRIVE FLANGE SNAP RING

NEUTRAL CLUTCH DRUM

16-A

/
 IIuitunrdi,o <1'U.i1'lf4onl~W#J
SERVICE GUIDE

-'

Qg Remove the special tool f r orn the inter-

rne di.a.te shaft . Unhook and r e rri ov e the
lock type oil ring f r orn the Int e r-rne diate
shaft (Fig. 35 ~.

Raise the case support and neut r a l clutch

piston f r orn the In.te r rne d i.at e s h a f t (Fig . 36).
CAS E SUP POR T
~ .. Remove the oil rings (2) f r orn the case
support hub.

OIL RING S (2)

Fig. 36

~ Rernove the neutral clutch pis t on f r orn

the case support (Fig. 37).

Gently bump the hub on a

Noie: wood block.

~ Check the oil rings and seal s on the

neutral clutch piston and h u b .

N.Je: Remove oil r in g s and seals

only if it is n e ce s s a r y to
replace these parts.

17-A
 JETAWAY
1/uitUH4tk <J.'KWl~~fICUII DISASSEMBLY
SERVICE GUIDE

5 COMPOSITION PLATES

5 WAVE RELE ASE

SPRIN GS
Raise the neutral clutch d r wn assembly
from the interrnediat e shaft (Fig . 38 ) .
Remove the 5 compo s i t i on discs, 4 ste el
4 ST EEL PLATES
discs and 5 wave release s p r i n g s .

Fig. 38

~ Using a screw dr i v e r , remove the snap

ring f r orn the rear dr um (F ig . -39 )

Fig. 391

INTERMEDIATE SHA F T

~ Raise the rear uni t sprag and clutch

assembly frorn the drwn (Fi g . 40 )

18-A
 lluitJ.lH4tk <J-'H
SERVICE GUIDE

INTERME DIATE SHAF T ___

~ Raise the rear uni t sprag a nd dutch

as sembly from the interme d i a t e shaft
(Fig . 41). Remove the th r u s t wash-
ers from both sides of the cl utc h hub .

One thrust w a sh e r may

Note: remain on th e main s h a f t
s un gear.

~ Remove the rear sprag sp i r a l retaining

ring from the rear sprag inne r race .
(Fig . 42) . Remove the sp r a g o u t e r race
and retainer by turning out e r r a c e coun-
te r-clockwise while pulling upw a r d . Re-
move the sprag assembly and retainer
from the outer race.

/J J.. Do not disas s e m b l e the

C,",",,,fUtJ: sprag .

Position spe cial tool on r ear cl u t ch cyl-

in d e r (Fig. 43) . T i gh t en nu t to compress
clutch release spr ings . Us ing a snap ring
pliers , remove the snap ring. Remove
the special tool) snap ring and s p r in g re-
tainer from the clutch cylin d e r .

4.3

19-A
 JETAWAY
lJuttUHrJii,o <7~~~~."" DISASSEMBLY
SERVICE GUIDE

~ Remo ve e ight clu t ch releas e springs. R e-

move the clutch, p i s t on fro m the rear clutc h
cylinder (Fig . 44). Remove the oil se a l
from the piston a n d c y lin d e r .

~ Remove the mainsh a ft asse m b l y from the

rear un i t .

~ Remove the c om p os ition and steel disc s

from the rear clutch drum .

Se ven com p o s it i o n and seve n

Noie: ste el dis c s a r e used.

~ Remove the thr u s t be a r i n g a n d retainer

washer f r o m the o u t p u t shaft . Posi ti on
the output shaft and d r um ass e m b l y on
the bench .

~ Remove the reve rse d r i v e flan g e retain -

ing ring from the r ea r drum . Separ ate
the o utput shaft an d re v e r s e drive fl ang e
from the drum .

~ Remove the reve r s e d ri v e fl ange snap

ring from the o utp u t s h a ft . Lift the
flange from the o u t p u t shaft . Remove
the bronze selec t i v e w ashe r .

~ Remove the rear unit internal gear and

the rear clutch back in g plate from the
rear clutch drum ( F i g . 45) .

~ Clean, then carefully inspe c t a ll parts.

eaMi etJ.ItJ e
. "
The rear . uni t interx:al ge a r
must b e in s taIl e d wi th the
e
REAR CLUTCH BACKING PLATE
Fig. 45 chamfered side towa r d the b a c k in g plat e.

20-A

----~/
IIuiQ.lH4tk <J.~~J<Wft~f,OItJ
SERVICE GUIDE

MAINSHAFT SUN GEAR END P LA Y C H E C K

Noie- The end play of the rea r uni t sun gear

- on the mainshaft must be mea s u r e d to
determine the correct selective washe r to be
used in the rear planetary uni t.

~ Secure the rear unit sun gea r and mainshaft

in a fixture. Mount a dial indicato r as shown
in Fig . 46 so that the dial indicator contacts
the end o f mainshaft.

e~ltJH,:Be sure that gear is clamp e d firmly.

~ Move the mainshaft straigh t up and down.

Record this figure . Subtrac t thi s measure-
ment from the mainshaft end play recorded
before the transmission was disas s e m b l e d .
The difference will be the ac t u a l e n d play
of the rear planetary unit. T h e e n d play of
the rear planetary unit should be .004 1 1 to
.013" .

Not The following exampl e sho w s how

. e: the actual measureme n t i s derived:
Initial mainshaft end play .016 11
Rear unit sun gear end play .008"
Actual rear planetary unit e n d play .008"

21-A
 llutGMtdlc e-J~~<J44(jW JETAWAY
OVERHAUL
SERVICE GUIDE

INTERNAL GEAR /
'~
of
FIBER THRUST
WASHER
Fig. 47

Reverse Assembly Parts

REAR UNIT - ASSEMB L Y

Position the clutc h backi n g plate against

the shoulder i n the rea r drum . Install
the rear unit i n t ernal g e a r on t he clutch
backing plate (Fi g . 48) .

Noie: The g e a r mus t be installed

with t h e cham f e r e d s ide of
(CHAMF ERED SIDE OF LUGS
the lugs toward the clutch backing plate.
TOWAR D BACKING PLATE)

Fig. 48

22-A
- -- - - - - - - - - - - - - - - - - - - -- _/
- - - - - - - - -

lluttUHfJiic ~,.~CH'IN~~
SERVICE GUIDE

Place the selective washer in the recess

of the reverse drive flang e .

Noie: Retain with lig h t cup grease.

Install the output shaft to the reverse

dri ve flange (Fig. 49).

AJ_,J. Invert the as s e m b l y on the

/rOt£e: bench while hol d i r..g the flange
against the planet carrie r to retain the
washer.

Fig. 49

Install the snap ring on th e outp u t shaft

RETAINING RING groove next to the revers e sun gear. In-
stall the reverse drive fla n g e tool on the
output shaft between the sun g e a r and re-
taining ring (Fig. 50).

Note: This is to pre v e n t t h e select -

ive thrust wash e r fr o m slip-
ping out of place when the outpu t shaft
is installed into the rear u nit drum.
The selective washer can be ob s e r v e d
50 through openings in the d ri v e flange.

RET AINING
RING

18l Install the output shaft ass e m bl y into the

rear unit drum. Install th e r e t a i n i n g
ring into the drum (Fig. 5 1) .

23-A
51
lIuttUHatk <J.,,"~~~f,{UIJ JETAWAY

SERVICE GUIDE OVERHAUL

Place the a s s ernbl .y. w i t h the output

shaft downypa r tway into the holding
fixture. Hold the rear drum and re-
move the reverse d r i v e flange retaining
tool (Fig. 52). Low e r the drum until
the re verse drive fla n g e rests on the
holding fi xture.

Install the retainer and thrust bearing

in the counterbor e of the output shaft.
Place the compos iti o n pl a t e on the back-
ing plate the n insta ll a s t e e l plate. Al-
ternate until sev e n compo s i t i o n plates and
seven steel plates hav e been installed
(Fig. 53).

Lubricat e com p o s iti o n rear

Noie: unit plat e s w i t h Type "A"
oil as t h e y a r e installed.

The s teel p l a t e s must be in -

stalled with the single off-
set saw slot s aligned.

Install mainshaf t by engaging the sun

gear with the r e a r plan e t pinions .

Noie: If t h e mai n s h a f t and sun gear

w e r e di sa s sembled for any
reason, the side of t h e sun gear with
the dr ill point s h o ul d b e toward the
53
rear of the mai n shaft.

Install the thrust w a sher in the rear

clutch hub on the s i d e opposite the
intermediate s h a f t .

Nole: Retai n w i t h light cup grease.

(Fi g 5 4 ) .

Fig. 54 24-A
 IIutOHUdk <1'ltCU'1(Uf1U~~
SERVICE GUIDE

I NT E R M EDIA T E SHA F T
<,
REA R CLUTCH HU B

Install the intermediate s h a f t and clutch

hub assembly into the r ea r u n i t .

The top of clutc h hub must be

Note: flush with the st e e l plate.
(Fig. 55).
Install the thrust washer o v e r the inter-
mediate . s h a ft on to the clut c h hub.

Fig. 55

RE A R C LU TC H C YU NDER

Install new oil seals on th e r e a r clutch

piston and cylinder (Fig. 56) .

Lubricate seals w ith Type

Note: "A II oil.

Position the clutch piston on t h e clutch

cylinder so that it rests on the lip of the
~ SEA L (LIP UP ) seal. While applying light p r e s s u r e on
the piston, work the seal lip i n to the
R EAR C LUTC H PI ST ON
Fig. 56 , clutch cylinder. (Fig . 57)

Install the 8 clutch release s p r i n g s into

the piston. Position the rear clutch as-
sembly over the special tool a nd place
the spring retainer on the re lea s e
springs facing up. Place snap ring on
the retainer. Install the co m p r e s s i n g
tooL Compress the springs and install
the snap ring. Remove tool f r o m the
rear clutch assembly .

Check to see that t h e snap

ring is not on any o f the
REAR CL UT C H CYLINDE R Fig. 57/ 25-A tangs.
 lluitJ.IH,Gtk <J~H JETAWAY

SERVICE GUIDE OVERHAUL

Pos i t ion the r e c e s sed side of the rear

sprag outer rac e , f acing up . With the
s houlder o f the s p r a g u p , install it i n t o
the mite r r a c e b y tur n i n g the sprag
count ~r-clockwi s e (Fi g . 58 ) .

B EVE L ED
SIDE REAR SPRAG OUTER RACE

'-- ---i Fig. 58

0lI Install the sprag a sse mb l y t o t h e

clutch cylinder, w ith th e bev el e d
side of the outer ra c e tow a r d s t h e
hub by turning th e s p r a g counte r -
clockwise. (Fig . 5 9 )

~ Position the spra g retaine r o n the

sprag outer race. In s t a ll the r e -
taining ring. (Fig . 60)

26-A
 lluttUHrdk <J~~~~
SERVICE GUIDE

Install the rear clutch ass e m b l y into the

rear unit drum (Fig. 61) . In s t a ll the
large snap ring .

It may be n e c e s s a r y to
Note: raise up on the d r u m to
allow the snap ring to enter the groove.

Fig. 61

Mainshaft End Play Correction

T he following p r o c e d u r e is recom- 181 Remove the snap ring nex t to

mended if main s h a f t end play was the sun gear from the outp u t
found to be in exce s s of .013" when shaft. Remove the snap r ing
the transmission w a s disassembled) from the rear drum. Rem o v e
or if parts were r e p l a c e d that would the reverse drive flange from
change the mains h a f t end play. Re- the rear drum. Remove the
placement of any o n e of the following selective washer from th e rea r
parts will change the mainshaft end unit carrier.
play: the reverse drive flange, the
output shaft, th e r e a r thrust bearing,
the thrust bearing retainer, the rear 181
Have available all selectiv e washe rs .
u nit sun gear, t h e rear clutch hub,
Start with a washer thicke r than t h e o ne
the rear drum, t he rear unit thrust
removed. Install this was h e r in the
washe rs.
reverse drive flange.

Remove r e a r unit from the

use light cup gr e a s e t o
fixture. I nvert the assembly hole: retain in flange .
in fixture w i t h the output
shaft up.

l 27-A
 lluitJ.lHatk <J~H JETAWAY

SERVICE GUIDE
OVERHAUL
, .----

AJ-J.
, r04J'e
.. Nine mainshaft se-
lective washers are
Nole: 1£ th e outpu t shaft
tur n s w ith o u t dra g
a v a ila b l e and are marked 1 or i s l oc ked u p , it will be n ec-
thr o u g h 9 according t o the last e ss a r y to r e rnov e t h e rev ers e
n u m e r a l of the part number : dr ive flange a n d i ns tall a thin-
ner or thi c k e r sel e cti v e wash-
&6 1 78 2 1 8617824 8617827 er as r equi r e d .
8 6 178 2 2 8617825 8617828
86 17 8 2 3 8617826 8617829 When all cl e a r a n c e has be en
r emoved , t h e s e l e c t i v e was h-
Ins t a ll the reverse drive flang e e r must be r e m o v e d and a
i n t o t he rear drum. Install t he . 0 04 " to . 0 0 8 " thinn e r sel ect-
r ea r drum to reverse drive i v e washe r i n s tall e d to gi v e th e
flange snap ring . desir ed end cl e a r a n c e .

Tur n the output shaft while hold- Install the r e v e r s e d r i v e fl arig e

ing the rear drum . into the rear drum . I n stall
the r ear dr u m to r e v e r s e
AJ_ J. The output shaft dri v e flan g e snap r i n g . Install
,r04Je : should be free to turn th e snap r i n g o n th e output
w it h out b inding. There should shaft next t o t h e r e v e r s e unit
b e a s lig h t drag due to the sun ge a r.
t h ic k e r s elective washer .
R emov e t h e r ea r uni t f rom th e
fixtur e. I n v e r t the assembl y
and r e ins t a ll in the fixture with
the output shaf t dow n .

Plac e t he n e u t r a l clut c h drum

on the re a r u n i t with the clutch
plate surf a c e up . (Fi g. 62)

The se le c t i v e washer
Note: may h a v e rema in e d on
the r e v e r s e driv e flange.

Lubricat e t he c ompo s i ti o n neutral

clutch plat e s with Typ e " A " oil.
Install a w ave rele a s e spring in
the clutch d r u m . Pla c e a comp o -
sition plate o v e r the sprag outer
race then install a s t e e l plate.
Alternate u ntil five comp o s i t io n
plates, four st e el p l at e s and five
Fig. 62 wave rel e a s e spr i n g s have been
installed .

28-A
 /IuttUHt4Jo <1~/IUII'J~444(,jUl
SERVICE GUIDE

Install the neutral clutch p i s ton in

LIP DOWN
LIP UP
the case support with the dow e l p in s
aligned with t he holes . W o r k the
piston down over the inne r s eal.

Remove the neutral piston and in-

stall the outer seal (large) with the
sealing lip up (Fig. 63).
Fig . 63
Note: Lubricate th e sea l w i t h
Type "A" oil. I ns t a ll
t h e neut ral clutch piston in t he
Place the inn e r (s m all ) seal o ver
case support with the dow e l p i n s
the case s u p p o r t h u b with the
aligned. Compress the se a l w i t h
sealing lip down. Work the seal
a blunt sc rew driver to a llo w t h e
into the g r o o v e on the c a s e support
piston to e n te r the drum .
hub (Fig. 63) .

eaMii,fJ.If,: Use e x t r e m e care so

Note: Lubrica t e the seal w ith
T ype "A " oil.
that seal is n ot dam -
aged as piston enters t he c as e
Whene v e r a new clutch support.
drum cas e support or ~ Ins tall the two oil rmg s o n t h e hub o f t h e
/

clutch pla te s are i n s t a ll e d it w ill case support.

be neces s a r y t o i n s t a ll a new
neutral clu t c h piston in orde r to Lubricate the r i n g s w i t h Typ e
maintain c o r r e c t n e u tr a l clutch
piston trav e l.
Note: "A" oil.

INTERMEDIATE SHAFT

Install the case s~pport ass e m b l y hub

down over the intermediate shaf t.

e~i,tJ.ItJ: Be careful not t o dam a g e th e

bushing while pa s sin g ov er t h e
shoulder s on the shaft (Fig . 6 4 ) .

Z9-A
 JETAWAY
lJuitUH4tk ~~H OVERHA'UL
SERVICE GUIDE

181 Install the lock type oil ring on the

intermediat e s h a ft . (Fi g . 65)

181 Install the specia l tool ove r the in-

termediate s haf t and pres s down o n
case support a n d compress clutch
release spring s . Tighten lock bolt.
(Fig. 66)

181 Align the case suppor t as s h o wn in

Fig. 67. Mar k the rear d r u m to
indicate the ali g n m e n t of t he neutral
clutch drum slot . (Fig. 67 )

30-A

n
lluitUHatk <J~H
SERVICE GUIDE

INSTALLATION OF REAR UNI T I NTO

TRANSMISSION CASE

Low Band

~ Install the band into the f ront of the

case with the band end to rear of the
case (Fig. 68). With t he band half
way in the case, rotate t h e ban d so
that the end of the band w i ll h o o k on
to the cas e anchor .

Case Support Neutral Clutch a n d R e a r Unit

/

~ Install the neutral clutch drum lock

into the case with the rou n d e d edges
forward.

Retain with ligh t c u p gr ease .

Note: (Fig. 69) .

Install the case support neut r a l clutch

and rear unit assembly into the case.
Pencil marks on the rea r drum must
be aligned with the neutral d r um clutch
lock (Fig . 70) .
Not . It may be nece s s a r y to in-
e. stall slide hamm e r s in the
case support to seat the s up p o r t so
that the snap ring will ent e r t h e snap
ring groove.

eauJ'fJ.H. Do not push the low band off

• the case ancho r whe n in-
stalling the assembly. C h e c k the
postion of the band befor e the assembly
is pressed into place.

3 I-A
Il"t~'" <1~~a-nM~~ JETAW AY

SERVICE GUIDE OVERHAUL

Nole: Alig n m e n t can be r eadily

checke d b y the relation-
ship between the r ear clutch apply
and neutral clut c h appl y ports , i n
the case suppor t a n d transmission
case (Fig. 71) . If n ot properly
positioned , the cas e support can b e
rotated by tempo r a r i l y installin g
two front pump atta c h i n g bolts a nd
using them as h and l e s .

FRONT UNIT COUPLI NG - DISASSEMBLY

18l Scribe a mark o n the front unit coup-

ling and cove r. R e m o v e th e s nap r i n g.

Install retainer s to hold the two

exhaust v a lve s. Inst a ll' special t o o l
to front unit coup l i n g (Fig. 72 ) . P os-
ition the assemb l y i n the holdin g fi xture ,
th en tighten the c e nt e r nut.

Make su r e the 4 stud s a re

t ig ht in t he cover.

Tighten the 4 nuts alte r n a t e l y to pre-

vent cocking t h e cov e r while remov-
ing (Fig. 73).

REMOVE SNAP R ING AJoJ, Ther e ar e 2 squar e cut 11 0 "

Fig. 72 If e: ring s that will hang up in
the snap ring gr oov e . A greater effort
will be required to s h e a r the ri ngs when
they drop into t h e s nap ring g r o o v e .

With the cover f re e o f the coupling ,

remove the exh aus t valves retainin g
tool, exhaust valv e s a n d springs.
R emove the t o ols f r om the front
TOOL J-6122-1
unit coupling.

Lift the cover of th e driven torus from

the coupling , R e m o v e th e st eel and
bronze thrust wa s h e r s from the
dri ven torus shaf t .

j Clean and carefull y in s p e c t all parts.

Fig. 73"
32-A
 1/utGlH4itc 1'KM'JQ4'n4444<jJn

SERVICE GUIDE

FRONT UNIT COUPLING - ASS E MB L Y

(Fig . 74)

~ Position the drive torus in the holding

fixture. Install the steel washer in the
counterbore on the vane side of the
drive torus. Install the bronze thrust
washer. Install the dr i v e n torus into
the drive torus.
" 0 " RI NGS (COV E R OIL ·SEA LS)

Install new "0" rings on the fron t unit

coupling cover.

Fig. 74 Make sure that the ' 10 ' 1 rings

are not twiste d in the groove.

Noie: Lubricate the "0" r ings and

the snap ring groove in the
drive torus with light cup grease.

Install the spring and exh a u s t valves

in the cover and retain w i t h special
tools.
Mark the cover and drive torus
with a pencil. (Fig. 75) Position
the cover on the drive to ru s with
the marks aligned.
With the cover resting on the bot-
tom 110 11 ring, press the c over as
far as possible into the c oup lin g .
Make sure pencil marks are still
aligned. Tap cover into p lace
with a soft faced mallet until snap
ring can be installed.
AJ_ J, Tap on alternate sides of
/rfJil,e: the cover, on the puller hole
bolt bosses, to prevent t he cover from
binding.

Noie: Inspect the sna p ring groove .

If part of the "0" ring is
visible, the cover will ha v e to be re-
moved and new "0" ring seals installed.

Install the snap ring. R emo v e the ex-

haust valve retainer tool s .

33-A
 IIuitUH4tk <J."~r4-m~KHf, JETAW AY
OVERHAUL
SERVICE GUIDE

FRONT OIL PUMP - DIS A SSE MB L Y

S Remove the pump bolt s from the pump

cover. Raise t h e cov e r from the pump
body.

Remove the top van e r i n g and the rotor

(Fig. 76). Remov e the vanes and the
lower vane ring.

Remove the slide b y p r e s s i n g toward

the priming sprin g s , then lift it out
of the body f r o m the o p p o s i t e side>
(Fig. 77).

The tor u s feed valve and

Note: spring will corne out of the
bore a t this time.

Fi • 77

Remove the inner and o u t e r priming

spr ings. Remove the torus feed
val ve retaining pi n and cap (Fig. 78).
Remove the che c k ball retaining pin

0::
.~

~. ~ and spring. Rem o v e the check ball.

'~
.
.

TORUS FEED VA L.VE

~~ SPRING
C AP

RE T AINING P IN CH E CK BAL L Fig . 78

34-A
lluttUHdi,o <J,.~~GOM,l~
SERVICE GUIDE

Remove the front sprag inner race if

it remained in the pump durin g this
assembly. Remove the retai n i n g ring
from the outer race (Fig . 79 ) . Re-
move the sprag assembly f r om the
pump. Do not remove t h e out e r r ace.

Remove the overrun clutc h p i s t o n from

the pump by tapping on the r e a r of the
: p ump with a soft faced mallet (Fig. 80).

~ Remove the intake pump "0 " ring seal

and discard if not done p r e v i o u s l y .

35-A
 lIuttJ.lH,atk <J~H JETAWAY
OVERHAUL
SERVICE GUIDE

FRONT OIL PUMP - ASSEMBLY (Fig. 81)

/RETAINING PIN

yC
A
P
i->: SPRING
~1

j . _ _ _ _ T ORUS FEED VALVE

FRONT PU MP BODY

VA NE RING
/
OVERRU N CLUT C H
PIST ON

RE TAI NING PIN

/
SPRING

CHECK BALL

PRIMING SPRINGS

VA NES (7)
ROTOR
FRONT P UMP CO VE R
Fig . 8 1

LIP DOWN LIP UP

I n s tall n ew i n t a k e pipe " 0 11 ri n g seal.
Plac e th e o v errun clut c h pi sto n inner
(s mall) sea l o v e r th e oil pump h u b w ith
t he s ealing l i p do w n (F i g . 8 2 ) . Work
th e s e a l into th e groo v e on t he oil pump
hub.

Fig . 82
Nole: Lubri c a t e t h e s e al with T yp e
"A 11 o i l.

36 - A
 lIuto.matk <1~rlWft~KJIS
SERVICE GUIDE

Install the overrun clutch pi ston in

the front oil
pump (with t h e d ow e l
pins aligned with the hole s ) . Use
a blunt screw driver to c o m p r e s s
the outer seal.

e---"
Q44J1,'tJ.It&:
There are thr e e cast
recesses on the o u t e r
edge of the pump. Be ce r t a i n that
the outer seal passes eac h one of
the recesses without being d a m -
aged.
Install the sprag as sembly w i t h the
shoulder up into the sprag out e r race
(Fig -. 83). Install the inn e r race of
the sprag with the drive l u g s up and
check the rotation.

AJoJ. With the sprag prop e rly

/'1 e:
installed, the i n n e r race
will be free to rotate coun te r -clock-
wise. If rotated clockwis e , it will
lock .

Install the retaining ring o f the outer

race of the sprag.

Install the inner and oute r pr im i n g

springs irt the reces s of t h e p u m p
body. Compress the pr i m i n g springs
with the slide and allow the s li d e to
drop into the pump body (F i g . 84).

Position the vane ring in t h e pump

cavity. Locate the vane ring in the
center of the slide.
(,j ' "

Fig . 8 4

37-A
 IIuttUHrJiJo 1,1IUI#'J~~"I'J JETAWAY

SERVICE GUIDE OVERHAUL

Install the rotor into th e pump with the

drive slots faci n g up (F i g. 85). Install
the 7 vanes in t he rotor , with the full
wear pattern agai n s t the s li d e . Install
the t o p vane r i n g .

Install the torus fe ed v a lve, spring ,

cap , and retain i ng p i n (F i g . 85).
Install the ball c h e c k , s p r i n g a nd re-
taining pin .

Place the pump c over o n the front

pump body . Ins tall the 2 cover bolts
e~ ~
1~
\'!t ~TORU S FEED V AL VE
mid-way betwe e n the 2 dow e l s .
SP RING

CA P
The sho r t cov e r bolt must
RE T AININ G P I N
be i ns tall e d abov e th e press -
Fig. 85
ure r eg ula t o r exhaust pas sage .

PRESSURE REGULATO R - DISA SS E M B L Y

PRE SSURE REGULATO R PLUG
(Fig. 86)

Remove the re ver s e boos t e r plug and

the pressure regula t o r stop pin, from
the pressure reg ula t o r plu g . Remove
the 110 11 ring seal f r o m the pres sure
regulator plug and discard .

Clean and carefull y inspe c t parts.

PRESSURE REGULATO R VAL VE

F ig . 86 PRE SSURE REGUL AT OR VAL V E

ASSEMBLY (Fig. 86)

181 Install a new 110 11 ring seal on the pre s s -

ure regulator plug . Appl y light cup
grease on the re v e r s e boo s t e r plug,
then install it into the p r e s sure regula-
tor plug. Install stop pi n in the booste r
plug.

Retain stop pin in place wi t h

hoie: light c up grea s e .

38-A
 1/utGHUdJo <1'KU'J~444(j""
SERVICE GUIDE

REVERSE CLUTCH PISTON H O USI NG

ASSEMB L Y - DISASSEMB L Y
PI STON RETAINING REVERSE PIS TON
RING HOUSING
Rem.ove the large snap r i n g which re -

'T ,
PISTON RELEASE tains the reverse piston s prin g and re-
tainer (Fig. 87). Rem.ov e re t a i n e r and
wave type release spring (Fi g . 87).

O ~~~ \
Raise the reverse piston from. the re-
verse clutch piston housing .

O ~'"
" RET AINER
~
REVERSE PIS TON
SEALS
............. REV E RSE CLUTCH PISTON
Rem.ove the bearing to hou s i n g snap
ring. Tap rear bearing ou t o f housing .

Fig. 87 Rem.ove clutch piston oil seal s .

~ Clean and carefully inspe c t a ll parts.

TOOL 1 -7577 REVERSE CLUTCH PISTON HO USI NG

ASSEMBLY (Fig. 88)

~ Install clutch piston oil se al w ith the

sealing lips facing the re v e r s e clutch
piston housing.

Position the seal protecto r ove r the

inner hub of reverse clutch pi s t on
housing. Install the reve r s e p i s t on
over tool, and rotate piston on to
dowel pins. (Fig. 88)
Com.press outer piston sea l t o enter
bore of cylinder.

Use extrem.e c a r e so as not

to dama g e pis t o n s e a l during
installation. Rem.ove spe cia l tool.

Position release spring a n d r e t a i n e r

on piston. Install large retai nin g
snap ring. (Fig. 89)

AI_ J. The rear beari n g s h o ul d be

REVERSE CLUTCH
P ISTON
REVERSE PISTON
HOU SING
Irflrl,e: installed after t he housing
is installed on the trans m.i s s i on .
39- A
- - -- -- - - ~---
 1~H
JETAWAY
Aui0#H4tk OVERHAUL
SERVICE GUIDE

, ... ~OIL RINGS

()(j () '-..)'" I _"'! '. / GOVERNOR DRIVEN GEAR

_ / G - l VALVE
J
"
SLEEVE RETAINING PIN

STOP WASHER ~

~·SLEEVE Fig. 90

G OVER NO R - DISASSEMBLY (Fig. 90) GOVERNOR - ASSE M B L Y (F ig. 90)

Re m ov e 2 cover to governor driv- ~ Install G-2 s top washe r . Install

en gear bolts. Remove governor G-2 valve and sleeve .
dri v e n gea r cover plate, G-2
~ Install G-2 sle e v e and valve as -
sle e v e r e t a i n i n g pin, G-2 sleeve
sembly into gov e r n o r b o d y . Ro -
and valve and stop washer.
tate sleeve to align rec e s s in
sleeve to accep t retaini ng pin.
Cle a n an d carefully inspect all
Install retaining pin.
parts.
~ Install governo r driven g ear over
Remove 4 governor governor towe r and ont o roll pin .
Note: rings only if they are
to be replaced .
~ Attach governo r cove r p l a t e , being
careful not to drop ret a i n i n g pin or
driven gear .

Nole: Plat e mus t be installed

with large e nd toward th e
G-2 valve .
~ Install new gove r n o r oil rings if th e
old rings were remove d .
40-A
 lluitJ.lHatk <J-.",
SERVICE GUIDE

SERVO
PISTON
SERVO AND
ACCUMULATOR
BODY
OIl j'"G \ ,

RETAININ\
WASHER J
.-
(
-\J., q'' \
\ SERVO
SPRIN G

ACCUMULATOR
PISTON PIN
~;R~~~ULATOR '~
)•
RETAINING ACCUMULATOR \ :' ." T.V. ACCUMU LATO R
PISTON ' V ALVE

t- / .
RING

l\'~'\\~ 'j":
COVER
GASKET

\ ""c
OIL RIN G \

".,
~~ -: r · ~
STOP PIN
. . t-r-,
, r-
ACCUMULATO R

VALVE SPRING

\ ~
~ J ~

ACCUMULATOR
0
~~
VALVE PLUG ACCUMU LATO R
RETAINER VALVE PLUG

ACCUMULATOR VALVE

F i g . 91

ACCUMULA TOR - SER V O - Clean and carefully insp e c t

DISASSEMBLY (Fig. 91 ) all parts.

Pull the servo pi ston from the ACCUMULATOR-SERVO ASSE M B L Y

servo body and r e m ov e the oil (Fig . 91)
rin g.
R emove the 5 cover bolts , cover ~ Install oil seal ring on serv o
and gasket . piston. Install oil ring o n ac-
Remov e the TV a c c umula t o r stop cumulator piston.
p i n and accumu l a t o r plug retainer. ~ Install accumulator pist o n stem
R emove plug, ac c umula t o r valve, into piston with small re tain i n g
spr ing and TV ac c umu l a t o r valve .
ring towards flat side o f p i s t o n .
Remove accumul a t o r piston and Place accumulator spr i n g over
spr i ng assembl y . Compress piston stem, compress spr i n g
a ccumulator and r e m o v e retainer and install spring retai n e r .
a nd spring. R e m o v e accumula-
to r piston stem f r om accumula- Install accumulator pist o n assem -
tor piston. bly into accumulator .

Remove oil ring f r om accumulator

---
eGl4lf,i,G#fI:
J. Make certain pi ston stem
is located in t he counter-
piston. bore of the body so that oppo s i t e end
of piston stem is below c over face of
body.
41-A
, -'-
 1/utGHUJik <1'/IUII'J<W'IU:<I4«J-n JETAWAY
OVERHAUL
SERVICE GUIDE

Insta ll the TV accumulator valve, Install the TV ac c u m u l a t o r valve,

slott e d e n d last. Align the slot in stop end first, into vent p a s s a g e
the p l ug wit h the v e n t passage. and slot in valve . Install the plug
retainer into body and groo v e in
Use a small screw
hate: driver to carefully
plug.

align the v a l v e in the bore. Attach accumulato r gasket and

cover, being carefu l not to dam-
age the accumulato r pisto n oil
Install the accumulator valve ring. Torque the a t t a ch i n g bolts
spring into the accumulator to 6 to 8 ft. pounds .
valve, then install the valve and
spring s , s p r i n g accumulator, Install the servo p i s t o n a s s e m b l y .
valve plug i n t o bore. Install the servo s p r i n g .

VALVE B O D Y - DISASSEMBLY (Fig. 92)

1. The front clut c h valve body
assembly .
FRONT CLUTC H
VALVE BODY _ _ 2. The shift valve body a s sem -
bly.
3. The manual valv e body as-
sembly.

l8l: Remove the 3 screw s that retain

the shift valve body to the channel
body. Remove the shift v alve body.

Remove the 2 screw s that retain

the clutch valve body to the chan-
nel body. Remove the clu tc h valve
-.:...: ~ body. Remove the channel body to
I~ SEPARATOR PLATE
@~ valve body spacer p l a t e .
"~.~ ---- M ANU A L VALVE BODY Fig. 92
l8l: Remove the 3 screw s that retain
the manual body to the chan n e l ~
T he c omp l e t e control body assembly
Remove the 3 screws that r etain
is compri s e d of three individual bodies
the manual valve body to t he chan-
a n d two sp a c e r plates connected toa
nel body. Remove the man u a l
c h annel b o d y . In the disassembly pro-
valve body.
cedure, e a ch indi v i du a l body should be
cl e a n ed a n d ins p e c t e d , then assembled Remove the channel body to c ase
b efore goin g t o the next body. This spacer plates.
will p r e vent p a r t s from being inter-
c han g e d a n d will simplify the operation. Remove the bi-metal coup lin g
T h e i ndivid u a l bodies are designated as: feed valve from the c han n el b ody .
I
42-A

J
 lluitUHatk < J _ H
SERVICE GUIDE

COUPLING
COUPLING VALVE
VALVE PLUG PLATE
COUPLING FEED VAL VE

SPRING

COVER PLATE

\ ~ OI L CLEANER

~~~
.~ ~
~ .,. \~
! R ET AINE R

LIMIT VAL V E

INN ER SPRING
TRANSITION VALVE SP RING

WASHER

COUPLING SIGNAL VAL VE F i g . 93

CLUTCH VALVE BOD Y - DISASSEMBLY

(Fig. 93)
Attach the retainer clip a n d coup-
~ Remove the 3 scr e w s that retain ling valve plate with the rece s s e d
the clutch valv e b o dy cover plate. side towards the spring b y u s i n g
Remove the clutch valve body the screw through the clip .
cover plate.
AJoJ, • Leave the sc r e w loose
Remove the t rans i ti on valve /JI e. at this time.
and spring.
Rotate the plate over the limi t
Remove the couplin g signal
valve, couplin g f e e d valve, valve spring while holding the
coupling v alve spri n g and plug. spring compressed. Ins t a ll t h e
remaining screw and tigh t e n
~ Carefully r e m o v e the 2 screws both screws.
that retain th e coup lin g valve
~ Install the coupling valve plug ,
plate . Remo v e th e plate and the
spring, coupling valve and c o up -
oil cleaner retainin g clip. Re-
ling signal valve ..
move the inne r and outer limit
valve spring s, ~wa s h e r and limit
val ve .
Note: The coupling sign a l
valve is install e d
~ Clean and c a r e fu lly inspect all with the single land firs t .
parts. ~ Install the transition spri n g into
C L U T CH VALVE BOD Y - ASSEMBLY the transition valve. Inst a ll the
(Fig. 93) transition valve and spri n g , spring
~ Install th e limit valve, stem out. first, into the clutch body . Attach
Install the washe r, inner and out- the clutch body cover plat e with 3
er spring s. attaching screws.
43-A
 lI"t~te <7"~~<UUJLH JETAWAY
OVERHAUL
SERVICE GUIDE

REGUL AT OR BOD Y
END PLAT E
NEUTRA L CLUTC H VALVE SP RING

I
NEU T RAL CL UTCH VALV E

G- l BOOSTER VAL VE SP RING

2 -3 SHIF T VALVE

"
3 -4 SHIFT VAL VE
SHIFT VALVE BOD Y

3 -4 GOVE RNOR VALVE

SHIF T VALVE
BODY EN D PLATE 2-3 GOVERNOR
VALVE
Fig. 94
I
SHIFT VALV E B O D Y - DISASSEMBLY
(Fig, 94) Remove the n eutral clutch valve,
j
2-3 shift valve and 3 - 4 shift valve . j
I
~ Remove t he neutral clutch by-pass
valve fr om t h e shift valve body .
~ Remove the s h ift bod y end plate
Remove t h e 2 screws that retained by r e m o vin g the 4 a t t a c hin g sc rews.
the regula t o r body cover . Remove
Remove the G - l boo s t e r spring and
the cover.
valve, 2 -3 gove r n o r valve, and 3-4
~ Remove t h e 2 screws that retain governor valv e .
the re gul a t o r body end plate. Re-
move t he 2 - 3 and 3-4 regulator ~ Clean and car e f u lly inspect all parts.
valves.
Remov e t h e regulator body by re- SHIFT VALVE BOD Y AS SE M B L Y
moVing the reg ulator body t o (Fig. 94)
shift b o d y s c r e w . Remove the 2-
~ Install the 3- 4 gove r n o r valve,
3 shift valve springs, 2-3 and 3-
with the roun d end o f the valve
4 regul ato r springs and the neutral
clutch regul a t o r spring. facing out.

44-A
 IIuitUHatk <J-,.~UHPI~1J4H'I­
SERVICE GUIDE

Install the 2-3 governor valve Install the 2-3 and 3-4 r e gu l a t o r
and G-I booster valve . spring. Install the 2-3 and 3-4
regulator valves.
Install the G-l booster valve
The small e n d s of the
spring. Note: valve must fact the
Attach the shift body end plate shift valve s .
with 4 s c r e w s . Attach the regulator body end plate,
Install t h e neutra l clutch valve , using the 2 remaining s c r e w s .
2 - 3 shift valve and 3 - 4 shift
valve. Attach the regulator body sid e
cover plate.
Attach the reg ula t o r body to the
shift valve body us ing the one Install the neutral clutch by-p a s s
regulato r body a t t a c hin g screw . valve.

T.

MANUAL VALVE

LrV RE TAINE R

? BI-META L SP RING J
T. V. - LEVER ST OP

THROTTLE VALVE

REVERSE BLOCKER
~ PISTON

MANUAL VALVE BODY REVERSE BLOCKER SPRING

Fig. 95

MANUAL VALVE BODY - DISASSEMB L Y Remove the TV plunger and guide ,

(Fig. 95) TV spring, detent spring and the
throttle valve.
Remove the TV lever stop by
removing the 2 a t taching screws . Remove the thermostatic elem e n t
retaining clip and element .
e aMilQ.lf,: Do not tamper with
the fa cto r y adjust- Do not tamp e r
ed TV sto p adju stin g screws. with the small
thermostatic element adj u s t i n g
Remove t h e dete n t valve. screw as it has been pre - s e t at
the factory.
45-A
 IIuttUWdio <1'U;U'J(U'IU~~ JETAWAY

SERVICE GUIDE
OVERHAUL

Cut off one end of the reverse Install the thermo s t a ti c element
block e r piston retaining pin. and clip.
While h o l d i n g thumb over the
rev e r s e blocker bore, remove Install the throl tl e valv e into th e
the r e t a i n i n g pin . manual body.

Rem ov e t h e reverse blocker /Vote: The l arge l a n d is in -

piston s p r i n g and piston ; stalle d las t. Install
the TV spring into the TV bore.
Cle a n and carefully inspect all Install the detent valve spring
parts . into the detent v alve bo r e .

MANUAL VAL VE BODY - ASSEMBLY Install the detent valve into the
(Fig. 95) manual body.

Insta ll t h e reverse blocker The lon g lan d is in -

piston. Note: s tall e d l a s t .

Install the TV p l u n g e r into the

AJ_"'e.. The slotted end is in- guide and i n stall both parts into
/r tJ4" stalled out.
the TV bore .
Insta ll t h e reverse blocker pis-
ton sprin g . Hold it compressed
The s t e m end is in -
whil e in s t a lli n g a new retaining
pin.
Note: stalle d out .
Attach the TV le v e r stop .

Note: Crimp the pin to re -

tain.

INDIVIDUAL VALVE BODIES TO THE

CHANNEL BODY - ASSEMBLY (Fig . .9 6)

FRONT CLUTCH
VALVE BODY _ _

0'7l "
SEPARATOR ~ _I .:
·~~.1 1 .
PLATE
~f ~· .

'".
SHIFT VALVE
BODY

~. , '~
~~ SEPARATOR PLATE
~~
~.~.
':;"~" ---- MANUAL VALVE BODY Fig. 96

46-A
 lJuio.matk <J~H
SERVICE GUIDE

Install the coupling feed the r m o s t a t i c

BI- METAL COUPLING FEED VALVE element into the channel bo d y . (Fig. 97)

~ Place the long separator plate ov e r

the channel body and coupling fill
element.
Place the manual valve body a s sem-
bly over the separator plate . A t t a ch
3 screws. Leave the screw s one turn
loose for final alignment.

~ Turn the assembly over and po s iti on

the separator plate on the c han n e l
body.
Position the shift body on t h e sep a r -
ator plate. Install the 3 atta c h i n g
screws finger tight.

Position the clutch valve body i n

MOU NT ING BOLTS USED FOR ALIGNMENT place and install the 2 attach i n g
screws finger tight.

~ Use the 5 valve body attachi n g b o lt s

as aldgnrnept guides through the
valve bodies. Tighten all a t t a c h i n g screws.

Note:
There are 8 loo s e screws
(,Fig . 98) .
DRIVEN TORUS - DISASSEMBLY
1 •

Fig. 98 Remove the cotter pin f rom t h e hub of

the driven torus. Remov e the torus
check valve and spring ~F i g . 99).

~ Clean and carefully inspe c t a ll parts.

DRIVEN TOR US - ASSEMBLY

~ Apply light cup grease o n the spring.

Install the spring into the che c k valve.
Install the valve into the dri ve n torus,
spring first .

Install the cotter pin to r e t a i n the valve.

DRIVE TORUS

The drive torus requires no s e r v i c e

other than replacement w h e n d a m a g e d .
4'7-A
1/uttUntdJo ~~~(Hft4(144<.l~ JETAWAY
OVERHAUL
SERVICE GUIDE

REMOVAL AND REPLAC E M E NT OF THE

FLYWHEEL HOUSING SE A L

Using a blunt punch i n the oil drain-

back hole, drive t he se a l out of the
housing (Fig . 100) .

Place the housing o n the support tool

with the recessed e n d of the tool up.
Apply a light coat of sea l e r to the
outer diameter of the new seal. Place
the seal, lip down on the housing.

eOMii,Q.H,: Insp e c t the seal

in s t a lli n g tool for
nicked or sharp edge s t h a t might
damage the lip of the seal.

Note: A hone can b e used to

clean up a ny shart edges
on the tool.

181 Place seal installing tool into the

seal and drive the sea l into place.
(Fig. 101)

Stake seal in 3 evenly spac e d posi-

tions with the punch prov i d e d .
(Fig. 102)

FLYWHEEL

The flywheel does not re q u i r e service, other

than replacement when r e q u i r e d .

48-A
lluttUHfdJo ~,.~(W'I'I4~~
SERVICE GUIDE

TRANSMISSION ASSEM BLY

INSTALLATION OF THE R E VE R SE
UNIT AND THE REVERSE CL UT C H
PIS TON HO USING

~ Install the reverse plan e t c a r r i e r

on the output shaft. Rot a t e the
carrier so that the planet p i n i o n
gears engage the reve r s e sun
gear (Fig. 103).

AI_ J.,d.. The par k i n g pawl

JrlJ4,.., should b e rai s e d
up to prevent interferen c e .

~ Install the reverse stat i on a r y

cone lock in the transmi s s i o n
case.

Retain wit h li gh t cup

Note: grease (Fi g . 104) .

~ Install the reverse stati o n a r y

cone in the transmission ca s e .

~ Install the reverse clutc h r e -

lease spring over the ou t p u t
shaft and against the re v e r s e
carrier with the finger s out
(Fig. 105).

~ Install the reverse inte r n a l

gear. Rotate to engage the
planet pinion gears.

~ Install the fiber thrust wash -

er on the reverse intern a l
gear.

~ Install the gasket on the re -

verse clutch piston hous i n g
assembly.
Retain with li gh t cup
Noie: grease.

49-A
 Ilui~tk <J-.", JETAWAY
ASSEMBLY
SERVICE GUIDE

Install the reve rse clu t c h piston

ATTACIDNG BOLT
HOLE housing assembly to the trans-

~\
mission . Install the a t t a c h i n g
bolt (Fig. 106).
. t

Note: Hold t h e hous ing

agai n s t the case
until the attaching bolt is tight-
ened to 6 to 8 f t . lb s.

106
!8l Remove the tool from the inter -
mediate shaft.

Install the rear bea r i n g on the

REA R BEARING AND ,
SPEEDOMET E R GEAR ~\
output shaft w i th the rear bear-
INSTALLING TOOL , ing ins talling tool (Fi g. 107) .
'<, :.
1 -613 3-A Install the rea r b e a r i n g retaining
--wi - ring into the re ve r s e clutch
piston housing.

Install the rear b ea r i n g snap

ring on the output shaf t .
Fig. 107

MAINSHAFT END PLA Y CHECK

Temporarily install one a c c umu l a -

tor servo attaching b olt opp o s i t e th e
housing bolt to hold the r e v e r s e
clutch piston housing agai n s t the
case.

!8l Remov e th e colla r f r om the

mainshaft end p l a y c h e c k i n g
tool . Ins tall the coll a r on
the mai ns haf t (F i g . 108).
Install the snap ring on the
mainshaft. Ins tall the body
of the tool and tighte n .

50-A
 1/JtUH4tk <1'U'.UlEdMl~W#J
SERVICE GUIDE

DIAL I NDICATOR SU\RT J-6 126~~.

Install a dial indicator suppo r t
on the front of the transmi s s i o n .
Install the dial indicator (F i g .
109) .

~ Check the mainshaft end play .

Subtract the sun gear end
play from this reading. If not
.. u n
within . 004 to . 013 after sub t r a c t -
ing mainshaft to sun gear e n d p l a y ,
the selective washer in the reve r s e
drive flange will have to be chan g e d .

~ Remove the special tools . f rom the

transmission.

Remove the temporary acc umula t o r

DIUVE bolt from the housing.
GEAR KEY

GOVERNOR _~
DIUVEGEAR_

INSTALLA TION OF GOVERNO R D R I VE

GEAR, GOVERNOR SPEE:DOME T E R DRIVE
GEAR AND EXTENSION HOUSI N G .

~ Install the governor drive gear

front retaining snap ring . In-
stall the governor drive gea :r
key into the output shaft (F i g . 110).
Install the governor drive gear .

Locate the s l o t in
REAR BEAIUNG AND SPEEDOMET E R
GEAR INSTA L L ING TOOL 1-6133-A \
Note: the gear o ve r the
key.

Install the second governo r dr i v e

). gear snap ring.
I

II Position the gauge over t h e out -

put shaft. Install the spee d om e t e r
drive gear on the output shaf t
Fig. III (Fig. 111).

51-A
lI"ttUWdtc <1'UU1-~~~ JETAWAY
ASSEMBLY
SERVICE GUIDE

~ Install the governo r assembl y into

the reverse clutch p i s t on hou s i n g .

Be car e f ul n ot to
eauJl~: dama g e oil r ing s
(Fig. 112).

181 Position the extension hous i n g

gasket on the revers e clutch
housing. Install the extens ion
housing over the out pu t shaft.
Use all bolts except the bolt that
retains the breather pipe clamp.

~ Install the breather pipe and the

clamp , using the rem a i n i n g e x-
tension housing bolt. Torque the
extension housing bolt to 25 to 30
ft. Ib s , Install the s p e e d om e t e r
dri ven gear.

~ Apply seal lubricant to the sea lin g

lip and the new rear seal. Apply
a light coating of seal e r to the out-
er diameter of the sea l. Us i ng a
rear seal installing t o ol , inst a ll
the seal into the exte n s i o n hous i n g .

INSTALLATION OF OVER R UN C L U T C H
AND OIL PUMP

~ Position the transmis s i on w ith the

intermediate shaft up .

~ Install the bronze t h r u s t wa s h e r ,

lug's down, on the spr a g i nner
race of the oil pump .

Retain the thr u s t

Fig. 113
Note: washer with ligh t
cup grea s e (Fig. 113).

52-A
1/utGHU:di,o <1'KM'J~<l4UUf,
SERVICE GUIDE

~ Install slide hammers in the o il

pump. Install the overrun clutc h
wave release spring.

Nole: Tension again s t t h e

front pump body w i ll
retain the wave release spr i n g .

~ Install the overrun clutch p late ,

using Type ItA" oil to retai n t h e
clutch plate to the overrun clutc h
piston (Fig. 114). Align the p lat e
with the lugs on the washer a n d the
lugs on the sprag inner rac e . Lub -
ricate lock type oil ring on the in-
termediate shaft with Type "A " oil.
~ position the oil pump in the c a s e
with the intake pipe hole a li gn e d
with the hole in the case (Fi g . 115).

~ Install and tighten the 3 oil p ump

to case support attaching b olt s .
Remove the slide hammer.

~ Install the 2 oil pump cove r b olt s .

Torque the 4 oil pump cove r b ol t s
to 15 to 18 ft. Ib s ,
~ Temporarily install the fro n t
unit coupling . Check for r o t a ti o n
of the driven torus shaft .
Note: The shaft sho ul d
rotate freel y , cl o c k -
wise only. If the shaft doe s n ot ,
the overrun clutch washer o r re-
lease spring is not installe d p r o -
perly.

~ Remove the front unit coupli n g .

Back off the 3 oil pump atta c h i n g
bolts approximately 1/4 tu r n .
Install the 2 oil cooler sle e v e s with
the new "0" rings facing into the pump.

Rotate the transmission to a h o r -

izontal position. Install th e fr o n t
pump locating bolt, finger t ight
(Fig. 116).
 JETAWAY
./JuitUH4tk <J"~J<WJIf444W11f, ASSEMBLY
SERVICE GUIDE

While applying approx i m.a t e l y 80

p . s , i , air pressur e to th e
neutral clutch pas sag e , torqu e the
oil pum.p locating bolt to 22 to 27
ft. Ib s . (Fig . 117) .

Nate: Air pre s s u r e o n the

neutral clutch will
correctly pos ition t h e oil p um.p and
neutral clutch with the oil pa s s a g e s
in the case. This i s require d to
prevent an internal o il leak a t t h i s
point. The pum.p m.ou n t i n g b olt s
were not tightened s o that t he Ioca t-
ing screw would draw the pum.p
toward the t ra.n srrri s s i on cas e .

~ Torque the 3 oil pum.p to ca s e

su pport attaching bolt s 20 to 25
it. Ib s ,

~ Install the pressur e regulato r valve

and spring. Install the pre s s u r e
regualtor plug assem.b l y int o the
case. Torque the pl u g 3 t o 6 it.
Ib s ,

INSTALLATION OF CO N T RO L VALVE
ACCUMULATOR SERVO
ASSEMBLY ASSEMBLY AND ACCUM U L A T O R -
~ SERVO (Fig. 118)

Install the m.anual valve in the

m.anual valve body. Insta ll the
control valve assem.b l y t o t h e
transm.ission wi th 5 attac h i n g
bolts.

hate: Pos iti o n the de-

tent l ever s o that
the pin will i n d ex with the m.an-
ual v a l v e . Position the th r ottle
lever between the TV leve r stop
and t h e TV plunge r . Be certain
the dowel pin i n the m.anual body
indexes with the hol e in t h e trans-
rn i s s i on case.

Torque bolts to 6 to 8 it. Ib s ,

54-A
r- -

A"t~/,c <1'KM'J(U'II4~~
SERVICE GUIDE

FRO NT UNIT END PLAY CHE C K

A sel ective spacer is used o n th e in-

t e r m e d i a te shaft to con trol end play
of the front unit. T h e spac er is in-
stalled between the dri ve torus hub
and the front unit sun gear . T h e
following method is used to d e t e r m i n e
the proper selective space r to use .

Rotate the transmission so t h at

t h e intermediate shaft is u p . I n -
stall the front unit coupling ass e m b l y,
the front unit internal gear , th e
bla ck steel washer, the t hr u s t b e a r -
ing ' the steel washer, the s n a p ri n g,
Install new " 011 ring s in the oil the sun gear, the selectiv e was h e r
cleaner and purn.p assembly. and the bronze washer.

Install the accurn.ula t o r - servo Install the front unit end pla y c h e c k -
and s erv o release spring to the ing gauge.
transmiss i on, using 2 attaching
bolt s.
The i n t a k e pipe
Noie: clip fits under the
l ong bolt. Do not t i g h t e n the long 19 57 STYlE NO . 1 SPACER
bolt .

e'---
FLUSH WITH INNER SLEEVE

.c::--
~
TOOL J-6282 MAINSHAFT
J..11't ~ .. The oil cleaner INNER SLEEVE -
OUTER SIEEVE------.
INTERMEDIATE SHAfT

(.i"I44,"V'r~ sho ul d be dis- BRONZE THRUST

86 183 19 -29 SElECTI ~ASHER -- ___ FRO NT SUN G EAR:

carded and a new one installed WASHER '1 .
WASHER :~,lil
, I I
I :>,'Pl !1 FRO NT INTERNAL GEAR

if i t was evi d e n t t h a t f o r e i g n NEEDLE BEARING I ~

_. -- SNA P RING

~, I'
I
THRUST BAC KIN G WASHERS r;,_ \----j ,
mat erial h a d been circulated CO UPLING DRIVE SHAFT
---
th roughout t h e tran s m i s s i ori ,

Place the inta k e p i p e into the SELECT IVE WASHE RS

oil cleaner being c a r eful not to Ide nti ficati on Id ent ific at ion
P a rt No . Th ic kn ess Sta mp P art No. T hi ck nes s Stamp
cut the 11 0 1 1 r i n g .
8618319 . 04 5-. 047 1 8618 325 . 123- . 125 7
Ins tall t h e int a k e p ipe into the 881832 0 . 058- . 060 2 8618326 . 136 - . 138 8

pump assem b l y . Align the 8618321 .071 - . 073 3 8618327 . 149-.1 51 9

6618322 . 084 -. 086 4 8618328 . 162- . 16' 10
cleaner with the re t ain i n g clip 8618 323 . 097-. 099 5 861832 9 .1 75- . 117 11

o n t h e clutch valve body. Rotate 8618324 .11 0- . 112 6

I
Fig. 120
th e p ipe re t a i ni n g clip over the
pipe (Fig. 119) . Torque the servo
attaching bolts t o 23 to 28 ft. Ib s ,
Install with s pl i n e d
Install the oil pan with a new gas- Noie: e n d down. P l a c e a
k et. T orque the bolts to 10 to 1957 # 1 spac er (.06 95 t o . 0 7 0 5)
13 ft. pound s . on tool (Fig . 120).
55-A
 lluitUH4tk <1~H JETAWAY
ASSEMBLY
SERVICE GUIDE

~ If the #1 selective spacer is flush

with the end of the tool the front
unit end play is correct. If the
spacer is not flush with the end
of the tool, remove the spacer,
the gauge, the bronze thrust washer
and replace the selective washer.
with the correct thickness.

~ Lift the front unit coupling from

the transmis sian.

INSTALLA T I O N OF FLYWHEEL HOUSING, TORUS COVER, TOR US MEMBERS AND

FLYWHEEL (Fig. 121)

STEEL SELECTIVE WASHER

TORUS COVER

\ DRIVE TORUS SNAP RING

DRIVEN TORUS SNAP RING S

STEE L WASHER

T HRUST BEARING

SNAP RING

/
FRONT UNIT SUN GEAR

DRIVE TORUS
"0" RIND (SEAL) /
DRIVEN TORUS
FLYWHEEL

Fig . 121

56-A
 ~~- - -~~~~~-

I/"t~i,c <J'Ui#J~~~
SERVICE GUIDE

Remove tran s mi s s i o n and the hold- Install tbe flywheel hous i n g with
i n g f ixture from the mounting fix- the 6 attaching bolts. T i g h t e n
t u re. Position t h e- assembly on the evenly and torque to 40 t o 50 ft.
work bench. Rem ove the holding pounds. Remove the seal and
fixtu r e from t he trans m i s s i o n. bushing protector.
In s t a ll the oil cool e r adapter gas -
ket and adapter with the outlets Lubr icate the hub of the to ru s
f aci ng the fro nt of the transmission. cover with seal lubricant. I n s t a ll
A copp e r washer must
Nole: be und e r the front bolt
the cover using care to p r e v e n t
damage to the seal.
an d a steel was h e r under the rear
bolt.

Torque to 15 t o 18 ft. Ib s .

~ I n s t a ll the fro nt unit coupling by

turning the drive n t o r u s shaft counter-
clockwise to e n g a g e the splined front
sprag inner r a c e .
Turn the front unit coupling to en-
gage the lugs w ith the pump rotor.

Install the internal gear i n t o the

torus cover, engaging the dr i v e
lugs (Fig. 123).
Install the s e a l and bushing pro-
tector over t h e sha f t in the front Install the black steel wa s h e r in
of the trans mi s si on. Install a the internal gear. Install t he
new flywheel hou sin g "0" ring on thrust bearing, the steel wa s h e r
the housing. and the snap ring.

Mak e sure the "0" ~ Install the front unit sun gea r with
ring is seated in the recess toward the rea r of the
t h e groove (Fig. 122) . transmis sion.
57-A
 IItdtJ.ffl4tk <J~H JETAWAY

SERVICE GUIDE
ASSEMBLY

4 fl y w h e e l bolt s ,
Note: e ve n l y spaced a r e
for mounting the ·fl y w h e e l t o t h e
flex plate.

Install the steel selective spacer

f
against t h e sun gear. Install
the bronz e washer (Fig. 124).
-=
TRANSMISSIoN oUT'7.E T
C T
" F ig. 12 5
OIL COOLER SERVICE
jg Install th e drive torus on the in-
termedia t e shaft. Rotate to It will be necessary t o flush out t h e
engage th e planet pinion gears. oil cooler and the con n e c t i n g lin es
Install th e retaining ring on the in the event of a majo r transmission
interme d i ate shaft. Install the failure where particles of metal ha v e
retaining r ing on the second been carried with the o il throughout
groove o n the mains haft. the units of the transmi s s i o n . The oil
cooler is located in the radiator
jg Install the t h e driven torus on the lower tank (Fig. 125). The oil cool e r
mainshaft . is a sealed container which prov ide s
/J _ ~ ~ .1.1,, __•• Use care to prevent a passage for oil to flo w from the i n-
t.,;,CiH4o.,~ damage to the bush- let to the outlet.
ing of th e torus member.
Install t h e retaining ring on the Clean solvent can be flushed throug h
mainshaft. the cooler with air pr e s s u r e .
An e n g i n e desludg e
jg Install a new "0" ring on the out- Note: gun c a n be us ed.
side of t h e flywheel. Make sure
the "0" r ing is not twisted. Pos- The cooler should be b a c k - fl u s h e d
ition the fl ywheel over the torus first through the retur n line to remo v e
dowels. The large dowel must all foreign material po s s ib l e . Ne xt ,
index with t h e large hole in the flush through the i n l e t lin e . Finish
flywheel. Install the 8 attaching by flushing through the return line .
nuts omit t i n g numbers 1, 4, 7, Clean the remainin g solv e n t from t he
and 10, numbering clockwise cooler with compr essed air appli ed
from eith e r dowel. Tighten even- to the return line and flu s h with T yp e
ly, then t o r q u e to 15 to 20 ft~ Ib s , "A" oil.
58-A
 IIuttUl£fJito .<1~"","~~ JETAWAY
SERVICE GUIDE OPERATION

The large drive and d r i v e n toru s

members are located in the front
end of the transmis s i on but they
TORUS COVER
function between the front and rea r
planetary gear train s .

This is because th e d r i v e torus

(rear member) is p a r t of the f r ont
~~~9~'- INTERMEDIATE
unit planet carrier w h ile the d riv -
SHAFT

en torus (front memb e r ) is splined

to the main shaft, whic h includes
the rear planetary u n it center gea r .

CRANKSHAFT MAINSHAFT

REDUCTION OF DRIVE TO R US SPEE D

With the car stat io n a r y and engi n e

running, and with the control lev e r
fl YWHEEL REAR
HOUSING in Drive, Lo or R e v e r s e , the lar g e
drive torus of the mai n fluid coupling
turns at 65% of t h e e n g i n e speed .
Fig. 126
The speed reduction o f the main fl uid
coupling drive toru s allows the engine
JETAWAY DRI VE COMPONENTS AND to idle without t h e c a r "creeping " fo r-
THEIR LO CA T IO N ward.

A singl e p l a n e t a r y gear train can

obtain two forward speeds, reduc-
tion and d i r e c t , when power is ap- ~ The front planetar y u n i t is locke d
plied a t the same source , (for ex- in direct drive when th e transmi s -
ample, th e center gear). sion shifts to secon d sp e e d . The
drive torus membe r then turns a t
A grea t er number of gear ratios is engine R. P. M.
requir e d fo r satisfactory operation
of the car. The Jetaway transmis- ~ Power i s transmitt e d from the fly -
sion c o nt a i n s two planetary gear wheel to the torus cov e r , (Fig . 12 6)
trains arr a n g e d to provide four for- then t h r o u gh the fr o n t p l a n e t a r y g e a r
ward sp e e d s . train which is in re d u c ti o n to the rear
torus member of t h e mai n fluid coup-
A thir d pla n e t a r y gear train is ling .
used fo r r eve r s e . The reverse
planeta r y unit has no function The re a r torus is the
and sim ply revolves with the out-
put sha ft i n all forward speeds.
Note: drive m e m b e r , while
the front torus is t h e dr i v e n member .

59-A

-
 ENGINE flYWHEEl DRIVE
FLEX PLATE ./ TORUS FRONT COUPLING
DRIVE TORUS NEUTRAL REAR UNIT REAR UNIT
" TORUS
~ COVER CLUTCH PLANET PINIONS PLANET CARRIER
FRONT COUPLING REAR UNIT

,;~\
DRIVEN TORUS INTERNAL GEAR
DRIVEN
TORUS· ~
REVERSE
DRIVE
flANGE

REVERSE t
I~
INTERNAL GEAR
REVERSE
CLUTCH HOUSING

REVERS E
CLUTCH PISTON '"m
~

0'
o
I
FRONT PLA
-
<
n
m ~
:x:. CARRIER
Cil
c:
-C
m
GO VERNO R

REVERSE
PLANET CARRIER

INTERMEDIATE fl YWHEEl REAR PLANET REVERSE

SHAFT HOUSING CARRIER PLANET PINIONS

Fig. 127

,
 lI"t~k 1'W#J~44«Jn JETAWAY

SERVICE GUIDE OPERATION

OPERATING P R IN C IP L E S OF THE the overrun clutch p l a t e .

JETAW AY T R ANS M ISS IO N The front coupling d r i v e n to r u s and
the sun gear can tu r n in a c l ockwise
I8l Th e va rio u s units of the J etaway
direction, but the sp r a g w i ll not allow
transmissio n that are used for ob-
them to turn counte r cl o c k w i s e .
tainin g red u c t i o n and direct drive
ar e shown in the schematic draw-
When the overr u n clutch
in gs , figur e s 128 to 133 in their
e x a c t re lati o n s h i p to each other.
Note: plate i s applied , the sun
gear cannot turn in either di r ec t i o n .
All p arts c o n n e c t e d by a line are
connected together in the trans- The p lanet carrier o f the f ront unit
mis sion. is mounted directly to the m ai n drive
torus . The main d r i v e torus in turn
E XAMPLE: The front unit planet is splined to the inte r m e d i a t e shaft.
carrier, the main
d r i v e torus member, the inter- The rear unit clutch hub is sp lin e d
m e diate shaft and the rear clutch to the rear end o f t h e interm e d i a t e
hub are all connected together and shaft. The clutch hub drive s the
turn a s on e unit. rear clutch drive p lat e s . T h e r e -
fore, the main drive torus a n d the
The schematic draw- rear clutch hub and drive pla te s al-
Nole: ings can be compared ways turn with the f r o n t plan e ta r y
to figu r e 127 which is an actual unit carrier.
cro s s secti o n of the transmission.
The main driven to r u s memb e r is
RELATIONSHIP OF UNITS splined to the forwa r d end o f t he
main shaft . The re a r unit s u n gear
I8l The torus cover and flywheel are is splined to the back end of t he main
bolted to t h e engine flex plate. shaft.
(Fi g . 126) They, therefore, ro-
tate with th e engine at all times. Therefore, when the driven t orus mem-
ber turns, the rear unit sun gear also
I8l Th e f ront unit internal gear is con- turns .
nected t o t h e torus cover and also
to the driv e torus o f the front unit The rear unit interna l gear i s m ount ed
fluid coupli ng . to the rear clutch d r u m . The rear
clutch drum is conne c t e d to the rear
The f r o n t unit inte rnal gear and clutch driven plates and to the r e a r
drive to rus member, therefore, sprag inner race .
al ways turn with the engine.
The reverse sun g ear is also c on-
The f r o n t unit sun gear is splined nected to the rear cl ut c h dr u m b y
to the fron t end of the shaft of the the reverse drive fla n g e . Ther e -
front unit coupling driven torus fore, the rear unit i n t e r n a l g ear,
membe r. The rear end of this
rear sprag inner ra c e , rear clut c h
same s h aft is c onnected to the inner driven plates and rev e r se sun gear
race of the fr o nt sp r a g clut ch and t o rotate as one unit.

61-A
 lluttJ.IH,Gtk <J-.",
SERVICE GUIDE

The outer rac e of t he rear unit spra g ~ The overrun clutch, ne utr a l dutch,
is connected t o t h e case through the LO band and reverse c on e clutch
neutral cutch are all applied, by the h ydraulic
pressure.
T he outer rac e of th e rea r unit sprag
is connected t o t h e case through the I8l: Hydraulic pressure i s pr ovided by
n eutral clutch plat e s . When the neu- the pump driven by the f r ont coup-
tral clutch is not applied the sp rage ling drive torus whene v e r the engine
outer race is free to turn; when the is in operation.
ne utral clutch is applied, the rear
sprag outer r a c e is locked to the case . I8l: Oil pressure is directe d to the var-
ious u nits in the trans m i s s i o n by
T he Lo band encircle s the rear clutch
means of a control val v e body assem-
drum and whe n app lie d , locks t he drum
bly.
to the case.

T he rear unit p lan e t carrier is an in- When the vehicle operat o r moves the
te gral part of the tr a n s m i s s i on output selector lever to the s e l e c t e d range,
shaft. The r eve r s e planet carrier is the control valve is po s iti o n e d to auto-
splined to th e outp u t shaft. Therefore , matically direct oil to the hydraulically
th e rear unit planet c arrier, re- operated units in the t r a ns m i s s i on .
verse planet c a r r i e r a nd output
shaft , operate a s on e unit. JETAWAY POWERFLOW

I8l: The reverse i nt e r n a l gear is locked to The power flow (rotat i n g p a r t s )

the transmission case when clamped for each transmission spe e d is
be t ween the r eve r s e stationary cone and indicated by the arrow s o n the
the rever se pi s t on . illustrations 128 throu gh 133 .
The solid black areas i ndic a t e
APP LICATION OF HY D R A U LIC UNITS
the sprags or clutches ar e on
and the front unit coup lin g is full.
I8l: Di rect drive o r re d u c t i o n in each of
the units is hydr a u li c a ll y controlled.
The front unit coupling d riv e n torus
shaft, the intermediate s haft, and
The reduction of th e f r o n t unit is pro-
the main shaft are all conc e n t r i c .
vided when th e f r on t unit coupling is
In other words, the m a i n shaft oper-
empty.
ates inside the hollow i nte r m e d i a t e
I8l: Direct drive i s pro vid e d when the shaft which in turn ope r a t e s inside
front unit couplin g is filled. the hollow front unit d riv e n torus
shaft .
R e duction in th e r e a r unit is obtained
w he n the rear clut c h is released by The sprag assemblies are also con-
sp r ing pressur e. centric with the shafts . T h e r e fo r e ,
the inner race of eac h spr a g is the
Direct drive in the rear unit is pro-
one closest to the cent e r lin e of the
vided by hydr a u li c application of the
rear clutch. transmission .

62-A
 l/uttUnrdto 1~~~~~ JETAWAY

SERVICE GUIDE OPERATION

NEUTRAL (ENGINE RUNNING)

FRONT UNIT COUPLING EMPTY

FRONT SPRAG CLUTCH ON
NEUTRAL CLUTCH RELEASED
REAR SPRAG CLUTCH OFF
REAR CLUTCH RELEASED

REAR UN IT (NEUTRAL)

Sprag Clutch O ff
FRONT UNIT (IN REDUCTION)
NEUTRAL CLUTCH
Rear Clutch O ff
Sprag Clutc h On
Released
Fron t Cou p ling Empty F i g . 128
~ In ne u tral , the powerflow is from than engine speed due t o the reduc-
th e e ngi n e t h r o u g h the flywheel tion of the front u n i t. T h e drive
( 1) to t h e to r u s cover (2) which is torus transmits t h e po w e r through
bolte d t o t he flywheel. oil to the driven t o r u s (8) w hich is
splined to the main sha ft (9), and
181 The front u n it drive gear (3) is driven through the main shaft t o the rear
by t h e tor u s cover, therefore, power unit sun gear (10) o n th e main shaft.
is t ran s m i t t e d through the cover to
the f ront u nit drive gear, through the The rear unit sun gea r t r a n s m i t s
d r i ve g e a r t o the planet gear s (4) power to the plane t gear s ( 11).
caus ing t he m to drive around the sun The planet gear s , t urn in g counter-
gear (5 ) w h i c h is held stationary by clockwise, drive th e r e a r unit in-
t h e fro n t sprag clutch (6). ternal gear (12) cou n t e r -clockwise.

With the neutral clutch ( 1 3 ) re leased,

Sin c e the p lanet gear s are connected
the external race o f th e rear sprag
t o t h e d r i v e torus (7) through the
(14), connected to t h e rear unit in-
p lane t c a r r i e r , the powerflow is
ternal gear, is a ll ow ed to turn with
throu gh t he planet gear s to the car-
the internal gear , ther e fo r e , no po we r
r ier to t h e drive torus.
can be transmitt e d to t h e output
The driv e t o r u s is turning at less shaft (15).
63-A
 lluitJ.lH4tk <J~H
SERVICE GUIDE

FIRST (3.96 to 1 Ratio)

FRONT UN IT CO UPLING EMPTY

FRONT SPRAG CLUTCH ON

OVERRUN CLUTCH ON ("5 " AND " LO " RANGE)

NEUTRAL CLUTCH ENGAGED

REAR SPRAG CLUTCH ON

REAR CLUTCH RelEASED
LOW BAND ON (" LO" RANGE ONLY)

REAR UNIT (IN REDUCTIO N )

Sprag Clutch On

FRO N T UNIT (I N REDUCTIO N )

NEUTRAL CLUTCH Rear Clutch Off
Sprag Clutch On

Applied
Front Coupling Em pt y Fi g . 129

In fir st g e a r , the fr ont and rear than engine speed due to the re duc-
pla netary unit s are i n reduction . tion of the front unit. T h e driv e
The powe r flow i s thro ugh the fly - torus transmits power th r o u gh o il
wheel (1) t o t h e t o r u s cov e r (2). t o the driven torus (8), sp line d to
the main shaft (9), and t hrou gh t he
Since the f r o n t u n i t d r i v e g e a r (3) main shaft to the rear u nit sun ge a r
is driven b y th e toru s cover, po wer (10) on the main shaft .
is t r a n s m i t t e d t h r o u g h the co ver to
the front u n i t driv e ge a r, t hrou gh ~ The r e a r unit sun g e a r tr a n s m i t s
the drive g e a r t o the planet g e ar s power to the planet g e ars ( 1 1)
(4) , causing them to d rive around causin g them -to drive a ro u n d t h e
the sun ge a r (5) whic h is h eld station - rear unit internal g e a r ( 1 2 ) whi c h
ary by the f r o n t spr ag clutch (6). is held stationary by th e rear s prag
Since the pla n e t g e a r s are c o n- clutch (14). The outer ra ce o f th e
nected to th e driv e to ru s (7 ) rear sprag clutch is held b y th e
through th e plan e t c arr i er, power neutral clutch (13).
flow is thr ou gh t h e planet g ea r s
to the carri e r and t o t h e d ri ve ~ The planet gear s tran smi t th e power
torus . to the planet carrier on the o u tp u t
shaft (15) a t reduction.
The drive t o r u s i s turning at l ess
64-A
 IIuttUWdto 1~(U'IU<J4oM,l""" JETAWAY

SERVICE GUIDE
OPERATION

SECOND (2.55 to 1 Rotio)

fRONT UNIT COUPLING FULL

FRONT SPRAG CLUTCH OFF

NEUTRAL CLUTCH ENGAGED

REAR SPRAG CLUTCH ON

REAR CLUTCH RElEASED

13 14

Sprag Clutch On
FRONT UNIT (DIRECT DRIVE)
NEUTRAL CLUTCH Rear Clutch Off
Sprag Clutch Off
Applied
Coupling Full
Fi g. 130
In s e c o n d gear, the front unit is in ~ The planet g e ar s t r ansm it power
d ir e ct drive and the rear unit is in to the carrier atta ch e d to the drive
re duc t i o n . The power flow is through torus (7) . Th e dri v e t orus tr an s-
th e fl y w h e e l (1) to the torus cover (2). mits the po we r th ro u g h oil t o th e
driv en torus (8 ) sp li n e d to th e m a i n
The t o ru s cover is connected to the shaft (9), the n thro u g h th e m ain
front unit drive gear (3) and the drive shaft to the re a r u n i t sun gea r (10)
to r us ( 16) of the front unit coupling, on the main s haft.
s o t h e power flow divides at the front
unit d riv e gear. ~ The rear u nit sun g e a r tr a nsmits
power to the p l a n e t g ea r s (11)
Sinc e the fr ont unit coupling is full cuasin g them to drive around th e
i n sec ond speed, power is transmit- rear unit inte r n a l gear (12), which
t e d fr om the drive torus through oil. is held station a r y b y th e r e ar sprag
to th e dr i v e n torus (17) and to the clutch (14).
front u n it sun gear (5).
With t he front unit drive gear ~ The outer ra c e o f the r ear spr a g
l o cke d th r ou g h oil in the front clutch is held by t h e neutr a l clutch
unit c oup lin g to the front unit sun (13). The plane t g ears tran smit
g ear t h e power is transmitted to the power to the p l a n e t carrier on
the pla n e t gears (4) at engine speed. t h e output shaft (1 5 ) a t r e d u ctio n.
65-A
 lluitUHGtk <1~H
SERVICE GUIDE
THIRD (1.55 to 1 Ratio)

FRONT SPRAG CLUTCH ON

OVERRUN CLUTCH ON (" S" AND " LO" RANGE)

NEUTRAL CLUTCH ENGAGED

REAR SPRAG CLUTCH OFF

Sprag Clutch Oft

FRON T UNIT (IN REDUCTIO N )

NEUTRAL CLUTCH Rear Clutch On
Spra g Clutch On
Applied
Front Coupling Empty F i g . 131

In thi r d g e a r , the front unit is in tion of the front unit. Approximately

redu c t i o n and th e rear unit is i n 40% of the torque is t r a n s m i t t e d from
direct dr ive. The power flow is the drive torus through oil t o t he
through t h e flywh e el (1) to the torus driven torus (8) spUne d to the ma i n
cover (2 ). shaft (9), then .t h r ou g h the main shaft
Since th e front u n i t drive gear (3) to the rear unit sun g ear (1 0) on the
is driv en by the t o r u s cover, power main shaft.
is tr an s m i t t e d thr o u g h the cover to
the fr ont u n it drive gear, and t h r o u g h The remainder (approx i m a t e l y 6 0% )
the driv e g e a r t o the planet gear s (4) of the torque is transmi t t e d fr om
causing t h e m to drive around the sun the drive torus to the inter me di ate
g e a r (5 ) w hi c h is held stationary by the shaft (19), then throu gh the rear
front spr ag clutch (6). clutch plate (20) to the rear unit i n-
ternal gear (12) attache d to t he rea r
Since the planet g e a r s are connected
unit drum (21).
to the driv e torus (7) through the
p lanet car r i e r , th e power flow is
This 60% '(mechanical) Jam s the 4 0%
thr ough th e planet g e a r s to the car-
from the fluid coupling at the plan e t
rier and to the dr i v e torus.
gears and the combine d is t r an smit-
The driv e torus i s turnin g at less ted to the planet carrie r , on the out-
than engine speed due to the reduc- put shaft (15).

6 6-A
 lJuttUHtdlo <J~~~~ JETAWAY
OPERATION
SERVICE GUIDE

FOURTH (Direct Drive)

FRONT UNIT COUPLING FULL

FRONT SPRAG CLUTCH O FF
NEUTRAL CLUTCH ENGAGED
REAR SPRAG CLUTCH OFF
REAR CLUTCH ENGAGED

REAR UN IT (DIRECT DRIVE)

Sprag Clutch Off

FRONT UN IT (DIRECT DRIVE)
NEUTRAL CLUTCH Rear Clutch On
Sprag Clutch Off
Applied
Front Coup ling Full
Fig. 132
181 In four th g e a r . the front and rear m i t power to the car r i e r attached
units a r e in d irect drive. The power to the drive t oru s (7 ) .
flow is t hr o u gh the flywheel (1) to the 181 Approximately 40% of the torque
torus c ove r (2). is transmitted from the drive
torus through oil t o the driven
181 The tor u s cover is connected to the to rus (8) spline d t o the main shaft
front u nit dr ive gear (3) and 't h e drive (9) then through t he main shaft to
torus of t h e front unit coupling (16). t h e r e a r unit sun g e a r (10) on the
so the powe r flow divides at the front main shaft.
unit driv e g e a r.
181 Since t h e f r on t unit coupling is 181 The remainde r (app r ox i m a t e l y 60%)
full in fo ur t h speed, power is of the torque is t r a n s m i t t e d from
transmitt e d from the front unit the drive toru s to the intermediate
coupling dr i v e torus through oil shaft, (19) the n t hrough the rear
to the d riv e n torus (17) and to clu t c h plates (2 0-) to the rear unit
the fr ont unit sun gear (5) . internal gea r (12) attached to the
181 With the fr o n t unit drive gear rear unit drum (2 1) .
locked t hr o u gh oil in the front
coupling t o the front unit sun 181 This 60% (m echani c a l ) joins the
gear, t he power is transmitted 4 0% from t h e flui d coupling at the
to the plan e t gear s (4) at engine planet gear s and t h e combined is
speed. T h e planet gears trans- transmitted to the planet carrier
on t h e output shaft . (15).
67-A

- - - -"-- --
 lluitUH4tk ~~~~KJ.IIJ
SERVICE GUIDE

REVERSE (3.74 to 1 Ratio)

FRONT UNIT COUPLING EMPTY

FRONT SPRAG CLUTCH ON
OVERRUN CLUTCH OFF
NEUTRAL CLUTCH RELEASED
R~AR SPRAG CLUTCH OFf
REAR CLUTCH RELEASED

REVERSE UN IT
(IN REDUCTIO N )

Cone Clutch On
REAR UNIT
FRONT UN IT (IN REDUCTION)
(IN REDUCTIO N )
NEUTRAL CLUTCH Sprag Clutch Off
Sprag Clutch On

Overrun Clutch Off Off

Rear Clutch Off
Coupling Empty
Fig . 1 33
I8l In reverse, the fr o n t unit, rear unit tion of the front unit. The d r i v e torus
and rever se u n i t are in reduction. transmits the power thro ugh o il t o the
The power fl ow i s t h r o u g h the fly- driven torus (8), (splined t o t h e m ain
wheel (1) to t h e t or u s cover (2). shaft (9), and through the mai n s haft
I8l Since the front unit dri ve gear (3) to the rear unit sun gear (10) on t h e
is driven by t h e t or u s cover, powe r main shaft.
is transmitted thr o u g h the cover to I8l The rear unit sun gear tr a n s m i t s
the front unit driv e g e a r , through power to the planet gear s (11 ) . The
the drive gear to t h e planet gears neutral clutch (13) and rea r clu t c h
(4) causing th e m to drive around the (20) are off and with the rear plan e t
sun gear (5) w h i c h i s held stationary gears acting as idlers, the r e a r in -
by the front s p r a g clutch (6) . ternal gear (12) and drum (21) tur n
counter -clockwise.
I8l Since the plan e t g e a r s are connected
to the drive to r u s (7 ) through the I8l The internal gear, throu gh the r e-
planet carrier, the power flow is verse drive flange (23), d r i v e s t h e
through the pla n e t g e a r s to the car- reverse sun gear (24) of t h e rev er se
rier and to the d riv e torus . planetary unit. The reve r s e interna l
gear (25) is held by the re ve r s e cone
I8l The drive to r u s i s turning at less clutch (26) and the power i s transmit -
than engine speed due to the reduc- ted through the reverse p lan e t car rie r
to the output shaft (15).

68-A
 lluttUHfdu, <7~G4'n4~~ JETAWAY

SERVICE GUIDE
OPERATION

!8l The slide is mo v e d b y oil pressure

directed from t h e p r e s s u r e regulator
to the top or botto m area of the s l id'e ,
When the engine is not running, the
pump does not r ot a t e and the slide is
held in the up p o s i t i on by the priming
springs (Fig. 1 34 ) .

With the engine runni n g , pump outpu t

is directed to the pre s s u r e regulator
Fig. 134 valve. The pre s s u r e regulator sprin g
holds the pres s u r e r e g ul a t o r valve
deep in its bore when output pressur e
is low.
PRESSURE
..-::::;::=:::;:::::--,
TORUS FEED VALVE \.....
REGULATOR
VALVE
!8l In c r e a s e d pump outpu t moves the
pressure regula t o r valve outward
routing oil abov e the slide which
pushes the slid e dow n decreasing
the pump output. (Fi g . 1 3 5) .

REVERSE
(j BOOSTER The pressure regulat o r maintains
I. PRESSURE
"mainline" pre s s u r e at approximatel y
'D LINE DROP
r PRESSURE 95 p. s , i., exc ep t in 4th speed.
DIS R E
"Line drop" o il di r e c t e d from the
Fig. 135\
3-4 shifter val v e , is routed to the
PUMP OPE RA T ION pressure regul a t o r valve to push
the valve outw a r d when the' trans-
!8l The p u m p i s driven at engine speed mission shifts to 4th speed (with
and is a v a r i a b l e capacity, vane the selector lev e r in Drive posi-
type. The moveable pump slide auto- tion) .
matic a lly regulates pump output as
deter m i n e d by transmission require- Pump pressur e is thereby reduced
ments . T h e pump maximum output in 4th speed to 65 p . s. i , This de-
is pr o v i d e d when the slide is in creases the p u m p s effort during n o r -
the up po sit i o n . Movement of the mal cruising , makin g more engine
slide tow a r d the down position lowers power availabl e to move the car.
pump outp u t until the pump output is In addition, tr a n s m i s s i on operating
zero. pressure is r e d u c e d .

69-A
 AutOMatic <J-.",
SERVICE GUIDE

In Rever se r a n g e , additional oil

pres sure i s requir e d to p rovide
positive ho ldi n g of the reverse G -2 PRESSURE

cone clutch. Reve r s e oil is routed LINE PRESSURE

to the reve rs e boo ster plug , i n the
pressure r e g u l a t o r , to provide this
additional pr e s s u r e .

Reverse b o o s t e r p r e s s u r e plus
the pres sur e regula t o r spring
holds the p re s s u r e regulator valve
in its bore. " M a i.nl In e " pressure
is increased in this manne r to 145
to 190 p. s , i ,
G-l-
Fig . 136
181 The pump i n c o r p o r a t e s a torus feed
valve. The movem e n t of this valve GOVERNOR (Fig. 136)
is controlle d by t h e pump slide posi-
tion. 181 Timing of the various s h ift p o i n t s ,
with relation to vehicle spee d , is
181 The toru s fe e d valve is closed when provided by means of a gove r n o r .
the slide is i n t h e up position.
(M aximu m output). When the slide The governor is driven throu gh
moves d own , the t or u s feed v a l v e helical gears from the trans m i s -
moves down opening the feed pas- sion output shaft.
sage to dir e c t oil through the cooler
and to the m a i n to r u s assembly.
181 The drive gear which i s keye d to
(Fig. 135)
output shaft contains 2 3 teet h . Th e
driven gear which is bolte d to g o ve rn -
181 When the m ain tor u s pres sure or contains 22 teeth . This p r o v i d e s
reaches a predeter min e d value , the for a uniform wear pat t e r n .
torus check v a l v e (l o c a t e d in the
driven torus ) open s. This permits 181 When the vehicle mo ve s , the g overn-
oil to pass i nto the t r a n s m i s s i o n or rotates. Centrifugal for c e t ends
lubrication pas sage s. to move the governor valve s outward ,
allowing "rnai.n Line." p r e s sur e to b e
metered past the G-l valve . It is
181 The oil cool er ball check v a lve is a regulated at this point to be come
safety devic e . G-l governor pressur e .

If the oil c o o l e r shoul d become ob- G-l governor pressure is t h e n r oute d

structed' the oil c o o l e r ball check to the control valve as s e m b l y and to
will unseat. This will permit oil the G-2 valve. G-l p r e s s u r e enter s
to pas s di r e c tly t o the main torus and is re-regulated to G - 2 p r es sure
assembly. as the G-2 valve opens .

70 -A
 IIutGlHfJiio <7'U:U1J(J4'I'N<J44<j~ JETAWAY

SERVICE GUIDE
OPERATION

Centrifug a l -f o r c e on the valves in- another p ressur e , c a lle d T V p r e s s u r .e.

crease s a n d opens the valves wider
against th e opposing oil pressure as
governo r s p e e d increases.

Governor pr e s s u r e is thereby
regulat e d f r o m a minimum of
zero to full main line pressure
as dete r m i n e d by vehicle speed.
-
The wei ght on the G-2 valve is very
small a nd i t s centrifugal for ce is GOVERNOR BOOSTER
PRESSURE t
small c o m p a r e d to the G-l valve .

The G- 2 v a l v e will therefore, open

very slowl y so that maximum G-2
pressu r e is not reached until the
vehicle a tta i n s a very high speed.

To pr o vid e an initial G-l pressure

at ver y l o w speeds, a spring is Fig. 137
position e d under the G-l weight to
help h o ld t h e valve open .

TV pressure v a r i e s with throttle

GOVERNO R B O OS T E R VALVE opening.

Becaus e g ov e r n o r pressure is not When the accele r a t o r pedal is de-

sufficie nt t o open the coupling valve pres sed , linkag e i n conjunction
at the de sir e d low vehicle speed, a w ith the carbur e t o r acts again st the
booster v a l v e is used. Governor TV plunger (Fi g . 1 37 ) . The TV
pressu r e a c t i n g on the G-l booster plunger acting on the spring opens
valve pe rmit s "main line" pressure the TV valve . This allows a regu-
to be r e gu l a t o r to G-l booster pres- lated (throttle o r T V ) pressure to act
sure. G -l booster pres sure is var- against the TV plug . The TV plug
iable a n d c a p a b l e of opening the then as sists t he coup lin g valve spring
coupling v a l v e at the desired speed. to hold the coup lin g valve closed.
TV PRESS U RE
The car must rea c h a higher speed,
because of inc r e a s e d force on the
I8l To prov i d e more pulling power or
coupling valve sprin g , before the
greate r a c c e l e r a t i o n , it is neces-
governor will p r o v i d e sufficient
sary t o de l a y the shifts until h igher
pressure to t h e G-l booster valve
vehicle s p e e d s are attained. This
to open the coup lin g valve and cause
delay i s a ut om a t i c a ll y accomplished
the transmis s ion to shift into direct
by opp o sin g g ov e r n o r pressure with
drive.

71-A
 lJuitUHatk <1~1f,
SERVICE GUIDE

MANU AL VALVE The limit valve also a c t s as a relief

valve.
Th e manual val v e i s connected by
m e chanical l i n k ag e to the selector The lar ge (outer) sprin g behi n d the
le v e r located o n the steering column. limit valve will be comp r e s s e d and
limit v a l v e w i ll move far eno u g h to
Mo vement o f t he s el e cto r lever posi- open the exhaust port if "mai n line"
tion s the m a n u a l v a l v e for the speed pressure exceeds approx i m a t e l y 200
ran ge desire d by the driver, and di- p. s. i. Output will then be du m p e d
rects the o il t o app l y the neutral back into the sump reliev i n g the ex -
clutch. cessive pressure .

COUPLING VALVE REAR CLUTCH APPLY

I8l The coupling valve di r ect s the flo w

c:D::I:::j
of oil to clo s e the couplin g exhaust
valve and t o fill the coupling .
EX.~.o..~
~i !
T.V. PRES.

E~~~
I
TRIMMED T.V .
LIMIT VALVE
=
The limit valve pr ovi d e s a double ACCUMULATOR
ACCU M ULATO R
safety fact or in the t r a ns m i s s i o n . VALVE

First, it r eg u l a t e s t h e line pre ssure Fi g. 1 38

passin g fr o m the m a n u a l valve to the
coupling val v e and throu gh the coupling ACCUMULATOR VALVE
valve to th e fr o n t unit c o up lin g .
The accumulator valve allows TV
When the engi n e is sta rt e d, the limit pressure unregulated , to be directed
valve remain s cl os e d until " m a i n line" to the accumulator to a s s i s t the a cc u-
pressure r e a c h e s approximately 55 mulator spring until TV pres sur e
p. s. i. At t h i s pr e s sure , the small reaches 20 p. s . i. (Fig. 138) . At t h i s
i n n e r limit v a l v e sp r i ng is compressed time the accumulator va l v e a n d p lug
and the valve opens the passage to the assembly starts to regul a t e TV pr e s-
coupling valve . sure to the accumulator . Thu s , with
TV pressure higher than the 20 p. s . i ;
If the pressur e sho ul d drop below 55 the pressure in the acc u m u l a t o r (rear
p. s , i., du e to a seve r e leak in the clutch apply pressure) will v a r y in ac -
front coupling , the limit v a l v e will cordance with throttle op e n i n g , b ut
imm ediately close . It w i ll then act will always be less than TV p r e ssu re .
as a pressu r e reg u l a t o r keeping the It is apparent therefore that p roper
pres sure at 55 p. s. i. This will pro- transmis sion operation d e p e n d s u p o n
tect the ne u t r a l cl u t c h and rear clutch free movement of the T V accum u lato r
from slip pin g and overheating. plug .

72-A
 IIuttUnaito <J~~~(V.JoM,t..", JETAWAY

SERVICE GUIDE OPERATION

NEUTRAL C L U T CH REGULATOR ne utr al cl u tch w i ll e ngage more firml y .

VALVE T here wi ll b e no r e st r i c t i o n of neutral
clutch a p ply o il with full TV pressure.

The pu r p o s e of the neutral clutch

NEUTRAL CLUT CH RELE A S E
re g ulat o r i s to provid e smooth
applicati o n of t h e neutral clutch in
~ When the ne utral clut ch is released
acco rdan c e w i t h throttle opening.
w hile shifti n g f ro m d riv e to rever se,
the r e e d valve r ai s e s o ff its seat per -
mitt ing a r ap i d ex h a u s tin g of oil from
t he n eut r al cl u t c h .

THERMOSTAT IC TV CONT R O L S

Bi -m etal t h e r m o s t a t i c elements a re
NEUTRAL CLUTCH -
u se d t o c ompen s a t e for higher vis-
DR-4 •
co sity o f c o ld o il t he re by providing a
s m o oth, r ap i d 1- 2 s hift o v e r the entire
tran smi ssion o i l t e mp e r a t u r e range.
Closed Thr o t tl e Operation

When the t r a n s m i s s i o n is shifted

from n e u t r a l to drive (with the ac-
c e l e r a t o r p e d a l released) there is
no TV p r e s s u r e . "Ma in line" pres-
s u r e mo v e s t h e neutral clutch valve
a gainst sp rin g pressure which causes
neutr al cl ut ch apply oil to be metered
throu gh the orifice in the reed valve NO RMAL
(Fi g . 1 39 ). Therefore, the applica- OPERATING----iiilr
TEMP.
tion of t h e n e u t r a l clutch with zero
throttle ope n i n g is comparatively
smooth.

Open Throttl e Op e r a ti o n
Fig. 1 4 0
TV pres s u r e will move the re gulator
v a lve to the open position if the throttle
i s open whe n shiftin g from neutral to ~ On e e le m e n t, calle d TV th er m o s tat i c
drive. e leme n t, i s loca t e d in th e manual
v al v e body b ehind the th ro ttl e valve.
The gr e a t e r the TV pres sure applied It is retained in pla c e b y a clip,
the fa rt h e r the valve will b e opened . Fi g . 140. Thi s element oppo s e s t h e
There fo r e , t h e r e is less restriction op enin g of th e th r o t tl e valve when the
to the ne u t r a l clutch apply oil and the transmi ssion o il i s cold.

73 -A
 lluio.matk <J-'H
SERVICE GUIDE

As t he oil t e m p e r a t u r e rises
As the transmission oil appr o a c h e s
toward n or m a l , the effect of
normal operating temper a t u r e , the
the eleme n t is minimized.
thermostat partially clos e s t h e pa s-
This allows normal TV pres-
sage.
sure to b e obta i n e d . A screw
in the end of m a n u a l valve body
is preset at the fac tor y to render
the thermo s t a t i c element ineffec-
tive at tran s m i s s i o n oil tempera-
tures abov e 75 0 F.

REVERSE UNIT

~ The reverse unit in the J e taw a y

transmission consists of a re -
verse planetary gear set with a
cone clutch that holds the rev e r se
internal gear. The reve r s e cone
clutch is engaged by an o il app lie d
piston.

The teeth on the outer pe r i m e t e r of

reverse planet carrier fo r m a sproc-
The other eleme n t , called the ket which receives a park i n g pawl to
coupling fill th e r m o s t a t , is lo - provide a positive lock when the se-
cated in th e cha n n e l plate, lector lever is in the "pI t (p a r k ) po-
(Fig. 141). Wh e n the oil is cold , sition. When in "Park" , the trans-
the thermos t a t contracts allow- mission is in neutral. T h i s makes
ing the coup l i ng f i ll pa s sage to it possible to start the e n g i n e or leave
be fu l l y op e n, t h e r e b y providing the car on an incline with th e engine
a faster fil l. running.

74-A
 IIuttUH4iJc <J'Ui#J<U'n4444(j-.n JETAWAY

SERVICE GUIDE
OPERATION

HYDRAULIC ACTION-NEUTRAL OR PARK

=n-.

io FRONT SPRAG
(ON)
NEUTRAL CLUTCH
(OFF)
REAR SPRAG REAR CLUTCH
(OFF) (OFF)

~ MANUAL VALVE

( M::""0""0'
\ PUMP

C~
_ _ --' GOVERNOR
Fig . 142

HYDRAULIC ACTION - NEUTRAL OR PARK

FRONT UNIT REAR UNIT

(Reduction) (Neutral)

Coupling Empty Rear Clutch - Off

Sprag On Sprag - Off
Neutral Clutch - O ff

When th e engine is started, the pump Th e limit valve acts

builds up oil pressure. This pres- Noie: me r e l y as a safety
sure is d i r e c t e d to: (Fig. 142). device to mainta i n the oil pres sure
The m anu a l valve; governor; governor within safe limi t s .
boost val v e ; limit valve and one land of
the coup lin g valve.

When oil pressure builds up to about

55 p. s. i. , the limit valve is moved Nor m a lly , " m ain line "
to the open position. This allows Noie: pre s s u r e is always a-
" m ai n lin e " pressure to be directed gainst two lands o f the coupling
to a se cond land of the coupling valve. valve.

75-A
..I
 lluitJ.HUi,tk <J-'H
SERVICE GUIDE

The governor is used to supply a ~ The neutral clutch is spri n g released

va riable pres s u r e which increases and oil is applied. Sinc e no oil pres-
in proportion to car speed. At a sure is present, it is re l e a s e d . The
standstill so m e governor pressure rear unit can not transmi t motion and
will exist sinc e t h e G-l governor the transmission is in ne u t r a l when
plunger is p a r tia lly opened by the neutral clutch is relea s e d .
spring pressur e . This pressure
is routed to t h e g ov e r n o r boost ~ The hydraulic circuit is exac tly
valve. the same with the selecto r i n
"Park" position. In "Par k " posi-
tion, the transmis sion o u tp u t
shaft is mechanically lock e d to
The governo r boo st valve supplies the transmission case b y a pawl
a variable pr e s s u r e to the coupling which engages the teeth on t h e re-
valve. This pre s s u r e varies in pro- verse planet carrier. T h e r e fo r e ,
portion to g ove r n o r pressure but is when the selector lever is in "Park"
always great e r tha n governor pres- position, the car is locke d fr o m
sure. moving.

HYDRAULIC ACTION-FIRST SPEED-

NEUTRAL CLUTCH
(ON)
REAR SPRAG REAR CLUTCH
(OFF)
(ON)

COU~IN~~LUG~]
TV

PRESSURE REGULATOR

T. V. PLUNGER

GOVERNOR Fig . 143

76-A
 llutGmfJiJo <1~~44UUI JETAWAY

SERVICE GUIDE
OPERATION
HYDRAULIC ACTION FIRST SPEED

FRONT UNIT REAR UNIT

(In Reduction) (In Reduction)

Coupling - Empty Rear Clutch - O ff

Sprag - On Sprag - On
Neutral Clutch - O n
SELECTOR L E VE R IN "D" RANGE ~ The neutral clutch i s thus applied ,
(Fig. 143) locking the outer ra ce of the rear
~ When t h e selector lever is placed sprag: to the t ran s m i s s i o n case,
in Driv e p o s i t i o n , "main line" pres- t h u s completing the pow e r flow.
sure i s dir e c t e d from the manual
valve t o the neutral clutch and to the ~ The front unit i s a l r e a dy in reduc-
TV val ve . tion, since the coup lin g is empty .
With the neutral clut c h applied, the
rear unit is also in reduction thro ugh
"Main line" pressure the rear sprag . Th e transmission
Noie: is also directed to the is therefore in first speed and the
2-3 a n d 3-4 shift valves which are vehicle will begin to move if the ac-
not shown . celerator is depr e s s e d .
--------- - - - - - - - - - - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

HYDRAULIC ACTION-SECOND SPEED- ·

~I ~
.•~
' _ .~ :J

FRONT UNIT COUPLING

FRONT SPRAG
(OFF) r;::::==~
~
NEUTRAL CLUTCH
(O N)
tid J.Z-:& , .
. _ -. : ". 1.
REAR CLUTCH
REAR SPRA G (O FF) .
(FULL) (O N)

SIGN A L 011

THROTTLE VA LVE T. V . PLUNGER

G·2

GOVERNO R
Fig. 144
77-A
 lluio.matk <J~H
SERVICE GUIDE

H YD R A U L I C ACTION SE COND SPEED

FRON T UNIT REAR UNIT

(In Direct Drive) (In Reduction)

Coupling - Full Rear Clutch - Off

Sprag - Off Sprag - On
Neutral Clutch - On

SELECTOR LEVE R I N lID " RANGE

(Fig. 144)

Governor pre s s u r e i n c r e a s e s and I8l Coupling fill oil, supplied to t h e coup-

governor boo st pr e s s u r e increases ling valve through the limi t v a l v e , passes
correspondin g l y whe n the vehicle through the coupling valve to fill the
starts moving i n fi r st speed.
front unit coupling. The drive n torus
begins to rotate driving t h e fr o n t unit
When governor boo s t pressure be-
sun gear as the coupling fills. When
comes sufficie nt , the coupling and
completely full, the sun g e a r and in-
coupling sign a l valve s are moved a-
ternal gear of the fron t un i t a r e rotating
gainst spring pres s u r e and TV pres-
at the same speed and the fr ont unit is
sure to the op e n p o s i t i o n . The further
in direct drive.
the acceler ato r ped a l is depressed, the
greater the T V pre s s u r e becomes.
Thus with m o r e thr ot t l e opening the TV pressure to the couplin g valve plug
car must re a c h a higher speed to de- is cut off as the coupling valve opens.
velop enough gove r n o r boost pressure
to cause the v a lve s t o open. I8l The limit valve serves as a s a f e t y
fea.tu re when the front coup lin g is
filling. If, due to a leak in the coup-
ling fill circuit, the pres s u r e drops
below 55 p. s , i., the limit val v e will
Coupling sign al oil passes through close preventing furthe r drop in oil
the coupling signal valve and closes pressure.
the exhaust v a l v e s in the front unit
coupling whe n the coupling and coup- I8l The rear unit is unaffect e d a n d remains
ling signal v a l v e s open . in reduction.

78-A
 1/utomaii,c <1'KH'J~~1.II JETAWAY

SERVICE GUIDE
OPERATION

HYDRAULIC ACTION-THIRD SPEED-

FRONT SPRAG
(ON)

NEUTRAL CLUTCH
(ON)
FRONT UNIT COUPLING
(EM PTY)

TR'ttt I ION O~ iM

I
[~.o
l~II
o~ =~=dJ
1l.':::::
1
ACCUMULATOR

~~ MANUAL VAL VE
I~==============::;;=::; Il.'::H====~~
~ PRESSURE REGULATOR

PUMP

G·2
G O VERNOR

Fig . 145
HYDRAU LIC ACTION THIRD SPEED

FRONT UNIT REAR UNIT

(In Reduction) (In D irect Drive)

Coupling - Empty Rear Clutch - On

Sprag - On Sprag - O ff
Neutral Clutch - On
SELECTOR LEVER IN "D'I RANGE Opening the 2-3 shift valve allows
(Fig. 145) "main line" pressu r e to pass to the
transition valve , r ear clutch and
~ As vehicle speed increases in sec- accumulator.
ond sp eed , governor pressure in-
crease s. When governor pressure Main line pressure d i r e c t e d to ap-
become s u ffi cie n t , it moves the ply the rear clutch must also com-
2- 3 shift v a l v e to the open position press the spring beh i n d the accumu-
against sp r i n g pressure and TV lator piston. This action softens the
pressure . rear clutch apply to provide a smooth

79-A
 lluio.matk <1-."
SERVICE GUIDE

2-3 shift . TV pr e s s u r e is also move s the coupling and co up lin g

u s e d b ehind t h e a c c u m u l a t o r pis- signal valves back to the close d
ton to provid e for more positive position cutting off couplin g s i g -
clutch applicatio n on heavy throt- nal oil and coupling fill oil. The
tle shifts. coupling empties through the ex-
haust valves and the front unit
2-3 shift oil m o v e s the transition goes into reduction.
v alve to the right s imultaneously
with the appli c a t i o n o f t he l' ear With the rear clutch appli e d , the
clutch. This cuts off governor rear unit is in direct drive , a n d
boo st pressur e which originally with the front unit coupling e m p t y ,
moved the couplin g and coupling the front unit is in reduct i o n .
si gnal valves t o the open position . Therefore, the transmiss i on is in
T he coupling val v e spring then third speed.
- - - - - -- -- -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

HYDRAULIC ACTION-FOURTH SPE,ED-

'.
Ii::t l:r~::'~IF
. I
f RONT SPRAG
( OF f ) - ===:fM E.,? .-
NEUTRAL CLUTCH
IO N)
•. -: : :_
REAR SPRAG
. t- .....
REAR CLUTCH
FRO N T UNIT COUPLING
(FULL) (OFf) (O N)

SIGNA L O IL

PRESSURE REGULATOR

- G O VERN O R
F i g . 146

80-A
 lIuttUWdio <7~~444(j"" JETAW AY

SERVICE GUIDE
OPERATION

HYDRAULIC ACTION FOURTH SPEED

FRONT UNIT REAR UNIT

(In Direct Drive) (In Direct Drive)

Coupling - Full Rear Clutch - On

Sprag - Off Sprag - O ff
Neutral Clutch - On

SELECTOR L E VE R IN liD" RANGE ~ Signal oil then pa s s e s from the

coupling signal valve to close the
(Fig. 146)
front coupling e x h a u s t valves. At
the same time fi ll oil from the coup-
ling valve enters and fills the coup-
~ Governo r pressure will become suf- ling placing the fron t unit in direct
ficient to move the 3-4 shift valve to drive. The rear unit remains in
the op e n p o s i t i o n when car speed in- direct drive and the transmission
creas e s in third speed. "Main line" is in fourth spee d .
pressur e w i ll then pass from the 3-4
shift v a l v e to the transition valve. ~ "Main line" pre s s u r e al-s o passes
through the 3- 4 gove r n o r plug to the
pres sure regulato r . The purpose of
this oil is to res i s t the pres sure reg u-
lator spring and redu c e "main line"
~ With t h e t r a n s iti on valve still in oil pressure afte r t h e transmission
its righ t h a n d position, " m a i n line" has shifted into fou r t h speed.
press u r e f r o m the 3-4 shift valve
can pa s s t h r o u gh the transition
valve i n t o the same passage which
carrie d g o v e r n o r boost oil in 1 st No t s ho w n is the fact
and 2nd g e a r . "Main Iine " pressure /Voie: that line drop pressure
is the r e b y directed to the left end of is also routed throu gh the manual
the c o up lin g and coupling sign:al valves valve so that it is c u t off in I'S"
to mov e t h e m to the open position. and "Lo" Range s .

81-A
 - - --- --

lIuttJ.lH4tk <1-~~~~
SERVICE GUIDE

HYDRAULIC' ACTION-THIRD SPEED-

ACCUMULATOR

G·2

Fig . 147

H YD RAU LIC ACTION THIRD SPEED

F R ON T UNIT REAR UNIT

(I n Reduction) (In Direct Drive)

C o up lin g Empty Rear Clutch - On

Sp r a g On Sprag - Off
O verrun Clutch - On Neutral Clutch - On
Lo Band - Off

S·E L E C T O R L E VE R IN " S" RANGE

(F i g . 147)
However, in the "S" posit i on , a n
When the s e l e c t o r l ever is moved additional passage is open e d to
to the "S II position, "S II oil i s still direct " m ain line" press u r e ("S "
direct ed to t h e sam e places as with oil) from the manual valv e to t he
the lever in "D" p o sit i o n . back side of the 3-4 shift valve .

82-A
 lIuttUMito .rt,.~~~..,." JETAWAY

SERVICE GUIDE OPERATION

This p re s s u r e in addition to TV overrun clutch . Application of the

pressu re and spring force normally overrun clutch is necessary to pro-
pr events an up shift to fourth speed, vide engine brak i n g in third speed
but, at app r oxim a t e l y 70 M. P. H. for descending lon g grades.
governor pressure becomes great
enough t o overcome these pressures
and the 3 - 4 shift valve will open "S" oil is route d to the overr un clutch
making a 3-4 upshift possible. through the coup lin g valve so t hat the
overrun clutch i s r eleased when the
front unit shift s into direct dr i ve fo r
"S" oil i s als 0 directed to apply the second speed or fourth speed.
------------ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- -----------------
HYDRAULIC ACTION-SECOND SPEED-

OVER-RUN CLUTCH
(O FF)
FRONT UNIT COUPLING
(FUll)

PRESSURE REGULATOR

T. V . PLUNGER

G-2

Fig . 148
HYDRAU LI C ACTION SECOND SPEED

FRONT UNIT REAR UNIT

(In Direct Drive) (In Reduction)

Coupling - Full Rear Clutch - O ff

Sprag -Off Sprag - On
Overrun Clutch -Off Neutral Clutch - On
Lo Band - On

83 -A
 Auiomatk ~'UU'l~~~
SERVICE GUIDE

SELECTOR LEVE R IN "LOll RANGE Ql1 Unless car speed exceed s app r ox i -
(Fig. 148)
mately 50 M . P. H . the p r e s s u r e
Ql1 The transmi s s i o n starts in first behind the 2-3 shift valve prev e n t s
speed and shift s to second speed a 2-3 upshift.
in exactly !he sam e manner as in
"D'I or "S" whe n the selector lever
is moved to t h e " L o " range position. Ql1 Application of the Lo band provid e s
engine braking when the c a r is des-
Ql1 "Main line" p res s u r e is directed cending grades in first or se c on d .
into the "Lo" r a n g e circuit in addi-
tion to the " D" and "S " circuit .
IILol1 range oil i s d i rected through Ql1 "Lo oil II to the back side of t h e 2-3
the 2-3 shift valve to apply the Lo shift valve and to the Lo band is cut
band, to the b a ck s ide of the 2 - 3 off when the shift valve op e n s . This
shift valve to k e e p it closed and to releases the Lo band when the car is
the transition valv e to as sist spring driven fast enough to cau s e a 2-3
pressure. shift.
------------------ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -----------
HYDRAULIC ACTION-REVERSE

OVER-RUN CLUTCH
(O N)
NEUTRAL CLUTCH
(OFF)
~ _
ReA~
_ I '-=::c..-_--=~
REAR aUTOi
FRONT UNIT CO UPLIN G (O FF)
(EMPTY) (OFF)

F i g . 149

84-A
 lIuttUHtdi,c ~~~~~ JETAWAY

SERVICE GUIDE OPERATION

HYDRAU LI C ACTION REVERSE

FRONT UNIT REAR UNIT

(In Reduction) (In N eutr a l}

Coup ling - Empty R ear Clutc h - Off

Spr ag - On Sprag - Off
Overrun Clutch - On Neutral C l u t c h - Off

REVERSE" UNIT
( In Reduction)

R e v e r s e Cone Clutch - O n

(Fig. 149)

181 "Mam line " pres sure is directed to sure in "Reverse " to assure positive
the reve r s e passage when the selector application of t he reve r s e cone clutch.
lever is move d to the "Reverse " posi-
ti~. 181 The reverse block e r is used to pre-
vent accidental s e l e c t i o n of "Reve r se "
181 "Revers e orl " is directed to apply the while the car is movi n g forward at
reverse cone. speeds above 10 M. P . H.

In addition, " R e v e r s e oil" is directed 181 Governor pressu r e beh i n d the blocker
to the b a c k o f the coupling valve to at h igher speed s hold s the blocker out
prevent it fr o m opening and to the to mechanically block the selector
reverse boo ste r i n the pressure regu- linkage from b e i n g m ov e d into " R e v e r s e " .
lator .
At speeds below 10 M . P. H. the blocker
piston spring ove r c o m e s governor pres-
"Main line " p r e s s u r e in t h e p ressure sure on t h e block e r p i s t o n and moves
regulato r incr e a s e s "main line" pres- the piston out of the w a y .

85 -A
 lIuto.matk <1~~~f,fUf,
SERVICE GUIDE

FRO NT SPRAG
(OFF) 1Fr== ===:-JilE
: ..swl.•.,.~ .~ :ini4
rII .~ ~~ W i ~~-~ .- !

NEUTRAL CLUTCHL ' REAR SPRAG ' REAR CLUTCH

(O N I (OFF) (O N)

SIGNA L Oil

PRESSURE REGULATOR

GOVERNOR

F i g . 150
HYD R A U L I C ACTION - FORCED 4-3 DOWNSHIFT

FRON T UNIT REAR UNIT

(In Direct Drive) (Direct Drive)

Coup lin g - Full Rear Clutch -On

Spr a g - Off Sprag -Off
Neutral Clutch -On
(Fig. 150)

It is sometimes desirable to shift 181 At the same time maximum TV

down to third sp e e d in order to get pressure is secured which is equal
maximum accele r a t i o n whfl e driving to " main line II pressure .
in f ou r t h speed. To make this possi-
ble, the detent va l v e has been incor-
porated .
The detent valve is controlled by 181 With the detent valve opened , TV
the accelerator pedal position so pressure is allowed to pa ss the
that when the ac c e l e r a t o r is pushed detent valve into a passage where
to its maximum t r a v e l the detent it is directed to the back o f the
valve will be op e n e d . 3-4 shift valve.

86-A
 II"t~i,c <1~(I,m4444(j-.n JETAWAY

SERVICE GUIDE OPERATION

TV pre ss u r e which is equal to I8l Line drop oil from t h e 3-4 governor
"rna.in line" pressure with the valve to the pressur e regulator is
thr ottle wid e open, then closes routed through the d e t e n t valve so
the 3 -4 s h ift valve forcing the that it will immediat e l y be cut off
transmi s s i on to downshift from on a forced 4-3 down s h ift . This
fourth to third. assures that maximum line pres-
. sure will immediatel y be available
At spe e ds above approximately for holding the neut ral and rear clutches.
68 M. P . H . governor pressure is AJ The d i a g r a m indicates
high enough that downshift cannot /,Oie: fourth speed prior to
be made. the downshift to third .

---------- --- - - - - - - - - - - ~~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ - -------- ----------

HYDRAULIC ACTION-PART THROTTLE
4-3 DOWNSHIFT

FRONT SPRAG
(OFF)

FRONT UNIT COUPLING

(FULL)

SIGNAL OIL

~i~~ PRESSURE REGULATOR

G-2

GOVERNOR

Fig. 151
HYDRAULIC ACTION - PART THROTTLE
4-3 DOWNSHIFT

FRONT UNIT REAR UNIT

(In Direct Drive) (In Direct Drive)

Coupling - Full Rear Clutch -On

Sprag - Off Sprag -Off
Neutral Clutch -On
87-A

- --~ ~-----
 lluio.matk <J.~UH'JI~~
SERVICE GUIDE

When operating at speeds below For example: At 25 M .P. M . the

approximately 35 M . P . H. in fourth downshift is made with relat i v e l y
speed, depre s s i n g the accelerator little additional pedal tr a v e l while
part way to the fl o o r causes TV pres- at 35 M . P. H. the accele r a t o r will
sure to be dir e c t e d through a passage have to be depressed nea r l y to the
from the TV plung e r against the 3-4 floor .
regulator plug. (Fig. 151) I8l This downshift provides i mproved
acceleration at lower sp e e d s without
This TV pr e s s u r e against the regulator the necessity of opening the throttle
plug overcome s governor pressure wide open.
closing the 3 - 4 s hift valve.
AJ_ J. .. The diagram ind i c a t e s
How far the accele r a t o r must be de- /J041e fourth speed pr i o r to the
pressed dep e n d s upon vehicle speed. downshift to third.
--------------- -- - - - - - - - - - - - - - - - - - - - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

HYDRAULIC ACTION-FORCED 3-2

DOWNSHIFT

FRONT SPRAG
(ON)

NEUTRAL CLUTCH = ---.........

(O N)
FRONT UNIT COUPLI NG
(EMPTY)

PRESSURE REGULATOR

GOVERNOR

F i g . 152

88-A
 1/utGH£fdi,c 1~~~(l44(j1n JETAWAY

SERVICE GUIDE OPERATION

HYDRAULIC ACTION - FORCED 3-2 DOWNSHIF T

FRONT UNIT REAR UNIT

(In Reduction) (In Direct Drive)

Coupling -Empty Rear Clutch - On

Sprag -On Sprag - Off
Neutral Clutch - On

(Fig . 152)

18l At car spe e d s below approximately above approximat e l y 25 M . P . H. ,

25 M . P. H . , it is possible to force governor pressu r e i s high enou gh
the tran s m i s sion to shift from third to prevent this d own s h ift .
back int o s e c on d for more rapid ac-
celerati on . This shift is obtained by
depres s ing the accelerator pedal to
the flo o r t o open the detent valve.
18l TV pressure is al so directed from
the 2-3 shift valve to the transition
valve. This pre s s u r e assures r a p i d
18l When t h e d et e n t valve is opened, movement of the tran s i tio n valve to
TV pre ssu r e (which is equal to the left to allow go v e r n o r boost pres-
"main line " pres sure at full sure to quickly ope n the coupling and
throttle ) p a s s e s the detent passage. signal valves.

18l
. .
This p r e s s u r e , referred to as de-
tent oil , i s d irected to the back of Diagr a m indicates third
the 2-3 shift valve to force it back Note: speed p ri o r to the down-
to the clo s e d position. At car speeds shift to second.

89-A
 lluttUH4tk <J~H
SERVICE GUIDE

FORCED 2-1 DOWNSHIFT

FRONT SPRAG
(OFF)

REAR CLUTCH
FRONT UNIT COUPLING (OFF)
( FULL)

PRESSURE REGULATOR

GO VERNO R
F i g . 153
FOR CED 2 -1 DOWNSHIF T

FRONT UNIT REAR UNIT

(In Direct Drive) (In Reduction)

Coupling - Full Rear Clutch - Off

Sprag - Off Sprag - On
Neutral Clutch - On
At car sp e e d s b e l ow approximately into the detent passage.
5 to 7 M . P. H . , it is possible to ~ This pressure, referre d to as
force the tr a n s m i s s i o n to shift from detent oil is directed to the b a c k
second back to fir s t to prevent engine of the coupling valve to force it
lugging and provid e increased car back to the closed posit i o n . The
speed, which is d e si r a b l e for steep transmis sion is now in first speed.
grades.
This shift is obtain e d by depressing ~ At car speeds above app r ox i m a t e l y
the acceler a t o r p e d a l to the floor to 5 to 7 M. P. H., gover no r pre s s u r e
open the d e t e n t v a l v e . is high enough to prevent thi s down-
shift.
When the d e t e n t va l v e is opened,
TV pressur e (whi c h is equal t o
Diagram indi c a t e s
"main Hne " pre s s u r e at full Note: second speed pr i o r
throttle) p a s s e s t h e detent valve to the downshift to fir s t .
90-A
 lIuto.matk <J-." JETAWAY
DIAGNOSIS
SERVICE GUIDE

DIAGNOSIS
CONDITIO N CAUSE C O R R E C T IO N

High Upshifts

All Upshifts Hig h i . Short throttle linkage i. Adjust throttle linkage

2. Sticking governor valves 2. Free up ' g o v e r n o r valves .
3. Mainline pressure to gov- 3. Clean 'p a s s a g e s - re-
ernor leaking or restrict place d e f e c t i v e parts
ed
4. Governor rings broken 4. Replace governor rings

1-2 Shift Delaye d i. Sticking coupling valve i. Free up coupling valve

2. Sticking G-1 booster 2. Free up G-1 booster
valve valve
3 . Sticking G-1 valve 3. Free up G-l valve
4. Wrong spring on coup- 4. Replac e coupling valve
ling valve spring

Low Upshifts

All Upshifts Low i. Long throttle linkage i. Adjust throttle linkage

2. Sticking governor valves 2 . Free up governor valves
3. Governor rings broken 3. Replace governor rings
4. Throttle pressure leak- 4. Locate l e a k - replace
ing defecti ve parts
5. Wrong throttle valve 5. Replac e throttle valve
spring spring

Misses Upshifts

N o Upshifts or E r r a t i c i. Sticking governor valves i. Free up governor valves

Upshifts 2. Governor rings broken 2. Replace governor rings
3 . Sticking G -1 booster 3 . Free up G-l booster
valve valve
4. Turned G-2 bushing 4 . Correct or replace G-2
bushin g
5. Front Unit internal gear 5. Replace Front Unit in-
bushing seized to shaft ternal gear bushing

Misses 1st Spee d i. Sticking governor valves 1. Free up governor valves

2. Hung up G-1 booster 2. Free up G-l booster
valve valve
3. Hung up coupling valve 3. Free up cqupling valve

: ..r
91-A
 lJutCUlf4ik <1~~~~~
SERVICE GUIDE

C ONDITIO N CAUSE CORR E C T IO N

Misses 2nd Spee d 1. Sticking governor valves 1. Free up go v e r n o r valves

2. Sticking G-l booster 2. Free up G - 1 boo s t e r
valve valve
3. Sticking transition valve 3 . Free up tran s i t i on valve

Mis ses 2nd and 4th S p e e d s . Defective front unit torus 1. Remove fro n t unit torus
or Slips in 2nd and 4 t h cover assembly cover
Speeds (a) leaking seals Repair or r e p l a c e defec -
(b) sticking exhaust tive parts
valves
(c) feed restriction or
leak
(d) signal restriction or
leak
2. Oil pressure low 2. Check oil pr e s s u r e .
Make nec es s a r y correc-
tion
3. Sticking limit valve 3 . Free up limi t valve
4. Sticking coupling valve 4 . Free up coup lin g valve
5. Wrong installation of 5 . Correctly i n s t a ll coupling
coupling snap ring snap ring
6. Bent or missing f r o n t 6. Replace f r o nt u n i t torus
unit torus vanes

Misses 3rd Spee d I Slicking transition valve 1. Free up tran s i t i o n valve

Upshifts 2nd to 4 t h t o 3rd 2. Wrong number of rear 2. Install corr e c t number
clutch plates of clutch plat e s
3. Leaking or restricted 3. Clean rear clut c h apply
rear clutch apply passages . Che c k for
hydraulic l e a k a g e

Move in Low Ran g e Only 1. Broken rear sprag 1. Replace rea r s p r a g

2. Neutral clutch not apply- 2. Check neut r a l clutch
ing

Will Not Move in Driv e 1. Manual linkage out of 1. Adjust manua l linkage
Range adjustment
2. Manual valve off drive 2. Index manual val v e with
pin drive pin
3. Broken or incorrectly 3. Replace or c o r r e c t l y in-
installed front sprag stall front s p r a g clutch
clutch
4. Broken or incorrectly 4. Replace or c o r r e c tl y in-
installed rear sprag stall rear spra g clutch
clutch

92-A
 IIutGlHfJii,e <1~~<UUC.irn JETAWAY
DIAGNOSIS
SERVICE GUIDE

C O N DI T I O N CAUSE COR R E C T I O N

5. Burned or slipping 5. Repla c e neutral clutch

neutral clutch
6. Re stricted or leaking 6.
Chec k n eut r a l clutch
neutral clutch apply pas sag e s f or leaks or
obstru c t i o n s
7. Wrong number of neutral 7. Install corr e c t nurn be r of
clutch plates n eut ral cl u t c h plates
8. Oil pressure low 8. Check and c orrect low
oil pr e s su r e
9. Sticking driven torus 9. Fre e up d r i v e n torus
check valve check v a lve

Slippage When Upshifting

All F orwa r d D r i v e Ranges l . Burned or slipping 1. Repla c e defective neutral

neutral clutch clut c h pa r t s
2. Leaking or restriced neu 2. Clean p as s ages. Replace
tral clutch apply d e f e c ti ve p a r t s
3. Wrong number of clutch 3. Ins tall cor r e c t nurnb e r of
plates clut c h plat e s
4. Oil pres sure low 4. Chec k a n d correct oil
press u r e

1 st a n d 2nd Speeds - 1. Broken or slipping rear 1. R epla c e r e a r sprag

D r i v e and Supe r Only sprag clutch clutc h
2. Burned or slipping neu- 2. R epla c e d ef e c t i v e neutral
tral clutch clutch pa rt s

1 st and 3r d S peeds - 1. Broken or slipping front 1. Repla c e defective front

D r i v e Only sprag clutch spra g clutc h

3 rd and 4th Spe e d s 1. Slipping or burned rear 1. R epla c e d e f e c t i v e rear

unit clutch clutch pa r ts
2. Restricted or l eakrng 2. Clean pas s ages. Replace
rear unit clutch apply defecti v e pa r t s

3rd S peed - Sup e r Range - 1. Slipping or burned over- 1. Repla c e o v e r r u n clutch

Coa s t O nly run clutch
2. Restricted or leaking 2. Clean pas sag e s . Replace
overrun clutch apply defec t i ve pa r t s

93-A
 lluitUH4tk <1~~r44&w.n
SERVICE GUIDE

CONDTION CAUSE CORRE C T I O N

Low Range - Coast Only 1. Restricted or leaking low 1. Clean passag e s . Replace
servo apply defective pa r t s
2. Broken low band or low 2. Replace low band or an-
band not anchored to case chor low ban d to case
3. Binding low servo piston 3 . Free up low servo piston
4. Worn or loose low band 4. Replace low band
friction facing
5. Missing low band anchor 5. Replace low band anchor
pin pin

Rough Upshifts

2nd to 3rd Speed Ups h ift 1. Improper adjustment of 1. Adjust throttl e linkage
throttle linkage
2. Stuck accumulator valve 2. Free up accumul a t o r
or piston valve or pis t o n
3. Broken or leaking accum- 3. Replace accumula t o r gas-
ulator gasket ket
4. Restricted or leaking oil 4. Clean pas sag es . Replace
passages defective part s
5. Accumulator piston oil 5. Replace accum u l a t o r
ring broken pi s ton oil r i n g
6. Slipping or burned rear 6 . Replace defe c t i v e rear
clutch clutch parts

2nd to 3rd Runaway or 1. Re striced 2 - 3 apply pas s - 1. Clean out re s tr i c t e d 2-3

l s t to 2nd, or 1st t o 3r d age in case support apply passage i n case
(When cold only) support
2. Slipping rear clutch 2. Replace defe c t i v e rear
clutch parts
3. Sticking transition valve 3. Free up trans i t i o n valve

1st to 2nd Upshift 1. Coupling feed valve not 1. Free up coupl i n g feed
closing when hot valve

Faulty Downshifts

Will not 4th to 3rd or 1. Incorrect adjustment of 1. Adjust throttl e linkage

3rd to 2nd Downshift throttle linkage
2. Detent valve hung up in 2. Free up dete n t valve
bore or too short

94-A
 /IutOHUdto <7~~(WPH<J4«.j~
JETAWAY
SERVICE GUIDE DIAGNOSIS

CO N DI T I O N CAUSE CO R R E C T I O N

TranSITlission Locks Up

Loc ks Up in 2nd and 1. Incorrect installation of 1. Install o v e r r u n clutch

4th S p e e d s overrun clutch plate plate cor r e c t l y
2 . Broken front sprag clutch 12 . Replace front s p rag clutch
3 . Darnag ed front unit coup- 3. Replace defec ti v e front
ling - Interlocked vanes unit coupli n g par t s

L ocks Up in 3rd and 1. Broken rear sprag clutch 1 . Replace rear spra g clutch
4th S pee d s 2. 2-3 shift valve spring ~. Free up 2 - 3 shift valve
"hung up" in Upshift position

Faulty Reverse Operation

Slips in Reve r se or 1. Manual linkage out of 1. Adjust rnariu a.l lin ka g e

No R ev e r s e a.dju s trn e nt
2. Restricted or ieaking ~. Clean p a s s a g e s . Replace
reverse piston defecti ve part s
3. Missing stationary cone 3. Replace stationa r y cone
key key
4. Oil pres sure low ~. Check and corr e c t oil
pressure
5. Sticking neutral clutch 5. Free u p neutral clutch
6. Leaking overrun clutch 6. Check o v e r r u n clu t c h
apply apply oil cir cuit fo r leaks .
Replace d efecti v e p a r t s

Moves Backwa r d in 1. Sticking stationary cone 1. Free up stationa r y cone

Neutr a l

Selector Leve r W i ll Not 1. Sticking governor valves 1. Free up governo r valves

Go in Reverse 2. Governor rings broken ~. Replace g o v e rnor r i n g s
3. Stuck reverse blocker 3. Free up rever s e b locker
piston piston
4. Incorrect a.dju.s trn e nt of 14 . Adjust rria.nu a .I linkage
rna nua.l linkage

Moves Forwa r d in 1. Neutral clutch not releas - 1. Free up neu t r a l clutch

R everse and Neut r a l ing

Lunges Forwa r d Then 1. Neutral clutch not re- 1. Free up neut ral clutch
Locks Up Wh e n S e l e c t o r leasing
Lever is Mov e d t o
Reve rse Pos iti o n

_--
95-A

........~----- --_
-------------------------------~~---~_ ......
 ~ ~~- -~~~~~~~~~~~~~~~~~~~-

llutOH£fdk, <1~~~~~
SERVICE GUIDE

CONDI TIO N CAUSE CORRE C T I O N

Faulty Operation of Parking

Mechanism

Ra t c h e t Noise i n Neutra l 1. Incorrect adjustment of 1. Adjust ma nua l li n k a g e

or Failure to H ol d in manual linkage
Park

S e l e c t o r Lever Will Not 1. Incorrect adjustment of 1. Adjus t m a nua l li n k a g e

M o v e to Park P osit i o n manual linkage
2. Broken or binding par k- 2 . R eplac e or fr e e up park-
ing linkag e ing linkag e

Noise in Transmission

Gea r Noise in 3r d Spee d 1. Faulty front unit plan - -1 . Replac e d e f e c t i v e front

etary gear train planeta r y u n i t par t s

G ea r Noise in Park , 1. Faulty rear unit planetary 1 . R eplac e d e f e c t i v e rear

Ne u tra l , Reve r s e and gear t rain planetar y uni t part s
1st and 2nd Spee d s
- - - -- -I-- - - - - - - - - - - - - t-- - - -
N o i s e in All R ang e s, 1. Faulty Oil Pump 1. Replac e oil pump
e specially when cold
(whine)

No i s e in 1st to 2 n d Shift 1. Leakag e at front unit 1. R eplac e defecti v e front

a n d 3rd to 4th Shift coupling u nit coupli n g par t s
when hot (whine )

G e a r Noise in A ll Ranges 1. Faulty re v erse planetary 1. R epla c e d e f e c ti v e revers e

Most Pronounce d i n g ear tr a i n plan e ta r y gear tr a i n parts
Reverse under L o a d

Noise when Car is in 1. Faulty g ove r n o r dr ive 1. R eplac e defec ti v e governo r

motion - Any Rang e gea r s dri v e gea rs

S c r a p i n g Noise in 1. Oil pr essure low 1. Check a nd corr e c t oil

Reverse Only pr essur e

96-A
 1/uttUHaik, 1q,an,(U'n4d44(j1n
JETAWAY
DIAGNOSIS
SERVICE GUIDE

COND I T I O N CAUSE C O R R E C T IO N

"Clicking" Noi s e in 1. Sticky pressure regula- 1. Free u p p r e s s u r e regula-

Neutral or when Vehicle tor tor
is Moving 2. Speedometer gear or 2. Lubric a t e s peedometer
cable cable. Repla c e defective
parts
3. Oil Level low 3. Add T y p e "A" oil to bring
oil le v e l to "Full" mark

" Buzzing" Nois e with 1. Pressure regulator 1. Free u p pr e s s u r e regula -

C ar in Moti o n assembly tor as s e m b l y

Vibration 1. Flywheel - balance 1. Check fl y w h e e l

(neutral and all gears)
2. Torus cover - balance 2. Check toru s cover
(neutral and all gears)
3. Front unit assembly - 3. Check fr ont unit assembl y
balance (neutral and all
gears)
4. Rear unit drum - balance 4. Chec k r ea r unit drum
(3rd and 4th speed only)

97-A
 -Auio.matk ~~H
SERVICE GUIDE

CONDITION . CAUSE CORRECTI O N

..
" ';.
;
. Torus Drain Back

Oil Drains out of Main ' 1. Worn or loose flywheel 1. Replace flywh e e l
Torus bushing-
2 . Sticking torus check 2. Free up torus che c k
valve valve
3. Worn or loose bushing - 3. Check drive a n d driven
main d r i v e torus hub for torus membe r s . Replace
main driven torus if neces sar y
4. Worn or loose flywheel 4.
, ·, ,
Replace flywh e el housing
housing bushing
, ·.
5 . Front u nit driven torus 5. Replace defec t i v e oil seal
': :
·· .. member to front unit ring
~ i :
! : dri ve torus member oil
seal ring
6. Front unit torus cover to 6. Replace defec t i v e oil seal
front pump oil seal ring ring
7. Front uni t torus cover to 7. Replace fron t uni t torus
driven torus shaft bush- cover or dr i v e n torus
, ., ing. Inspect bushing to shaft if neces s a r y
determine i f it is worn
excessively
8. Loose or worn front pump ~. Replace oil p u m p or drive
to f r o n t u nit driven torus , torus shaft if ne c e s s a r y
shaft bushing
9. Dri ven torus shaft to 9. Replace defe c t i v e ring
intermediate shaft oil
seal ring
10. Front pump torus feed O. Free up toru s feed valve
v a lve stickin g in bore
(not s hown on illustration)
11. Pump oil s eals or cooler 1. Replace defe c t i v e seals
sl eeves (not shown on
illustration)

98-A
 lJuttUH4ik <1~(J,WH~"" JETAWAY
DIAGNOSIS
SERVICE GUIDE

Oil Leaks

Note: L eakage at the flywheel housing can be pin -poi n t e d in the follo w i n g manner:

1. Rem ove the lower housing

2. Insta ll starter motor bracket Tool 30 -12
3. Use oil red dye or black light method to d e t er m ine sourc e of leak
4. If the leak is definitely from the transmission a nd t he sour c e is not obvious
afte r wiping the area clean, check the f oll owing poi n t s :

CONDITIO N CAUSE CORRE C T IO N

Oil L eaks at F r o n t Area 1. Loose torus drain plug 1 . T i g h t e n drai n plug

of t h e Transmi s s i o n 2. Damaged or improperly 2. R epla c e d e f e c ti v e seal
installed torus cover to
flywheel seal
3. Loose flywheel bolts . 3. Tig h t e n t o t orque specifi-
cat ion
4 . Leaking front seal 4. Che c k seal for prop er in-
stalla t i o n
Chec k toru s cover l lLl u
Che c k bushi n g in fl ywheel-
hous i n g
R epla c e d e f e c t i v e s eal
5. 'Faulty flywheeh hous i ng 5 . Che c k flywheel housin g
f o r p o r o s i t y . Replace
d ef e c t i v e fl y w h e e l hous ing
6. Damaged or improperly 6. R eplac e 110 " ring s eal
installed fl ywheel housin
to case "0" ring seal
7. Leaking torus cover 7. Inspe c t w el d at torus co v er
neck. R epla c e torus co ver
if we ld is defe ctive.

99-A
 lIutomatic <J-."
SERVICE GUIDE

Oil Pr es sur e T est

The oil pr es s ure te s t is u s e d in conjunction w i th th e r ecomm e n d e d diag-

Noie: nos is proc edu re as a n a id i n localizin g complaints to a par ti c u l a r unit or
u nits in t h e t r a n srri i s s i o n .

To che c k oil pr es sure, first r emove the pipe plug from th e b o t t o m of the
r ever se clutch hous i n g , t hen connect a 300 lb. oil pressur e gaug e

IMPOR TANT: W he n p erfor m ing the oil pres sure t est i t is n eces sary that the trans -
missi on be at n o r m a l operating t emperatur e (approximatel y 175 0 ) and the
trans m is s i o n fl u id l e v el b e up to the "Full " mark on t he dips t i c k .

T est Ma d e i n Shop

E ngine R PM Position of S el ector Le ver Normal Oil P r e s s u r e

460 RPM in Driven Ran ge Park , N eutral , Dr i ve, Super 50 to 100 psi (t h e r e should
(P a r k i n g Brake Applied) or Low not b e more than 10 p s i
differ ence b e t w e e n ran ges)

20 0 0 RPM R everse 175 - 200 ps i

(R e ar Wh eels Raise d
Brak es R el eas ed)

Do not stall t est in R e v ers e as serious dama ge to r everse unit m a y

Noie: r esult.

T es t Made on Road

Shift Posi tion of S el ector Lever Normal Oil Pr e s sure

1s t , 2 nd and 3rd Speeds Drive 9 0 - 10 0 psi

4th Speed Dri v e 6 0 - 7 0 psi

A 10 ps i dr op in pr essur e as each shift is m ade is normal. The gauge

Noie: r eading should qui ckl y stabiliz e aft er e a c h s hift i s ma d e .

100-A
 AuitUHdi,e 1~~<J44o(,irn
SPECIFICATIONS
JETAWAY

SERVICE GUIDE
TORQUE
LOCATION TORQUE SPECIFICATIONS (Ft. Lbs.)
TORUS COVER
Torus C ove r to Flywheel Nuts. 15 to 20
Flex Plate t o Fly~heel Nuts (4) 17 to 22

FLYWHEEL H OUS I N G
Flywheel H o u s i n g to Transmission Case 40 to 50
Flywheel H o u s i n g to Cylinder Block. .50 to 55

OIL PUMP
Oil Pum p C o v e r to Body. . • . . • . . ; . . . . . . . . . . . 15 to 18
Oil Pum p t o Case Support . . . . 25 to 30
Oil Pump t o Case Locating Bolt. . . . • . . . . . . . . • . . .22 to 27

PRESSURE RE G UL A TOR
Pressur e R e g ula t o r Plug . . . . . . . . . . . . . . . . . . . . 3 to 6

REAR EXTENS I O N HOUSING

Extensi o n Housing to Transmis sion Case. . . . . . . . . . . . .25 to 30

ACCUMULAT O R
Cover to A c c u m ul a t o r Body. • 6 to 8
Accumulat o r - Servo to Case. • .25 to 30

VAL VE BODIES
Clutch Va lve Body to Channel Body. . . . . . . . . . . . . . • 2 to 3 .5
Clutch V a lve Body to Cover Plate . • 2 to 3.5
Manual Val v e Body to Channel Bod~ . • • . . 2. to 3.5
Shift Val ve Body to Channel Body . . • • . . . 2 to 3 .5
Shift Valve Body to Governor Valve End Plate. 2 to 3.5
Shift Valv e Body Cover. . . . . . . . • . . . 2 to 3 .5
Shift Valve Body Regulator End Casting . . . . 2 to 3.5
TV Leve r Sto p to Manual Valve Body .2 to 3.5
Valve B o d y Assembly to Case . . . . . . . . • . • . . . . . . 6 to 8

GOVERNOR
Governo r B o d y to Driven Gear (2 Screws) . . . . . . . . • . . . 6 to 8

COOLER ADA P T E R
Cooler A d a p t e r to Case . 15 to 18
Cooler H o se s to Adapter. . .15t020

INNER TRANS MISSI O N LEVERS

Throttle L eve r . 4 to 6
/' Manual Leve r . . . . . . . 4 to 6

OIL PAN
Attaching S c r e w s . . . • . 10 to 13
Oil Fille r P i p e to Oil Pan. 60 to 70

101-A
...
 _._ _.l.-- _ _

BASIC FUNDAMENTALS

PLANETAR Y GEAR PRINCIPLES

GENERAL:

Planetary Gea r s are used in the automatic transmission to p rov i d e the correct
g.ea r rati o fo r all of the automobile I s power requirements.

The use of P l a n e t a r y Gears in automotive transmissions is not a ne w development

as many me c h a n i c s seem to think. For many years this type o f gea r train was
used quit e s u c c e s s f u lly in the Model T Ford and other cars o f b y g o n e years. Many
repairme n c a n still remember the 30 minute bands in the Model T , and real "old
timers" i n t h e business can recall several other makes o f cars t h at used this same
principle.

One of th e r e a s o n s for the popularity of the Model T Ford wa s the f act that the driver
of the veh i cl e needed no particular skill to shift gears. There were disadvantages,
however, chi e fl y that this type of transmission needed frequent t rips to the repair
shop for the relining of the bands. Then, too any major work o n t h e transmis sion
neces sita t e d removal of the engine and transmis sion from the chass i s . Other makes
of cars, us ing the sliding gear transmission , at this time , d id not h ave these disad-
vantages. C o n s e q u e n tly , the car owner purchased the car that ne e d e d fewer trips to
the repai r sho p .

Having o v e r c o m e the problem of replacement of bands by using a d iff e r e n t friction

material and overcome the various other disadvantages, the ca r man ufa c t u r e r s today
have onc e ag a in returned to the use of planetary gears in all of the v arious types of
fully autom a t i c transmissions. The principle reasons are:

1. P l a n e t a r y Gear transmissions no longer require the fre q u e n t servicing that

w a s s o necessary years ago.
2. P l an e t a r y Gears can be more readily adapted to the pr i n c i p l e s of automatic
c o n t r o l s than can the sliding gear type of gear train us e d w ith the standard
tr a n s m i s s i on ,
3. M o s t automotive engineers agree that from a design stand p o i n t , the improved
Planet a r y Gear train is far superior to the sliding gea r t ype s i n c e it assures
lo n ge r trouble-free service.

Specifically , the following are some of the more important adva n t a g e s of planetary
gears as c o m p a r e d to sliding gears:

1. A Plane t a r y Gear Train is always in mesh. In a sliding gear train, engaging

th e clut c h before the gear s are fully meshed may cause brok e n gear teeth.
T hi s c a n n o t happen with Planetary Gears.

2. In a P l a n e t a r y Gear Train, the load is distributed equally o ve r many gears.

In the sliding gear train, two gears carry the complete loa d .

-1- .
 - -- - - - - - - - - - - - - - - - - - - - - - - - - ,-- -

3. A Plane t a r y G ear train has many teeth in mesh at the same time. T her e f o r e ,
the loa d on e a c h gear tooth is comparatively small. Since the sliding g ear
train has only a few teeth in mesh at anyone time, the load on each to o t h is
far great e r. As a result , Planetary Gears last considerably longe r t h a n
sliding gear s.

4. All gears in a Planetary Gear train rotate around a common axis. The r e f o r e , .
the thru st load i s not a factor such as it is with sliding gears. Thi s , of course,
means a l o n g e r trouble free life. As an example, consider the we a r o n cluster
gear bushi n g s and the counter shaft , normally found in a standard tran s m i s s i o n .
This we ar i s caus e d b y the thrust load. While the gears are in me s h a n d in
motion, t h e y exe r t a force against each other which tends to force them apart.
As the bu s h i n g and shaft wear, the gears are allowed to work farth e r a n d
farther apa r t. This eventually leads to les s tooth area in contact. Sinc e the
strength of any gear tooth is at the root of the tooth, separation of t h e teeth
puts the l o a d on the thinner part of the tooth. Broken teeth and no i s e a r e the
result. T h i s d o e s not and cannot happen with a Planetary Gear tra in .

To full y understan d how an automatic transmission operates, a knowledge of Planetary

Gear operation i s abs olu t e l y essential. This knowledge is important for suc c e s s fu l
diagnosis and ove r h a u l of any automatic transmission.

I PLANETARY GEAR TRAI NS

A. Descripti on : A Planetary Gear train is composed of three membe rs :
1. A center or " Su n Gear " (Fig . # 1). All gears in the train re vol v e around
this ge a r .
2. A "c a r ri e r " with three or more pinion gears which are free t o rot a t e on
their p ins . (Fig. # 1)
3. An "int e r n a l gear" so called because the teeth are machined o n th e inside
circumf e r e n c e . (Fig .l # 1)

INTERNAL GEAR

Fig . # 1 Planetary Gear Train

-2-
 B. Ope r a t i o n : With any Planetary Gear tra in it is poss ible to accom p li s h
several actions by the application of bands o r clutch e s .

1. R e du ct ion : (Accomplished by band application)

EXPLANA T I O N :

a . If the i nt e r n a l gear is held stationary

and tur n i n g effort is applied to the
center g ea r , the planet pinion gears
which a re in mesh with the center
gear will b e forced to turn on their
pins. The planet pinion gears are
also in me s h with the internal gear.
Therefo r e , t h e y will "walk" around
i n s i d e t h e i nt e r n a l gear and around
the cent e r gear. This action moves
the car ri e r in the same direction as
the cent e r gear at a reduced speed
but inc r e a s e d power. (See Fi g. # 2)

Fig. # 2 Planeta r y Gea r in Mesh

Demons t r a t i o n :

(1) As s e m b l e the planetary unit as shown in Fig. # 2.

(2) Pla c e a mark on the upper part of the mainshaft.
(3) Pla c e another mark on the upper part of the output shaft (pinio n carrier) in
line with previous mark.
(4) Hold th e i n t e r n a l gear while you turn the mainshaft and center gear o n com-
plet e revo l u t i o n .
(5) Note that the mark on the output shaft no longer coinci de s w ith the mark on
the main s h a ft .
(6) Cont i n u e t o turn the rna in shaft while counting the turns neces s a r y to bring
the mark on the output shaft back to its original position . The number of
tur n s ne c e s s a r y to rotate the rna iris haft and b ring the ou t pu t shaft mark up
to it s ori g in a l position is the gear ratio. Your answer therefo r e to the first
de m o n s t r a t i o n should be approximately 2.75 to 1.

Summar y :

(1) Pow e r is applied at the center gear.

(2) The inter n a l gear is held stationary.
(3) The carri e r is turned in the same direction as the cent e r gear at a reduced
spe e d w h il e power is increased.

-3-
 - - - - - -- - - - - - - - - - - - -- - - - -- ~ --

EXPLANA TION:

b. If the center g e a r i s held stationary

and turning effor t i s applied to the
internal gear, t h e pla n e t pinion
gears which are in m esh with the
internal gear will be forced to turn
on their pin s. The planet pinion
gears are a l so in m e s h with the
center gear. Theref o r e , they will
"walk" aroun d the c ent e r gear and
inside the int e r n a l gea r . This
action move s the car r i e r in the
same direction as the internal gear
at a reduced speed but increased
power. (See Fig. # 3)

D crn o n s t r at i ori:

(1) Assemble t h e pl aneta r y unit as shown in Fig. # 3.

(2) Place a mark on the upper part of the internal gear .
(3) Place ano t h e r ma r k on the upper part of the output shaft (pinion carrier ) in
line with pre vious mark.
(4) Hold the mainshaft and center gear while you turn the internal gea r one c o m -
pl ete revolut i o n.
(5) Note that th e mar k on the output shaft no longer coincides with the ma r k on
the inter na l gear .
(6) Continue t o turn t he internal gear while counting the turns necess a r y to bring
the mark on the output shaft back to its original position .

(7) The numb e r of turns necessary to bring the mark back is approx im a t e l y 1. 6
r evoluti o n s. Ther efo r e, the gear ratio of the planetary unit is a p p r o x im a t e l y
1.6 to 1. when h ol d ing the center gear and turning the internal g e a r .

Summary:

(1) Power is applied t o the internal gear .

(2) The center gear i s he l d s tationary.
(3) The carr i e r is turn e d in the same direction as the internal gear at a reduce d
speed w h i l e powe r i s increased .

-4-
 2. COUPLI NG OR DIRECT DRIVE

Explanat i o n :

a. Whe n a n y two members are lock-

ed t o g e t h e r . a direct drive or
coup li n g will re sult . (F ig . # 4)
(Thi s is done by applying the clutch).

Demonst r ati o n :

(1) Ass e m b l e the planetary unit as

shown in Fig. # 4.
(2) We d g e a pencil between a planetary
pi ni o n g e a r and the internal gear.
(Thi s act i o n is normally accom- F ig . # 4
plishe d b y application of a clutch). I nter n a l G e a r & Planet Carrie r L o c k e d
(3) Note t hat i f turning effort i s applied to the cent er ge ar . no movem e n t of the
pini o n gea r s will take pla ce. The compl ete planeta r y gear train w i ll turn a s
one c o m p l e t e unit.
(4) The output shaft turns exactly the same numb e r o f rev oluti o n s as t h e center.
This is a direct drive or 1 to 1 g ear ratio .

Summary:
(1) The cente r gear and the carrier may be loc ked tog e t h e r .
(2) The inte r n a l gear and t he carrier may b e lo cke d t o gether .
(3) The cent e r gear and the internal gear may b e lo c k e d tog ethe r .
(4 ) In e a ch i n s t a n c e . as long as any two m ember s a r e locked together t h e r e will
be n o re d u c t i o n .
(5 ) The same turning effort (usually call ed "torque ") a pplied to the dr i v e memb er
will b e de liv e r e d to the output member.
(6) The output member will turn a t the same s pee d a s the dri v e memb e r .

3. REVERSE:
PlANET
CARRI ER
HELD
Explanati o n:

a. A rev e r s e act ion w ill result

when t he c ar r i e r is h eld
stati o n a r y and power is applied
to eithe r th e center gear or the
inter n a l ge a r . In either case.
the o u t p u t mem b e r will turn LU
a dir e ct i o n opposite to t he
dri ve m e m b e r . (F ig. # 5)

Fig. # 5
-5- Plan e t Carri e r Held

------- - - ~ -
 Demonstrati on:

(1) Assemb l e the planetary unit as shown in Fig. # 5.

(2) Place a mark on the upper part of the mainshaft and a mark on the upp e r
part of t h e inte r n a l gear in alignment with each other.
(3) While hol d i n g the output shaft (pinion carrier), turn the center ge a r .
(4 ) Note that the i nt e r n a l gear revolves in the opposite direction, as indi c a t e d
b y your m a r k s .
(5) Hold the carri e r and output shaft and turn the internal gear.
(6 ) Note that the center gear will once again turn in the opposite dire c t i o n as
indic ate d by the two marks.

Summary:

( 1) When the carri e r is held stationary, turning effort applied to the c e nter gear
will force the internal gear in the opposite direction.
(2) When the carr i e r is held stationary, turning effort applied to the i n t ernal
gear will f o r c e the center gear in the opposite direction.

4. NEUTRAL:

Explanation:

a. When none of t he units are held

or locke d togethe r , the Plane-
tray Gear train is i n Neutral
and cannot tr a n s m it torque.
(Fig. # 6. )

Demonstrati on :

Since it i s imp o s s ib l e to support the

Planetar y Gea r tr ain while turning
one unit , a pr oj e c t to demonstrate
Neutral is n o t pra c t i c a l. When the
gear trains are as s e m b l e d inside Fig . # 6
t h e transmi s s i on c a s e, the units are None of the Units Held
suspended in the case. It is necessary that you realize that when no unit is held
ot two units are n o t coupled together , the engine cannot transmit torqu e (t u r n i n g
effort) thr oug h t he transmission to the propeller shaft.

Summary:

When the cente r gea r , internal gear and carrier are free to turn, t he Pla n e t a r y
Gear train i s in N e u t r a l.

-6-
 TEST QUESTIONS

1. A p lane t a r y gear train is always in mesh. T F

2. A planet a r y gear train cannot transmit torque in Direct Drive T F

3. A plane t a r y gear train is in reduction when a band and clutch a r e

app li e d . T F

4. A planeta r y gear train is composed of a center gear, a s u n gea r and

an inte r n a l gear. T F

5. If t h e in t e r na l gear is held stationary and power is applie d to t h e

cent e r gear, the carrier will turn in the same direction as the center
gea r at a reduced speed. T F

6. A c o u p lin g or direct drive may be achieved by applicatio n ofa clutch. T F

7. Reve r s e may be obtained by holding the center gear . T F

8. All gear s in a planetary gear train revolve inside t h e ce nt e r g e a r . T F

9. In r e du c t i o n , the carrier turns in a direction oppos ite to the c e n t e r

gea r . T F

10. Whe n the carrier and the center gear are locked togethe r , the inter nal
gea r retu r n s at a reduced speed. T F

11. When the carrier is held stationary, the driven member will turn in
the same direction as the drive member. T F

12. A band i s used to lock two members together for direct d r i v e . T F

13. In d i r ect drive, the gear ratio is 1 to 1. T F

14. A clut c h is used to hold the internal gear f o r reduction. T F

15. If the inte r n a l gear, carrier and center gear are not held , and no' two
memb e r s are locked together, the planetary gear train canriot transmit
torqu e . T F

-7 -
 STUDENT NO .
NA M E _ - - - - - - --
DATE:
STREET
---- - - - - - - - - - - - - - - - - - GRADE
CITY _ - - - -- - - - - -
P r int N a m e & Address PLAI NLY in ink CORRECTED B Y

Complete t he exam in a t i o n by answering the questions in the spaces p ro v id e d be low.

Remove t his An sw e r Sheet carefully, fold neatly and mail immediate l y to you r In-
structor f or proce s sin g and gr ading .

USE THE FOLLO W ING PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1. READ EAC H QU ESTION AT LEAST THREE (3) TIMES.

2. MAKE SURE THAT YOU UNDERSTAND COMPLETELY WHAT IS A SK E D , AS

SOME Q U E S T IO N S ARE DEFINITELY "CATCH'I QUESTIONS.
3. REVI E W T H E QUESTION FOR THE LAST TIME: REMEMBER THA T ON E
WORD CAN CHANGE THE ENTIRE MEANING OF THE SENTENC E .
4. MAKE Y O U R FINAL DECISION AND CIRCLE EITHER "Til FOR T R U E O R
"F" FOR F ALSE.
5. YO UR E SSA Y QUESTION IS WORTH 400/0. EACH TRUE-FALS E Q U E ST IO N
IS WO R T H 4 %.

ESSAY QUEST I O N : State the reasons why a planetary gear train is supe r i o r to a
s l id i n g g e ar train.

-8-
 HYDRAULIC PRINCIPLES

A FLUID IS NOT COMPRESSIBLE

Apply
Force

Apply
Piston A

-
-------
---
- -
-- -
--
---
-

Figure 1

When an Apply Force is exerted against Apply Pis t on "A, " Piston
"AN wil l not move.
Incr e as i ng the Apply Force will not make Piston "AU mo ve beoause
a f l u i d is not compressible.

-9-
 MOTION CAN BE TRANSMITTED BY FLUIDS

Appl y Output
Piston A Piston B

+- 1"-+ +- 1"'"

Apply Output
Piston A Pisto n B

Figure 2

When an apply force is exerted against Apply Piston "A," Piston

Since a flui d is not compressible, Piston "B" will also move .

- 10 -
 MOTION CAN BE TRANSMITTED FROl..~ ONE CYLINDER TO ANOTHER

App l y
Pi s t on A

--
--~--
- -
-- B
- -

App l y
Piston A

Figure 3

The t wo cylinders shown are connected by a pipe .

The spac e between the Apply Piston "A" and the Output Piston
"B" i s completely filled with a fluid.
When an apply force is exerted against Apply Pi s t on "A," Output
Pi s t on "B" is forced to move.
Thi s demons t r at e s that motion may be transmit t e d from one cyl in :ler
to anothe r .

-11-
- - -- - - - - - - - - - - - - - - - - -- -
 OF THE APPLY PIS1DN WILL MOVE THE OUTPUT
I.~OVEMEN T
PISTON IN DIRECT PROPORTION TO THE VOLUME OF FLUID
DISPLACED

Cylinder C Cylinde r D
App l y
Pi s t on A

Output
Piston B -----r
In

Figure 4

When an appl y force is exerted against Apply Piston nA , " App l y

Piston "An wi l l move 1 in.
Thi s will for c e a definite volume of fluid into Cylinde r " D"
which will c au s e Output Piston "B" to move 1 in. becau s e
Cyli nde r s "C" and "D" are of equal size.

-12 -
 MOVEI!LENT OF THE APPLY PIS1DN WI LL I.-rOVE THE OUTPUT
PIS1DN IN DIRECT PROPORTION 1D THE VOLUlI':E OF FLUID
DISPLACED

CyLi n de r C Cylinder D

2 Sq.

=::"r
-----1- -

Figure 5

When an apply force is exerted against Apply Pis t o n "A/ " Apply
Piston "A" will move 1 inch.
This will force a definite volume of fluid into Cyl i nde r "D"
which will cause Output Piston "B" to move 1/2 inch becaus e
Cylinde r "D" is twice the size of Cylinder "C".

-13 -
 MOVEMENT OF TrlE APPLY PISIDN \'lILL nOVE THE OUTPu'r
PISTON I N DIRECT PROPORTION TO THE VOLUME OF FLUID
DISPLACED

Cylinder D

Cylinder C

Apply
Pis to n A ,..---f' --+--
1/2 sq. in.

Output
Piston B

Figure 6

When an app l y force is exerted against Ap.Ply Piston "A, " Apply
Piston "A" will move 1 inch. This will force a defini t e volume
of fluid int o Cylinder "D" which will cause Output Pis t on "B"
to move 2 i nches because Cylinder "D" is 1/2 the size of Cylin-
der "C."

-14-
 PASCAL'3 LA~l:
"A FLUI D UNDER PRESSURE 'WILL EXERT PRESSURE EQUiiLLY
AT EVERY POI NT"
Apply
Force

--- ----t=-
-
-
--
-~-
- -
- --
--
- -
-----
--
--=-~-
- -
-- - -
- -
-=
-
Appl y
Pis t on A ~ -- - ---~

~~-- --

Figure 7

When a f o r c e is exerted against Apply Piston "A," liqui d pres-

sure will be exerted equally in all parts of the system as
shown by pre s sur e gauges.

- 15 -
 PitESSURE I H THE SYSTEl.l IS THE APPLY FORCE DIVIDED
DY THE A.':{EA OF TdE APPLY PISIDN

100 Lbs.
App l y
Fo r ce
100 Lbs .

.
-
Apply
Piston A

-- -- - - - --

Figure 8

When a fo r c e of 100 Ibs. is exerted against the 1 sq. in. are a

of Apply Piston "A," this force will create a pressure in the
system of 100 I b s . for each square inch.
100 Ibs. appl f or ce -_ 100 Ib,so sq. 1n.
. sys t em pre s sur e
--
r
1 sq. in. app y piston area

-16-
 PRESSURE IH THE SYSTEI,: IS THE APPLY FORCE DI VI DED
BY THE &"{EA OF THE APPLY PISID N
100 lbs.
Apply
Force
50 l bs . ·

Appl y
Pis t on A

- - - -- - -

-
_ - -.J. -SQ.,1&1 -
IV,_ _
-

Figure 9

\Vhen a f o r c e of 100 lbs. is exerted against the 2 sq. in. area

of App l y Piston "A," this force will create a pres s u r e in the
system of 50 lbs. for each square inch because the appl y force
is di vi de d oyer 2 square inches •

..:;il~O~O.....=.
l ;:;.
b.;;.
s .:..
. _a=-p~pl;;;,,;l~y~f;;..;o;.,;;rp..;c~e : 5 a lbs. sq. in. syst em p res su r e .
2 sq. in. apply piston area

-17 -

- -- - - - - - - - - - - - - -- ------
 PRESSURE IN TI1E SYST8~ IS THE APPLY FORCE DIVIDED
BY TI-fE Al~EA OF THE APPLY PISWN
1 00 I bs.
Appl y
Fo r c e

200 Ibs .

-
- -
----
-----
---
------
- - - - ------
Apply
Piston A

- -1-_---"----

Figure 10

When a for c e of 100 Ibs. is exerted against the 1/2 s q . in.

area of Apply Piston "A," this force will create a pre s sur e
in the sys t em of 200 Ibs. for each square inch becaus e th e
apply force i s concentrated on 1/2 sq. in.

100 Ibs . app l y f or c e

1 72 sq. in . app ly p iston area = 200 Ibs. sq. in. s y s t em pressure.

-18-
 FORCE EXERTED BY THE OUTPUT PISTON IS SYSTEM PRESSURE
TllvffiS TIIE AREA OF THE OUTPUT PISTON

100 Ibs. 100 Ibs .

Apply Output
Force Force

Appl y Ou t put
Pi s t on A Pis t on B

--=-'~iQ. '_No=.
Cyl. C

L-. -------J- _ _ _
--- --- "---'

Figure 11

When an apply force of 100 Ibs. is exerted agains t the 1 sq. in.
area of Apply Piston "A," a system pressure of 100 Ibs. sq. in.
is create d .
This sys t em pressure of 100 Ibs. sq. in. is exert e d agai ns t the
1 s q . in . area of Output Piston "B" which result s in an Output
Force of 100 Ibs. because Cylinder "c" and Cylinde r "D" are of
equal si ze .

100 Ibs. sq. in. system pressure x 1 sq. in area output piston
= 10 0 Ibs . output force. (100 x 1 = 100)

-19 -
 FOlcCE EXERTED BY TIIE OUTPUT PISIDi,I IS SYSTEi 1 PRESS UIcE
T:u.:ES THE 11£E11 OF T'rlE OUTPUT PISIDN

100 lbs. 200 lbs.

App l y Output
Force Force

- - -2-5Q.
-- ---
IN.
J Sq.IN. - ------~ - -

~-~=-
'---II" - - - -
-
'-----r---
--=-----~ I ~---

Figure 12

~fu e n an App l y Force of 100 lbs. is exerted against the 1 sq. in .

are a of Apply Piston "A," a system pressure of 100 lbs. sq . i n.
is c r e a t ed .
This s ystem pressure of 100 lbs. sq. in. is exerted ag a i ns t th e
2 sq. in . a r e a of Output Piston "B" which results in an Ou t pu t
Force of 200 l bs. because the system pressure is exerted against
each sq . i n of Output Piston "B."

100 lbs . sq . in. system pressure x 2 sq. in. area outpu t p i s t on

= 200 l bs. ou t pu t force. (100 x 2 = 200)

-20-
 FORCE EXERTED BY THE OUTPUT PISTON 13 SYST8~

PRESSURE Tn.1ES THE A.~EA OF THE OUTPUT PISTON

100 Ibs.
Apply 50 Ibs.
Force Output
Force

Appl y Apply
Pis t on A Pi s t on B

- ISq. 'N-
- - --
_ _~
-:I-=..- _ _ I- ---:= --J

Figure 13

When an Apply Force of 100 Ibs. is exerted agai ns t t h e 1 sq. in.

are a of Apply Piston "A," a system pressure of 100 Ibs. sq. in.
is cre at e d .
Thi s system pressure of 100 Ibs. sq. in. is exe r t ed against the
1/ 2 sq . in. area of Output Piston "B" which resul t s in an Output
For c e of 50 Ibs. sq. in. because system pressure is exerted
ag ain s t only 1/2 sq. in. of Output Piston "E."

10 0 I bs . sq. in. system pressure x 1/2 sq. in. area Out put Piston
• 50 l bs . Output Force (100 X 1/2 = 50)

-21-
- - - -- - - - - - - - - - - - - ------
 - - - - - - -- -

The hydr aul i c principles which we have now completed

can be summarized by the following statements:
1. Figure #1, a fluid cannot be compressed.
2. Figure #2, motion can be transmitted by fl u i ds .
3. Figure #3, motion can be transmitted from one
cylinder to another.
4. Figures #4, #5, and #6, the degree of moveme nt
bf the output piston is determined by the vol ume
of fluid displaced by the apply piston.
5. Figure #7, Pascal's Law states "If pressure i s
applied at any point to a fluid in a clos e d con-
tainer, this pressure is transmitted withou t
change to every part of a container.
6. Figures #8, #9, and #10, the smaller the appl y
piston, the higher the pressure in the sy s t em.
The larger the apply piston, the lower the p r e s -
sure in the system.
7. Figures #11, 12, and 13, the larger the ou t put
pisto n, the higher the output force. The smal -
ler the output piston, the lower the output
f or ce .

- 22 -
 RETUKN PAG E S 23, 24 and 25 for grading.

NAME G RADE

STUDENT NUMBER CORREC TED BY:

~

90 lbs. 60 lbs.
Apply Force Apply Force

~ --- - -- - -- -- -- - -- -- -- - -- ----
~
- - -
--- --- - -- - -- -
- ~ - - - - ---
- -
-V
V
~

--- - --- -- --- -- ~~

[/
I--

-- - - - -
- - -
-
-
---
V ~ - I - - - -
- - -
"'
.-, '\.'\. '\.
-
- -
-
- -- - -"'- \.. \.. - -
-
-
-
-
~---- --.,:.
...... - - - ... - - - - ~=
"'!' - - . .
'=...-
-
-
- - -
J~9·JN.- -- - -
- - -
- - --
-
- -
-- --
- -
i~9.~~
-- -
'- --
I-- --.-
-
-- -- -- --
- - -
-- - -

SYSTillIl PRESSURE IS LBS. SQ. IN.

-- SY3TEI,i PRE3SlmE IS
--
<.. . .,-,
r .R::> • '-'><. I N.
-

20 lbs. 60 l bs.
Apply Force Apply Forc e

---
- ---
----- - --
-- -
- --
-- - -
~-----

--' - t\..'-
"" -
""-
"""-" '" - - - -
I4-I3t:Sl,1
1--- -
IN-:-~
-
- -
- '=~~-~~ -- --

SYSTEI-'l PRESSURE IS _ LBS. SQ. DJ. SYSTEVI E~ ESSlJR E IS __ LD3. 3Q . I:L

.
L- ~ '----------- - - - - - - - - - ..,1

-23-
I
J
 - -----

HYDRAULICS - PROJECT SHEET

5lbs. 50 lbs.
Apply Force Apply Force

'--- - - - - -- -- -- - - ..._----'

OUTPUT FORCE IS LBS.

OUTPUT FORCE IS LBS.

50 lbs. s.
Apply Force Apply Force

- - -'-== --== -==

OUTPUT FORCE IS LBS.

OUTPUT FORCE IS LBS.

-24-
 HYDRAULICS - PROJECT SHEET

s. 45 lbs.
Ap p ly Force Apply Fo r c e

-- L...- ....I

OUTPUT FORCE IS ---. LBS •

OUTPUT FORCE IS LBS.

60 lbs. 12 lbs.
Apply Forc e Apply Fo rc e

-_ _ ~"LJ..I -'-"4'
S o. IN. - ::__ -

- - '------'

OUTPUT F01<CE IS LBS. OUTPUT FORCE IS LBS .

-25-
 THE TWO -SPEED TRANSMISSIO N

The fo llowing co mpone nts make up th e two spee d

FOOT RELEASE SPRING
tra nsmission. PEDAL
1. A sing le plane ta ry gea r train.
2. A band and servo for band applica ti on .
3. A clutch to lock tw o members together.
4. An oil pump an d pressure regulator.
5. A ma nual va lve.
6. A sh ifter va lve.
7. A go vern or.
8. A reg ula to r plug .

Fig. 26- B and Applied by Foot Pedal

Hydraulic application of th e ban d will be used to co -

in cid e with th e meth od used in th e H ydra-Marie trans-
mi ssion ( Fig. 27 ) .

Th e two pi ston s are m ounted on a common stem. The

p iston and stem asse mb ly is in stall ed in a cy linder or

Fig. 25-Planetary Gear Train of Simple Two

S peed Transmission

The pla neta ry gea r train in th e two speed transmission

is arranged as shown in Fi g. 25.

The in tern al gea r is part of th e input shaft. The planet

p inion ge a rs a nd ca rrier ar e part of th e output shaft.
The ce nter gea r is a ttached to th e d ru m which is en-
circ led by a band.

In th e multi ple di sc cl utch one set of plates is splined

to the plane t ca rr ier, th e othe r set is attach ed to the
d rum. The a nnula r pisto n is also attach ed to the drum
and when ap pli ed , locks th e center gear to the planet
ca rr ier.

A band is used to hold th e drum which is attached to

th e center gear. At one tim e, so me ca rs used planetary
tr a nsm ission s in whi ch the band was applied by a foot
pedal (Fig. 26 ). Fig. 27- Servo for Band Application

-26-
 Operation of Servo

When hydraulic force. 8reater than th e spr ing pressure

is applied at point A (Fig. 28) the piston stem will be
forced against the band, applying the band on the drum.

When hydraulic force equal to that applied at point A

is applied at both points Band C the pi ston stem will be
forced away from the band because in th is case "release"
force is greater than "apply" force (Fig. 29 ) .

Fig. 28-Se rvo Applying Band

servo body with a div isio n in the body between the

pistons. A retracting sp r ing is positioned behind one of
th e pistons to ho ld th e servo in the released position
when no fluid pressure is applied. When the piston stem
acts on one end of the band th e anchor holds the other
end to facilitate band applicatio n.

CLUTCH
PlATES

Fig. 30-Mechanical Clutch App lication

Clutch to Lock Two Members Together

A multiple plate clutch is used to lock th e planet carrier

and output shaft to the center gear. The clutch could be
applied mechanically and released b y sp r ing pressure
(Fig. 30).

Hydraulic application will be used to coi ncide with the

method used in the Hydra-Matic tr an smission. An annu-
lar piston is located in the drum whi ch surrounds the
gear train (Fig. 31) . When no hydraulic for ce is applied
Fig. 29-Servo Releasing Band to the piston the clutch is released by the release springs.

-27 -
 CLUTCH RELEASE SPRING With the pump in ope ra tion oil is drawn up fro m the
OIL PRESSURE pan and for ced int o th e system and against the reg ulator
FROM PUMP
valve. When pressure is sufficient to force the reg ulato r
valve off its seat, th e valv e will bypass oil to the pa n.
When pressure in th e system falls below that required to
hold th e valve open, it will close. This cycle is repeated
continuously and consta nt regul at ed "main line" pressure
results.

Manua l V al ve

A manually operated valv e is placed in the main line

be yond th e pressure regulator valve to permit shutting off
oil to th e hydraulicall y oper ated components (Fig. 33).

Fig. 31- H yd raulic Clutch Application

When hydraulic force is applied on the piston it com-

presses the multi ple plates locking th e planet carrier and
output shaft to th e center gea r.

Oil P ump and Pressure Regulator

A gear type oil pum p driven by th e input shaft, and

a spring loaded pressure regulator val ve are required to
provide hydraulic pressure for operation of the trans-
mission. (Fig. 32) . Fig. 33-Manual V alve Open

Sh ifte r Valve

A shifter valve is required to make th e automatic shi ft

from low to d irect dri ve. T he valve is held in the closed
position by a spring (Fig. 34 ). The valve is opened hy-
draulicall y when oil pressure on th e end of the valve is
greater than spring pressu re.

Gover n or

The shift from reduct ion to direct drive must be made

at the correct time in relation to vehicle speed so that th e
engine will be neither racing excessively nor overloaded.
SUMP
This can be accomplished by means of a simple cent ri-
fugal or flyweight governor (F ig. 35) driven by the
Fig. 32-0 il Pump and Pressure Regulator transmission output shaft.

- 28-
 W hen th e vehicle is sta nding, th e governor weight, to
OIL LINE
whi ch a va lve is attached, is " In", closing off the oil
~ TO SHIFTER VALVE
pa ssage. As th e vehicle starts to move, the output shaft
r otates th e gove rno r assem bly. As th e vehicle sp eed in -
cre ases, the gove rno r weight moves outwa rd moving the
GOVERNOR
WEIGHT IN
val ve and un covering th e oil pa ssage to th e shifter valve.
Oil goi ng th ro ug h th e valve exerts for ce against th e large
area of the valve, acting against centrifugal force. The
valve th en regulates press ure to th e shi fte r valve, var iable
w ith vehicle spee d ( Fig. 36 ) .

As veh icle speed co ntinues to in cr ease, centr ifugal

for ce increases, moving th e valve furth er outward thus
in cr easin g th e var ia ble regulated pressure to the shifter
va lve. This press ure is known as govern or pressure.

MAIN LINE
OIL PRESSURE

Fi g. 35-Cen tri fug al Governor with V alve Closed

Th e need for a high er shi ft point thu s co r respo nds

closely with the need for increased power output of th e
engine. Since eng ine power outp ut is controlled by
throttl e ope ning, wh ich in turn is controlled by th e ac-
celerato r pedal, th e ti mi ng of th e shi ft ca n be regulated
with th e posit ion of th e accelerator pedal.

'.y:- VARIABLE
d
I~ •
REGULATED PRESSURE
TO SHIFTER VALVE

Fig. 34- S h ifter Va lve Closed

R egulator Plu g

With th e shi fter valve, shifter valve spring, and gov-

e rno r desc ribed ab ove , th e shift from low to di rect drive
will always occ ur at the same veh icle sp eed . MAIN LINE
OIL PRESSURE
Th is a rra nge ment is undesira ble in a vehicle because
many ci rc umsta nces a r ise when a shift at higher or lower
speeds is desired. Examples of this are when rapid get-
away is desired or when climbing a hill. Fig. 36-Centrifugal Gov ernor w ith Valve Open

-29-
 One wa y of ac com plish ing this, is shown in Fig. 37.
Assume that th e shi fter valve sp r ing is seated against a
mo vable regulator plug whi ch is connected to th e accel-
era to r pedal. As th e accelerator pedal is depress ed , th e
plu g is m oved inward compressing th e spr ing a nd
th er eb y in cr ea sing its tension . Beca use of this increa sed
SHIFTER VALVE
ten sion , m or e governor pressure is required to move the
shi fte r valve and consequently th e sh ift will occ ur at
higher vehicle speeds, determined by th e accelerator
OIL PASSAGE
FROM pe da l posit ion .
GOVERNOR

With thi s arran gement, th e transmission will up shift at

REGULATOR PLUG _ OIL PRESSURE a ve ry low vehicle speed wh en the throttle is ne arly
closed, and at a mu ch higher speed when th e th rott le is
wide ope n.

OP ERATION

In orde r to simplify the ex pla na tion of th e two speed

transmi ssion th e components descr ibed will be illustrated
schematically.

Fi g. 37-Sh if ter V alve R egulated Ma n ually

Le gend for Sche m a tic Illust r ations

1. So lid lines with a rr ows represent p ass ages

filled with oil at co nsta nt regula ted m ain
line pressure.
2. So lid lines without arrows represen t pas-
sages in which no pressure ex ists .
3. Bro ken lin es with arrows represen t pa s-
SHIFT VALVE ~ SPRING- sa ges filled with oi l at variable pressur e.
4 . Br ok en lin es without a rrows represent
-I passages in which no va riab le pressur e
I ex ists .

I Neutral-Engine Runnin g
I In neutral th e manual val ve is closed . The
I oi l p ump, driven fr om th e input shaft whi ch
I turns with th e engin e, deli ver s oil to the

I pressure regulator a nd th e shi fter valve. The

.reg ulator returns excess oil to t he sump

MAIN LINE I ( Fig. 38) .

I The band is rel ea sed by th e sp r ing beca use

there is n o oil pressure on th e servo pi sto n.
The cl utch is relea sed by sp r ings beca use
Fig. 3B-Neu tral ( E ngine Running) there is no oi l pressu re to ap ply th e an nul ar
Band Released-Clutch R el eased piston.

-30-
 SHIFT VALVE ~ SPRItHr

-I
!
I
I
MANUAL VALVE 1
PRESSURE I
REGULATOR
I
MAIN LINE I
I
lOW GEAR
Band applied - Shift Valve has not moved.

Fig. 39-L ow Gear

Low Gear I. Red uc tion ) Wh en vehicle spee d is such that th e govern or pressure
overco mes th e shifter valve spring, th e valve will open
The manual valve is mo ved to di rect oil pressure to
the servo piston and gove rno r. Oil p ressure is present on automaticall y and allow oil to flow through th e oil line
the land of the closed shi ft va lve. Th e servo applies the to apply th e clutch and release th e servo. This places the
band and the clutch is released by sp ri ngs (Fig. 39) . plan etary unit in direct drive.

-31 -
 SHIFT VALVE 'i SPR.ING

c:::iJ- -,
I
•I
I
t
I
GOVERNOIl .1
PRESSU IlE I
I
_I

HIGH GEAR.
Shift Valve has moved due to effect of Governor
pressure. Clutch is applied. Band rele~se d due to
pressure operating against t!2 areas ("8 and ·C..).

Fi g. 40- Di rect Drive

H ig h Gear (Di rect Drive ) to th e servo at Band C, releasing the band, and to the
plan eta ry un it to apply the clut ch (Fig. 40 ).
Th e transmission will stay in direct drive as long as
Th e manual valve continues to direct oil pressure to vehicle speed is sufficient to maintain govern or pressure
the servo piston at A, and to the shifter valve and gov- high enough to hold th e shifter valve spring compressed.
er no r. Governor pressure, due to vehicle speed , has over- When speed is reduced to a point wher e the spring over-
come the shi fter valve spring pressure and moved the comes governor pressure the transmission will autom atic -
valve so that the main line regulated pressure is directed ally downshift to low (F ig. 39 ).

- 32 -
- ---- - -
 VALVE r. SMINc;.
.. I
•I
I
t
I
VIRNO.. .J
PRISSUIU I
I
_I

THROTTLE VALVE ASSEMBLY

AND REGULATOR PLUG

Fig. 41-Thrott le Pr essure to Del ay the Upshift

Regulator Plug reg ulated hydrau lic press ure called " thro ttle pressu re."
T hrottle p ress ure is obtained by the use of a throttl e
va lve assembly which is moved b y mechan ical linkage
Th e need for a regul ator plug has been exp lained. In fro m the acce lerator ped al. T he val ve ass embly is so de-
that case th e reg ulato r plug was moved mechanically to signe d th at " thro ttle pressure" incr eases with car buretor
increase spring tension to delay the upsh ift. To coincide throttl e opening . Ther efor e, the fur th er th e accelerator
with the H ydra-Matic Drive the regu lat or plu g in the pedal is depressed the mo re th e shifter val ve spring ten-
simple two speed tran smission is move d by a va ri able sion is increased to dela y th e upsh ift ( Fig .41 ).

- 3 3-
 TEST QUESTIONS

1. T h e regulator plug is used to delay the upshift. T F

2. T h e oil pump is used to regulate system pres sure. T F

3. T h e clutch is used to place the planetary gear train in reduc t i o n . T F

4. T h e p r e s sure regulator is used to maintain the correct tran s m i s s i o n

oil leve l. T F

5. A p p l i c a t i o n of the servo and band places the planetary gea r tra i n in

re d u c t i o n . T F

6. The shi ft e r valve makes the change from reduction to d ire c t d r i v e

p o s s ib l e . T F

7. The g o v e r n o r is used to regulate oil pressure which move s the shifter

va lv e . T F

8. The m a n u a l valve is used to shift from reduction to direct drive . T F

9. A p lane t a r y gear train is used to provide the correct gea r rati o for
all d ri v i n g conditions. T F

10. P o w e r to the planetary gear train is delivered through the cente r gear . T F

1 1. One s e t of clutch discs is splined to the pinion carrier . t h e oth e r set

is atta c h e d to the drum. T F

12. Whe n t h e annular piston is applied the planetary gear set is in reduc-
ti on . T F

13 . W h e n the band is applied the internal gear is held stationa r y . T F

14. R e l e a s e oil pressure to the servo is the same as apply o il pre s s u r e . T F

15. The ann u l a r piston is released by oil pressure. T F

-34-
 STUDENT NO .
NA M E - - - - - - - -
---- - - - - - - - - - - - - - - - - - DATE:
STREET
---- - - - - - - - - - - - - - - - - - GRADE
CITY _ - - - -- - - - - - -
Print N a m e & Address PLAI NLY in in k CORRECTED B Y

Complete the e xami n a t i o n by answering the questions in the spaces p r o v id e d b el ow .

Remo ve this A n sw e r Sheet c arefully , fold n eatly and mail immedi at e l y to your In-
stru ctor for proce s s i n g and gr ading .

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1. READ E A C H Q U ES T ION AT LEAST THREE (3) TIMES.

2. M A K E SU RE T HA T YOU UNDERSTAND COMPLETELY WHA T I S ASKED , AS

SOM E QU EST ION S ARE D EFI NITELY " C A T C H" QUESTIO NS .
3. REVIEW T H E Q U E S T ION FOR THE LAST TIME: RE MEM B ER T HAT O NE
WORD CAN C H AN G E THEENTIRE MEANING OF THE SENT E N C E .
4. M A K E Y OU R FI NAL DEC ISIO N A ND CIRCLE EITHER " T " FOR T RUE OR
" F" F O R FAL S E .
5. YOUR ESSA Y QUESTION IS WORTH 20%. EACH TRUE-EALS E QU E S T IO N
IS WOR T H 4 %.

ESSAY QUES T I O N: What is th e exact purpose of throttl e pressur e ?

-35-
 HYDRA-MA TIC FUNDAMENTALS

PLANE T A R Y GEARS

The Hyd r a - M a t i c transmission contains two planetary gear tra i n s f or forward

speeds. E a c h planetary gear train is capable of achieving two speeds . When
a band i s a p p li e d , the unit is in reduction. When a clutch is app li e d , the unit
is in di r e c t drive. Used in conjunction with each other, four fo r w a r d speeds
are pos sible .

The fron t p l a n e t a r y unit differs from the rear planetary unit in the following ways :

1. The gear reduction of the rear unit is greater than the gear reduction of
the front unit.
2. The rear unit contains more clutch plates than the front unit .
3. The rear band is normally applied by spring pressure , wher e a s the fr ont
band is applied by hydraulic pressure .

BAND A P P L I CA T I O N

The front se r v o is applied by oil pressure and released by oil p r e s s u r e . When the
selective leve r is in Dr, Lo, or R and the engine is running , app l y p re s s u r e is
always p r e s e n t at the front servo. This does not mean necessa r ily t h a t the band
is applie d. Release pressure may also be present. Both apply and r e l e a s e pres-
sure are equa l. However, the area of the pistons upon which the rel e as e pressure
works is la r g e r than the area upon which the apply pressure wo r k s ; w h i c h mea n s,
that relea s e pressure can overcome apply pressure and release the b a n d . Ther e-
fore, whe n o nl y , apply pressure is present, the band is applied . Whe n both the
apply pre s s u r e and the release pressure are present at the front ser v o , the band
is releas e d.

The rear serv o is applied by spring pressure and released by o il pre s s u r e . A

heavy spr i n g contained in the rear servo applies the band. This pressu r e is always
present. How e v e r , release oil pressure is sufficient to move t h e ser v o piston rear-
ward and rel e a s e the band. Where the car is standing with the e n g i n e not running,
the rear servo applies the band due to spring pressure. When the eng i n e is started
with the select i v e lever in neutral, the rear band is released. When the selective
lever is plac e d in Dr. or Lo, release pressure is cut off and the band applies auto-
matically beca u s e spring pressure is always present.

It is impo r t a n t that you realize that the band and the clutch are never applied at the
s ame time in the same planetary gear train.
 FRONT UNIT REA R UNIT
REDUCTION

A clear picture of h ow reduction in the

Hydra-Matic tr a n s m i s s i o n is achieved
can best be illust r a t e d by percentages.
Although the foll ow i n g figures are not
accurate, you c a n bette r . visualize re- FIRST SPEED-REDUCTION 100,"

duction in the tran s m i s s i on by using

G
them. The front planet a r y unit is ca-
~
I pable of 40% re d u c t i on . The rear LUTCH
ON
planetary unit i s capabl e of 60% reduc-
BAND orr
tion. Fig. # 1 i llu s t r a t e s clutch and
band application percenta g e w i s e .
SECOND SPEED-REDUCTION """

1. In first spe e d , the greatest reduc -

tion is nec e s s a r y . This is 100%
reduction, therefo r e , both bands
are appli e d .
2. The next greates t reduction is
rre c e s sary in sec o n d speed. This
G THIRD SPEED-REDUCTION ~
LUTCH
ON

BAND OFF

G G
is 60% reduc ti o n . The rear band
is applied . The fr on t clut c h is LUTCH LUTCH
ON ON
applied p u t t in g the front unit in
BAND orF
direct dr ive. BAND OFF

3. The next gr e a t e s t reduction is FOURTH SPEED-REDUCTIO N 0%

neces sary in 3rd speed. This is
40% reducti o n. T h e front band
is applied . The r e a r clutch is
also applie d putting the rear unit
in direct d rive.
4. No reducti o n is necessary in 4th REVERSE

speed, T h i s is 0% reduction .
Neither b and is a p p li e d . Both Fig. # 1 Applicat i o n s of Bands
clutches a r e appli e d putting both and Clutc h e s
units in d irect d riv e . The importance of b e i n g able to
memorize clutch and band appli-
FRONT UNI T REAR VNIT cation cannot be ove r l y st r e s s e d .
SMALL REDUCTION LARGE RE DUCTION
Although it is good policy to refer
to the book occas iona lly when
road testing a car, the m e c h a n i c
rarely has the book w ith h i m . Re -
fer to this lesson tim e aft e r time
until clutch and band appli c a t i o n
becomes second nat u r e .

NEUTRAL .. Both bands and clutches released. IMPORTANT: To be capa b l e of diag-

1ST. SPEED·· Front ~ rear units-in reduction. nosing slippage , gea r no i s e , er rati c
shifting etc , , you m u s t b e able t o
ZM.. SPlED·· Front unit in direct drive··rear in reductit>n.
visualize the action t a k in g place in
3RD.SPEE~··Front unit in reduction rear in direcr drive.
each planetary unit . The r e fore , it
4T1lSPEED··Front and rear units in direct drive. is advisable that you memo r ize
Re d u c t i o n & Dir ect D rive clutch and band appli c a t i on . Fig. # 2
i llu s tr ates clutch and band ap-plication .

.l
 STUD E N T NO.
C i akC F h
- - - - - - --
DATE: OCr /k //'C:Z
S T REET.....,.~L.:~=c...L,
/;
~"c.... Ie? ~
'/-._l...:::..L......: . . . . . .~. .L. : : . . _~_£._..../.._- __
GRADE
CIT Y L ~- 0 /\/ P= c:A CO" / 0 ' J
------ - ----
I

Print N a TI1 e & Address PLAI NLY i n i nk CORREC T E D BY

Corn p l et e t h e e x arn in at i on by ans wering the questions in the sp a c e s provid e d b elow,

R emov e th is Answer Sheet c arefully , fold neatly and mail i rnrn e d i at e lv to your In-
struc tor fo r p rocessing and gr ading .

USE THE FO L L O W ING PROCEDURE IN DOING TRUE-FALS E QUES T IO N S .

1. REA D E A C H QU ESTION AT LEAST THREE (3) TIMES .

2. M A K E S U R E THAT YOU UNDERSTAND COMPLETELY WHAT IS ASKED , AS

SOME Q U E ST IO N S ARE DEFINITELY "CATCH " QUEST ION S .
3. R EVIE W THE QUESTION FOR THE LAST TIME: RE ME M B E R THAT O NE
WORD C AN CHANGE THE ENTIRE MEANING OF THE S E N T E N C E .
4. M A K E Y O U R FINAL DECISION A ND CIRCLE EITHER "T " FOR TRUE OR
"F" FOR FALSE.
5. YOUR P R O J E C T SHEET IS WORTH 50%. EACH TRUE - F A L S E QUESTION
IS W OR T H 5%.
TEST QUESTIONS

1. Redu c t i o n of the front unit is the same as the rear unit. T (il
2. The fron t planetary unit contains more clutch plates than the rea r
plane t a r y unit. T @
3. The rear servo is applied by spring pressure and released by o il
pre s s u r e . {T F

4. Whe n the transmission is in third speed, the front clutch a n d rea r

band are applied. T (iJ
5. The clut c h and band are never applied together on the same plan e t a r y
unit. @ F

6. Two plan e t a r y gear trains provide four forward speeds . 6) F

7. Whe n a clutch is applied, the planetary gear train is in redu c t i o n . T @

8. The front servo is applied by spring pressure and released by o il
pres s u r e . T @
9. With the engine running and the selective lever in Dr range , appl y
pres s u r e is always present at the front servo.
Y I.:

10. Whe n a pply pressure is directed to the front servo, the band is alw a y s
appli e d. {l7 / F
-38-

- ~-- - - ----~----------------------'-
 /
PROJECT SHEET
(Hydra-Matic Fundam ental s)

Compl et e t he following exe r c i s e s from m emory. Underline ONLY the unit whi c h is applied

FR ON T PLANETAR Y UNIT REAR PLA NETAR Y UNI T <:»

3 r d Spe ed

1s t Spe ed
B an d

B an d
Clutch

Clutch
Band

Clutch
-
C l ut c h

Ba nd
-=---
4th Spe ed C lutc h Band Band Clut c h

R e v ers e B and Clutch Clutch Ban d

...--=-

Neutral Clutc h Band Clutch Band

2nd Speed B an d
-
Clutch Band C l ut c h

3rd Spe ed Cl.~ch

-
Band
---
Clutch B a nd

1st Spe ed

4 thSpeed
Clutch

Band
----
Band

Clutch
Band

Clutch
C l ut c h

B and

C l ~h
Reverse

Neutral
Clutch

Band
-
Band

Clutch
Band

Band
»r:
Clut c h

2nd Speed Clutch Band Clutch

--
Band

4th Speed

Neutral
Band

Band
-
Clutch

Clutch
Band

Band
-
Clut ch

Cl ut c h

2nd Speed Band Clutch

..-
-
Band Clut c h

1st Speed

Reverse
Band

Band
....-
Clutch

Clutch
--
Band

Band
C l ut c h

C lut~ h
~

3rd Speed Band Clutch Band C l.u t c h

2nd Speed Clutch

..-- Band Clutch
--
Ba nd

Reverse Clutch
--
Band Clutch Ba nd

3rd Speed

4th Speed
Clut ch

Clut ch
-
Band

Band
Clutch
...........

Clutch
Ba nd

Band

Lst Speed

Neutral
C l~h
Clutch
B~
Band
Clutch
Clutch
--
B and
Band
-39-
 FLUID COUPLINGS

PURPOSE

The flui d cou p lin g transm.its engine torque to the transm.is si on . Ju s t as th e clutch of
the stand a r d transm.ission delivers the power developed by the eng i n e to th e trans-
m.ission, so does the fluid coupling. However, the fluid coupli n g do e s the job auto-
m.atically . Therefore , the clutch pedal is unnecessary. B ecau s e a ll parts w o r k in
an oil-fi ll e d housing, the engagem.ent is far sm.oother than wou l d be p o s s ib l e with the
standard clut c h .

The flui d coup li n g is not to be confused with the torque conve r t e r us e d with the various
other aut o m.a t i c transm.issions. The fluid coupling will delive r only t h e engine output -
nothing rn o r e , A torque conv erter will m.ultiply engine output . Torqu e converters will
be full y c ove r e d when the other transm.issions are studied.

The fluid coup lin g consists of four m.ajor assem.blies :

1. Flyw h e e l 2. Driven Torus
3. Drive T o r u s 4. Torus Cover

Flywhe e l Driven Torus Drive Torus

Torus Cover
Fig. # 1 Major Units of the Fluid Coupli n g

The Flywh ee l is bolted to the engine crankshaft. A ring gea r , which is engaged by the
starter , is f a s t e n e d to the outer circum.ference of the flywhee l.

Pick up a n d exa m.i n e the following units as they are described :

The Toru s C ove r : a heavy m.etal housing which bolts to the flywhe e l form.ing an oil
- - - - - -- - - - - -
tight com.p a r t m. e nt.
A splined hub m.ounted on springs to the torus cover housing d ri v e s th e internal gear
of the fro n t pla n e t a r y unit of the transm.is s i on , (Fit the torus cover internal splines
over the exte r n a l splines of the front planetary unit internal gea r ) .

-40-
----~--
.!!:~~::i~~~~d_~i~e~.-!~~u~ _r::~r::~e-.:~ are identical LU construction except for the size
of their splined hub s.
A torus member i s made up o f an outer shell , an inner shell , and v a n e s whic h inter-
connect the outer and inne r shell. The dr ive torus is splined to the int e r m e d i a t e
shaft; the driven tor us is spline d to the mainshaft. A spring loaded che c k v a lve is
a t t a c h e d to the driven tor u s m emb er to pre v ent the fluid in the coupling from draining
b ack into the transmi s s i o n . (Pr ess down on check valve. Check to se e i f the r e is any
bind). A schematic cros s s ection of the torus ~embers, installed in a fl u i d fi ll e d
housing is illustr a te d in Fig . # 3.

DRIVE TORUS

OUTER SHELL INNER SHELL

\
,
\

COMPARTMENT DRIVEN TORUS

VANES

Fig. # 2 T o r u s Membe r s

Fig . # 3 Cross Sect io n show i n g

Torus Memb e r s i n Housing

O PERATION of t h e FLUI D COUPLING

To better illustr at e the a c t i o n which tak es plac e inside the oil-filled hou s i n g , a com-
parison with water will be m a de . If one inch of water is put in a shallow sauc e p a n
and the saucepan i s floate d i n a t u b e of water, spinning the saucepan w ill forc e the
water from the cent e r of the pan. This , of course , i s du e to c e n t r ifug a l forc e . In-
creasing the speed o f the spinning pan w ill force the water outward and up the sides of
the pan. A further increa s e i n speed will send the water up the sides o f the p a n and
over the edge into the tub.
Let us suppose, n o w, that w e suspend another saucepan, identical to the firs t one, to
the ceiling by a s tr ing in an inverted position . The two pans are very cl o s e to each
o t h e r but are not t o u c h i n g . Spinning t h e lower pan at a great enough spe e d w i ll cause
the water to go o u t ward fr o m t h e center and up the sides, striking the upp e r p a n . The
f orce of the water striking the upper pan w ill cause this pan to rotate . Eventu a lly ,
b ot h pans will spi n at the same rate of speed. This is, in effect , a fluid coupli n g . Not

-41-
a very effi ci e n t one, certainly, but still a fluid coupling. Thes e same principles apply
equally to the Hydra-Matic fluid coupling. The principle differ e n c e is that the sauce-
pans are on a horizontal plane while the torus members are on a vertical plane .

As you hav e perhaps noted, a consider-

able quant ity of water will be lost with DRIVE
TORUS
the water coup li n g . For this reason the
rotating u nit s , as used with the Hydra-
Matic flui d c o u p l i n g , are contained in an
oil-filled comp a r t m e n t made up of the
flywheel a n d t o r u s cover. The drive
torus is s p lin e d on the intermediate
shaft and may be compared to the lower
saucepan. T h e driven torus is splined
on the mai n s h a ft and be may compared
to the uppe r p a n. In operation, rotation
of the drive t o r u s forces a volume of oil
forward w hic h strikes the driven torus
causing it to r ot a t e in the same direction .
Efficiency o f t h e coupling is improved
because of t h e vanes. Fluid circulation
is illustrat e d i n Fig. # 4 .

F ig . # 4 T o r us Members in Operation

How the Flui d Coupling Operates in the Car:

To illus t rat e how the fluid coupling operates in the car, the follo w in g example is
given: A v e h i cle approaches a red light. The ope nato r r e l eas e s the accelerator
pedal and bra k e s the car to a stop. Although the selectiv e le v e r is still in Dr
range, t he engine does not stall. The reason for this is that t h e engine at idle
speed turn s t h e drive torus member slowly. There fore, t h e v olume of fluid
forced outwa r d toward the driven torus is very small. The light changes to green.
The dri v e r of the car steps down on the accelerator pedal, engine speed increases
rotating the flywheel and the torus cover. The torus cove r is s p lin e d to the front
planetary i nt e r n a l gear causing the drive torus to rotate rapi dl y . A volume of oil
is force d r a d i a ll y outward striking the driven torus causin g it to r otate. The
driven t o r u s i s splined to the mainshaft of the tra nsmiss ion . Pow e r is delivered
by the m ain s h a ft which is splined to the driven torus , to the rea r planetary unit
and thenc e t o the output shaft of the transmission. The car is in motion .

Fluid Coupli n g Efficiency:

A fluid c oup l i n g is:

1. V ery e ff i ci e nt at high speed.
2. Le s s e ff i ci e n t at intermediate speeds .
3. Ineffi c i e nt at idle.
An engine c a n turn over with the selective lever in Dr range be c a u s e a fluid coupling
is inefficie n t at idle. At higher speeds the amount o f slippag e in a fluid coupling is
neglible .

-42-
Location of the Flu i d Coupling:
The flu id coupli n g is located directly behind the engine, just forward o f the trans-
mission. How e v e r , in the power train the location of the fluid coupling i s between
the front and the re a r planetary units. This is illustrated in Fig. # 5 s chem a t i c a lly .

ENGINE FRONT PLANETARY

TORUS COVER TORUS MEMBERS REVERSE PLANETARY

Fig . # 5 Location of Transmission Units Schematically

SPEED REDUC T I O N OF THE DRIVE TORUS MEMBER

With the e n g i n e idli n g and the selective lever in Dr, Lo , or R , the speed at which the
drive torus rotate s is approximately 7/10 engine speed since the front p l a n e t a r y unit
is in reduction. (F i g. # 6). The transmis s i on was so designed to allow a n i d l e s pe e'd
of 375 rpm withou t t h e car "creeping" forward when in Dr range.

A s the drive tor u s rotat e s , a volume of

oil is forced forwa r d i n t o the driven
torus. As has b e e n stated, a fluid
c oupling i s ineffici e n t at idle. The DRIVEN
TORUS
slower the rotati o n of the drive member,
the l e .. s tendency ther e is for the car to FLY.
creep forward. WHEEL

CRANK.
Placing the selectiv e l eve r in the Dr SHAFT
'x
position applies both b a n d s putting the
planetary gear t r ains in t o reduction.
Therefore , the s p e e d a.t which the
c arrier and pinio n s w a l k around the
center gear is re d u c e d . The shaft on
which the drive t o r u s i s mounted (the DRIVEN
TORUS
intermediate shaft ) i s the carrier for
the front planetary unit . When vehicle
speed increases t o a p oin t where reduc-
tion is not neces sar y , t h e front plane-
tary unit will shift to di r e c t drive. The Fig. # 6 Drive Torus Spe e d Reduced
drive torus will t hen t u r n at engine
s peed.

-43-
 TEST QUESTIONS

1. A fl u i d coupling multiplies engine torque. T F

2. The tor u s cover is splined to the flywheel. T F

3. The drive torus rotates 'a t 7/10 engine speed in 1st to enab l e the engine
to idl e with o u t the car creeping. T F

4. A flu i d coupling is inefficient at low engine RPM. T F

5. The dr ive torus member is larger in outer diameter than the dr i v e n

toru s m e m b e r . T F

6. Use of a fluid coupling on a Hydra-Matic transmission elimi n a t e s the

clutch p e d a l . T F

7. The d r ive torus member differs from the driven torus mem b e r in
the size of the splined hubs. T F

8. The f r on t planetary internal gear is splined to the drive tor u s m e m b e r T F

9. Whe n a v e h i cle comes to a complete stop the selective leve r mus t be

move d t o Neutral to prevent the engine from stalling. T F

10. When the engine is idling, the drive torus moves only a sma ll v olume
of oil into the driven torus. T F

11. The t o r u s cover always rotates at the same speed as the fly w h e e l. T F

12. The dr ive n torus member is splined to the mainshaft. T F

13. The mai n s h a ft drives the rear planetary unit. T F

14. A flui d c o u p lin g is very efficient at low speed. T F

15. In the pow e r train, the fluid coupling is located in back of the rea r
planet ar y unit. T F

16. The drive torus member rotates at 7/10 engine speed when the front
planetary unit is in direct drive. T F

17. The s l ow e r the drive torus member rotates the greater the tenden c y
for the ca r to creep.

18. The d rive torus is splined to the intermediate shaft. T F

19. The d r i v e torus member turns at engine speed when reducti o n i s no

longe r nec e s s a r y . T F

20. The d ri v e torus member is held in place by a snap ring. T F

-44-
 STUDENT NO.
NA M E _ - - - - - ---
DATE:
STREET _
GRADE
CITY _ - - - -- - - - --
Pr int N a m e 8. Ad dr ess PLAI NLY i n ink CORRECTED B Y

Complete t he e x a m i n a t i on by answering the questions in the spaces p ro v i d e d be low.

Remove this An s w e r Sh eet carefully , fold neatly and mail immediate l y to your In-
structor for proce s si ng and gr ading .

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUESTIO N S .

1. READ EA C H Q U ES T IO N AT LEAST THREE (3) TIMES.

2. M A K E SU RE THAT YOU U NDERSTAND COMPLETELY WHAT IS A SK ED , A S

SOM E QUEST IO N S AR E D EFI NITELY "CATCH " QUESTIONS .
3. REVIE W THE QUESTION FOR THE LAST TIME: REMEMBER THA T ON E
WORD CAN C H A N G E THE E NTIRE MEA NI NG OF THE SENTEN C E .
4. MAKE Y O U R FINAL DECISION AND CIRCLE EITHER "T" FOR T R U E OR
"F" F O R FA L S E.
5. YOUR ESSA Y QUESTION IS WORTH 20 % . EACH TRUE-FALS E Q U E S T ION
IS WO R TH 4 0/0 .

ESSAY QUES T I O N : Why is the fluid coupling designed to rotate at 7 /1 0 engine

speed ?
 POWER-FLOW OF THE HYDRA-MATIC TRA NS M IS SI O N

This le s s o n wi ll be illustrated b y a series of diagrams. Follow the a r r o w s carefully .

Assembl e th e t r a n s m i s s i o n and work out the problem. Fig. # 1 illus t rat e s assemb ly
o f the t r a n s m i s s i o n .

Examine thi s diagram carefully. Make sure you know the nam e s of t h e component
pa r t s . Pick up each part from the disassembled transmissio n and ide n t i fy it. Try
to name each part without referring to the diagrams or text.

P O W E R -FLO W IN NEUTRAL - Engine Running

, -1
L-j-------'
REAR PLANETARY

./ §
4 YWHEEL NEUTRAL
ENGINE RUNNING

Fig. # 1 Power-Flow in Neutral (Engine Run n in g )

W it h the e n g i n e running and the selective lever in the N position , both b ands are relea s-
ed, b o t h clutche s are released. Therefore, the transmis s i on is in n eut r a l and no tor que
c an be tr a n s m it t e d

-45-
------- ~
The path of power is fr o m the flywheel, to the torus cover, to the front int ern a l gear.
Since neither band nor clutch is applied in the front planetary unit, the pinion gears
rotate on their pins and no power is transmitted to the carrier and intermedi a t e shaft.

SUMMARY: Front b a n d released

Front clut c h released
Rear ban d released
Rear clut c h released
The tr an s m i s s i o n is in NEUTRAL

POWER-FLOW IN FIR S T SPEED

...
.. .... IJ ·
.,. •
.

1.45-1
REDUCTION
TOT AL REDUCTION 3.82-1

FIRST SPEED
DRIVEN TORUS

Fig. # 2 Power-Flow in First Speed

-46-
The selective l e ver is moved to Dr or La range. Automatically the t r a n s rn i s s i o n is
in 1st spe e d. Both bands are applied, both clutches ar e r el ea s e d . As the acceler-
a t o r is de p re s sed , the path of power is from the flywheel , to the tor u s cover , to the
front inte r n a l g e a r . The front band is applied , holding the fro n t plan e ta r y unit center
gear , cau si n g t h e pinions and carrier to rotate in th e sam e d ir e c t i o n at a reduced
speed. P o w e r is t r a ri s rn i tt e d along th e interm ediat e shaft , which i s p a r t of the front
carrier as s emb ly , to the dri ve torus m emb er , to the dri v e n to r u s rne mb e r , to the
rna i n s haft , Alo ng the mainshaft, wh ich is the center ge a r of t h e re ar p l a n e t a r y unit
to the pini ons . The rear band is applied , holding th e rear u n i t inte r n al g e a r , The
carrier tu r ns, therefor e , at a r educed spe ed . The c a r r ier f or th e rear unit is the
output shaft o f th e transm is s i o n ,

SUMMARY : F r o n t band applied

F r ont clutch r eleas ed
R ear band applied
R ear clutch r eleased
T h e transmission is in FIRST SPEED

FRONT BAND OFF

FRONT CLUTCH
ENGAGED REAR BAND ON
REAR CLUTCH
RELE A SED

OUTPUT SHAFT

SECOND SPEED

Fig. # 3 Power Flow in Second Speed

-47 -
POWER-FLOW IN SECOND SPEED

As the vehicle g a i n s momentum. governor pressure will move the 1-2 s h ift e r valve,
and the transmi s s i o n will shift to 2nd speed . The front clutch will appl y a s the front
servo r eleases t h e b an d . The front unit is now in direct drive, the rea r un i t is in
reduction .

The path of powe r is fr o m the fl ywheel , to the torus cover, to the front un i t internal
gear . Since th e clutch is applied, the front planetary rotates as one un i t . Power
travels along the i nt e r rn edi a t e shaft to the drive torus, to the driven to r u s , along the
rn a i n s haft to the ce n t e r ge a r . The rear band is applied , therefore the r ear unit is i n
reduction . The carrie r rotat es inside the rear unit internal gear at a r e d u c e d speed
carr ying the out put shaft i n the same direction.

SUMMARY : F r o n t band released

Fr o n t clutch applied
Re a r b a n d applied
Rea r c l ut c h released
Th e t ran s m i s s i o n is in SECOND SPEED

POWER-FLOW IN THIRD SPEED

RS
FRONT BAND ON
BAND OFF
REAR CLUTCH
ENGAGED

1.45-1
REDUCTION

THIRD SPEED

Fig. #4 Power-Flow in Third Speed

-48-
Before sta r ti n g power -flow in 3rd speed, pick up th e carrier as s e m b l y of th e front
planetary u n it. Note that the intermediate shaft e xtends forwa r d a n d rearward of
the carrie r. Keep this po int in m ind.

Increased gove r n o r press ure mo v es the 2-3 shifter val ve . Th e fro n t band applies
as th e clut ch re le a s e s . The r ear clutch applies as the band r el e a s e s . The front
unit is now in re d u c t i o n, the r ear unit is in direct dri v e .

The path of powe r is from th e flywheel to the torus cover to the fro n t i n te r n al g e a r .
The front planeta r y is in reduction , therefo re the carrier an d in termediate s h a ft
turn at a re d u c e d speed. At the carrier the path of power spl it s . Pa r t of the torqu e
is applied f orw a r d along the i n t e r me d i a t e shaft, to t h e dr i v e t orus , to th e dri ven
torus , al o ng the mainshaft to the center gear of the r ear unit. The remainin g t o r q u e
is applied r earw a r d along the intermediate shaft to t h e hub w h i c h i s s plined to it.
The hub h a s spli ne s on the outer circumf erence to w h ic h a r e splin e d the composition
clutch d isc s. Since th e r e a r clutch is applied, the d rum a nd inter nal gear ar e driven
in the same dire c t i o n as the ·:.. e n t e r gear. Both the r ea r u n it cent er gear and th e rear
unit internal gea r rotate at the same speed and dri v e th e p i n ion car r i e r and output
shaft.

SUMMARY : F r o n t band applied

F r o n t clutch released
Rear band rel eased

Re a r clutch applied
The transmission is rn THIRD SPEED

The r easo n w h y t he Hy dra-Matie t r a n s m i s s i o n w as d esi g n ed w ith a s p li t torque is b e s t

e xplained by compa r in g the Hydra-Matic t r a n s rn i s s i o ri and fl u i d coup li n g to t.1C stand-
ard transmis s i o n and clutch . Most repairmen are familiar wi th t h e fact t hat a s ~ i p p i ;l g
clutch will rare ly slip in 1st gear . No r-rriaIl y this condit ion b ec o m e s appar ent i r, .3rd
gear w he n a ccele r a t in g . This proves that there is alw ays a greate r tendenc y toward
s l i p p a g e at a hig h speed than at a low speed.

The fluid c o u p l i n g , as used w ith the H ydra -Matic t r an srn i s sion per fo r m s exactl y the
same funct i o n as th e standard clutch. However, it does the job automa t i c a ll y . To re-
lieve the fl u i d c oup l i n g, to prevent slippage at the higher speeds , onl y part of the torque
passes thr o ug h the coupling. The remainder is deli vered b y the rea r clutch to the in-
ternal gear o f the rear planetary unit.

POWER-F L O W IN FOURTH SPEED

Additional speed creates greater governor pres sure , whic h mov e s th e 3 -4 shifter v a l v e .
Movement of t h e 3-4 shifter val ve causes the front band to relea s e as the front clutch is
applied . B o th p l a n e t a r y units are then in direct dr i ve.

The path of powe r is from the flywheel to the torus cover to the front in t e r n a l gear . The
front clutch i s a p p lie d, therefore the complete planetary gear train w ill rotate as one
unit. The torque splits at the intermediate shaft . Part going f orward to the drive torus ,
driven tor u s, m a i n s h a ft and center gear. Part going rearwa rd to the hub, through the
applied rea r clutc h to the internal gear of the rear unit. The ce nt e r gear and the intern -
al gear both rota t e at the same speed in the same direction , mov in g t he carrier and out -
put shaft at the same speed.
-49-
S UMMARY: F r o n t band released
Fr o n t clutch applied
Re ar band released
Rea r clutch applied
T he transm.is sian is in FOURTH SPEED

REAR CLUTCH
FRONT CLUTCH ENGAGED
ENGAGED

~ , :

DIRECT

FOURTH SPEED

Fig . # 5 Power-Flow in Fourth Speed

Before attem.p t ing t o understand power-flow in reverse, it is suggeste d that you first
review the rev e r s e action in the lesson on planetary gears.

-50-
POWER- FLO W IN REVERSE

FRONT CLUTCH FRONT BAND ON

RELEASED
-, REAR BAND OFF

.. REVERSE
ANCHOR
APPLIED

............
1.45-1
REDUCTION

TOTAL REDUalON 4.30-1 REV ERSE

PLA NETA RY

REVERSE

Fig. # 6 Power-Flow in Re verse

Move.rn e n t o f the selective le ver to the R position will appl y the front band an d r el ease
the front clut c h . Both the rear band and the rear clutch are r e l e a s e d . The reverse
anchor is app l i e d .

The path o f p o w e r is from the flywheel to the torus co v er , to t h e f ront internal g ear.
The front u n i t i s i n r eduction. Power travels forward alon g the i nt e r m e di at e shaft to
the dr ive tor u s, to the driv en torus, along the rna i n s ha.ft to t h e c e n t e r g ear of th e rear
unit. T he b a n d is not appli ed, the clutch is not applied , how e v e r , t h e w ei ght of the
v e h i cle h o l d s the output shaft fr orn turning. The output shaft i s p a r t of the pinion
carrier, t h er efo re, th e carrier is held . While the carrier is h el d and power is applied
to the ce nte r gear, the internal gear is dri ven in the re verse d ir e ct i o n . The reverse
action t akes place in the rear planetary unit.

-51-
 - - -------------------~---

A fl ange is bolte d to the rear unit internal gear. The flange is splined to the center
gear of the reve r s e unit. An anchor holds the reverse internal gear. T h e center
gear forces the pini on s of the carrier, which is splined to the output shaft , to rotate
inside the held int e r n a l gear at a reduced speed. The output shaft turns i n a reverse
direction, at a r e du c e d speed .

SUMMARY: Fr o n t band applied

Fr o n t clutch released
Rear b a n d released
Rear cl ut c h released
Reve r s e anchor engaged
T h e tr a n s m i s s i o n is in REVERSE

It must be note d that in reverse , the rear unit provides the reverse mot i o n while the
reverse unit con t r ib u t e s further reduction. The reverse unit serves n o fun c t i o n ,
whatever, in any spe e d but reverse.

-52-
 TEST QUESTIONS

1. The re a r band is applied in 1fit and 2nd speeds . T F

2. When t h e rear band is applied in 1st speed, the rear unit center gear
is held. T F

3. When t h e rear band is applied in 2nd speed, the rear unit internal
gear is held T F

4. The fr o n t band is applied in 1st and 3rd speeds. T F

5. When t h e front band is applied in 1st speed, the front un it center is

held. T F

6. When t h e front band is applied in 3rd speed, the front unit internal
gear is held. T F

7. When t h e front unit clutch is applied, the drive torus memb e r rotates
at flyw h e e l speed. T F

8. With the selective lever in the Reverse position, the re ve r s e action

takes pla c e at the rear planetary unit. T F

9. The cen t e r gear of the rear planetary unit is part of the m a i n s h a f t . T F

10. The re a r unit carrier is part of the output shaft . T F

11. In 3rd and 4th speeds, the path of power splits at the front planetary
unit to prevent slippage at low speeds. T F

12. In 3rd arid, 4th speeds, the rear clutch delivers power to t h e rear unit
center gear. T F

13. The reve r s e anchor holds the internal gear of the reverse planetary
unit. T F

14. The reve r s e unit center gear is splined to a flange which is bolted to
the c ent e r gear of the rear planetary unit. T F

15. In all f o r w a r d speeds, the reverse unit performs no func t ion . T F

16. In Neutra l the front planetary unit rotates the drive torus member. T F

17. The fro n t unit internal gear is driven by the torus cover. T F

18. In 3rd s p e e d the front unit is in direct drive , the rear unit in reduct ion. T F

19. The inte r m e d ia t e shaft is part of the front planetary unit. T F

20. In 3rd speed, the torque splits at the front unit, part going forward to
rotat e t h e drive torus , the remainder going rearward to d r i v e the rear
unit int e r n a l gear through the rear unit clutch. T F

-53-
 STUD E N T NO .
NA M E - - - - - - --
- - - - - - - - - - - - - - - - - - - - -
DAT E:
ST R E E T
- - -- - - - - - - - - - - - - - - - - - GRADE
C ITY _ - - - - - - - - - -
Print N a m e & Address P LAI NL Y in in k CO RR E C T E D B Y

Compl ete the exam i n a ti o n by a n sw e r i n g the questions in the sp a c es pro v id e d b e l ow .

R emov e t h i s An swe r Sheet c arefully, fold n eatly and m ai l drnrn e d i a t e lv t o yo u r In-
structor f o r proce s s i ng and g ra d i n g .

U S E THE FOLLOW ING PROCEDURE IN DOING TRUE-FALSE QU E S T IO N S .

1. REA D EAC H Q U ESTIO N AT LEAST THREE (3) TIMES.

2. MA K E SU RE T HA T YOU U NDERSTA ND COMPLETELY WH A T I S A SK E D , A S

SOM E Q U E ST IO N S AR E D EFI NITEL Y " C AT C H" q U E ST IONS.
3. R EV IE W THE QUE S T ION FOR THE LAST TIME: REMEM BER THA T O NE
WORD CAN C H AN G E THE E N T IRE MEA NI NG OF THE SENT E N C E .
4. M A K E Y O U R FI NAL D EC ISIO N A ND CIRCLE E ITHER " T" FOR TR U E OR
"F" F O R FALSE.
5. YOU R ESS A Y Q U E S T IO N IS WORTH 20% . EACH TRUE -F.ALS E QU E S TIO N
IS WO R T H 4 % .

ESS A Y QU E S T I O N : Why, in your optnion, is it nec essary to und e r s t a n d th e

powerflow of the transmission ?
 PLA
----N E- TA
- - R- Y
- - GEARS
- - - - - -and
- - POWERFLOW
- - - - --- - - ---of- _the
._- POWERF __
- - - - _ . L ..I_-
T E- -TRANSMISSION
- - ---- --- -
PLANETA R Y GEAR TRAINS

A pl a n et a r y gear train is com- The annulus gea r e n cir cl e s the

pris e d of the following components: planeta ry p in i o n gears and is meshed
(Fig. 58) with them. The p lan e t a r y pinions
a. An annulus gear (internal gear), are free to rotat e o n the planetary
pinion s hafts whi c h are anchored in the
b. A pla n e t a r y pinion carrier with
t h r e e or more planetary pinion pinion carr i e r . The sun gear rotates
inside and i s al so meshed with the
gear s .
c. A s u n gear (center gear). planeta ry p i n i on s .

ANN ULUS GEAR

PLANET PINIO N GEAR

53x95

Fig. 58 - Planetary Gear Set

How the Pla n et a r y Gear Train Works

o:§ The planet a r y gear train can be

The annulus gea r w ill rotate
the planetary p in i o n s on their
\
used to inc r e a s e torque (turning
shafts. At the same time. it will c a u s e e-r'
effort ) and reduce speed. This
can b e d on e by holding the sun gear the planetary p i n i on s to "walk" -. I
around the sun gea r. The planetary
statio n a r y and driving the annulus
pinion carrier will therefore be
gear . (F i g. 59)

-55-
-'
forced to rot a t e in the sam e d i re ct ion planetary pinion carrie r s t ationary
as the annul u s gea r but at a reduced and driving the sun gea r , pl a n et a r y
speed. pinion gears will turn o n the i r shafts
since the planetary pini o n s operate
The gear t r a i n in thi s instanc e as idlers and transmit the to r q u e
operates a s a spee d reducing torque to the annulus gear. (Fig . 60 )
increasing unit.

The directi on of r ot a t i o n may be This rotates the annulu s gea r

reversed b) use of a planetary in the reverse direction at a re-
gear train. When holding the duced speed with increa s e d torque.

~ LAN ET PINION CARRIER HELD

Fig. 60 - Planetary Gear Set (Planet Pinion Carrier Held) - Reverse

When any two memb e r s of a planetary 18l If no two members are l ocked to-
gear train a r e locke d t o g e t h e r, a gether and no two m e m b e r s are
direct or 1 to 1 dri v e is obtained. held stationary, torqu e w ill not
(Fig. 61) There is no movement be transmitted. Thi s perm it s
between the gears. neutral operation of the g e a r
train.

-56-
- -- - - - - - - -
 ~ /ANNULUS GEAR AND
" :~ SUN GEAR LO C KED TOGETHER

I
.1
Fig. 61- Planetary Gear Set (Annulus and Sun Gear locked) - Dire ct i
j
TRANSMI SSIO N POWERF LOW

Drive R a n g e (Breakaway)
the kickdown plan et a r y gear train
As the v e h i cl e is started or is
stationary. (F ig . 62) Powerflow
being dri v e n slowly, with the gear
is from the torqu e converter turbine,
shifts ele ct o r i n Drive (D) the
to the input shaft , to the annulus
transmis sion is in reduction. The
gear of the front planetary and to
kickdown band is applied at this
the sun gear of t h e rear planetary
time. Thi s holds the sun gear of
gear train.
KICKDOWN ANNULUS GEAR
When the front s u n gear i s held
stationary and the annulus gear is
REVERSE BAND DRUM
:E72 ~ the driving memb e r , the front
Yi1~~~=~7 REVERSE SUN planetary carr i e r rotates at a
. L GEAR
slower speed tha n the annulus gear.
The rotative spe e d of the rear sun
gear is further r educed by the rear
planetary gear s e t before the power
is transmitted t o the output shaft.

Since both the fro nt planet carrier

and the rear planet a r y carrier are
splined to the rea r band dr um , the
KICKDOW N SUN GEAR STATIONARY
45~2061 rear planetary car r i e r is rotated
Fig. 6 2 -PowerFlow in Transmission slower than the r e a r sun gear. which
(Brea ka w a y, Kickdown or Low) turns at input shaft speed.

-57 -
 front sun gear is locked to the in-
The rear pl aneta ry gears, therefore,
put shaft. Both rotate at the s a m e
rotate backwa r d on thei r s hafts
speed. (Fig. 63)
and the rear annulus gear which
is the driven memb er and is ~---

splined to th e output shaft, rotates KICKDOWN BAND

forward mor e slowly than the plane-

tary carrier s , PLANET CARRIERS
~ REVERSE BAND

The front plan e t a r y g e a r train

coupled with t he rea r planetary
~~~=~
gear train pr ovi d e s a starting
gear ratio of 1. 72 to 1 at the
output shaft of the tr a n s m i s s i o n.
The 1. 72 to 1 gear t r a i n ratio
in the trans mi s sion multiplied
by the 2. 6 to 1 torque multiplication
of the torque c o n v e r t e r provides
an over -all starting rat io of KICKDOWN SUN GEAR 45 )(2062
4.47 to 1 at the tran s m i s s i o n out-
Fig . 63 -PowerFlow in Tra nsm issio n
put shaft. (Direct Drive)
The front annulus gea r is s plin e d
Drive Rang e (Kickdo wn ) to the input shaft. Si n c e th e annulus
and sun gears are lock e d to g e t h e r
When in dir e ct drive, depressing the complete front plan e t a r y gear
the acceler a t o r pe da l to the £loor train rotates as a unit. ;
downshift s t h e tra n s ~ i s s i o n fro~
, direct driv e to r-e.du c t i on , As thi s The front planetary ca r r i e r and
takes plac e the direct clutch is rear planetary carr i e r als o ro-
( released a n d the fr o nt band is
applied . P o w e r £lo w through the
tate at the same spe e d , sin c e both
are locked together b y the s plin es
transmissi o n is the same as it in the reverse band d r um ,
is for brea k a w a y . (Fig . 62)
The rear sun gear is spline d to
Low Range the input shaft. Since the rear
sun gear is locked to the rear
When the s e l e c t o r con t r ol is placed planetary carrier , t h e rear
in Low (L) the trans m i s s i o n remains planetary gear tra in rotat e s as
in reduction at all t i m e s and will a solid unit. With bot h th e front
not upshift into dir e c t drive. When and rear planetary g e a r t r a i n s
driving in L ow , only the front band locked together, powe r fl ow is
is applied. Powerfl o w is the same straight through the trans - .
as for brea k a w a y . (Fig. 62) mission resulting in a 1 t o 1 r atro ,

Drive Rang e - Dir e ct Reverse

When the tr a n s m i s s i on upshifts When the selector con t r o l is

from redu cti on , the unit is in placed in a reverse p o s it i o n the
direct d rive . A s t h e upshift rear band is applied locki n g the
occurs, the dire ct clutch is front and rear planet carr i e r
engaged, both the front band and stationary. (Fig. 64 ) The d ire ct
rear band are rel e a s e d. When clutch and front band are relea s ed.
th e d i re ct clutch is applied, the
-58-
" - -'-:'
-_ -=='L-_ _ ~ _
 reverse d i r e c t i on at a reduced
PLANET CARRIERS
STATIONARY
speed . Th e transmission gear
rat io in Re v e r s e is 2. 39 to 1 .

Neutral

When a sel e ct o r control is placed

in Neut r a l (N) positon , the direct
clutch , fro nt and rear bands
are rel e a s e d . Since the gears
of the p l a n e t a r y gear train are
not locke d together, and the other
KICKDOWN SUN GEAR IDLING units a r e in the released position ,
power can not be transmitted to
45x2063
KICKDOWN PLANET GEAR IDLING the outpu t shaft. All gears are
fre e to rot a t e .
Fig . 64 - Pow erFlow in Transmission (Reverse)

Sinc e t h e rear planetary carrier Sounds caused

is hel d stationary, the rear annulus Noie: by the units
gear a n d output shaft are driven rotating m a y be audible .
b y t he r e a r planetary gears in a

-59-
 TEST QUESTIONS

1. The te r m annulus gear is another name for the center gear . T

2. When any two members of the gear train are locked togethe r th e gear
@
J

train is in reduction. T

3. When t he k ickdown band is applied , the sun gear of the k i ckdo w n planetary
gear t r a i n is held stationary. & F

4. The ki c k d ow n annulus gear is the driven member of the kickd o w n p l a n e t a r y

gear t r ai n . T (j)
5. With th e ki c k d o w n band applied the rear sun gear turns at i npu t s h a ft speed. IT; F

6. The re ar unit annulus gear is the driven member. & F

7. The re a r band is the kickdown band. T

8. Powerflow i n Low Range is the same as in breakaway. F

9. When t h e t r a n s m i s s i o n is in direct drive, the rear band is app li e d to lock

the fron t s u n gear to the input shaft. T

10. The front planet carrier always rotates at the same speed a s t he rear
planet c ar r i e r . F

11. The re a r u n i t sun gear is attached to the front unit annulus g e a r and is
splined to the input shaft. T

12. When in d i r e c t drive the input shaft rotates at the same spe e d as the output
shaft. (j; F

13. When t h e sel e c t o r is in the Low Range position , the kickdown ban d remains
applied. (j) F

14. When s h ift i n g to direct drive, the clutch releases and the k i c k d o w n band
applies. T @
15. When the s e l e c t o r is moved to Reverse the rear band applie s . ~ F

16. When in R e v e r s e the rear carrier is held stationary while the f ron t carrier
rotates in a reverse direction. T i)
17. When in re v e r s e the rear annulus gear is dr iven in a reve rse d i r e c t i o n . (11 F

18 . In Neutr al both bands and the clutch are released. (j) F

~- 19 . When th e t r a n s m i s s i o n is in Neutral , both the input and output s haft s rotate

at the same speed. T

20 . With the se l e c t o r in Reverse. the front planetary sun gear rotat e s in a

reverse d ir e c t i o n . T @
-60-
 STUDENT N O .
NA M E -=-.!=::.....l.<:1..."'--~~_........::::...J..:===:...:::::.........;:.-- _
--------

STREET~ 8J2~A'L e~
DA T E: et c1: ~ >.c i

/
GRADE~C;. 6
..~_-==:-:::~_
CIT Y S--~ ede? ~9./ '/ ~
Print N a m e &: Add ress PLAI NLY in ink CORRECTED B ~., c::.2'f.

Complete the exam i n a t i o n by ans wering the questions in the spa ces p rovid ed below .
Remo ve this A n sw e r Sheet c arefully, fold neatly and mail immedi a t e l y to your In-
structor for p r oc e s s i n g and gr ading .

USE THE F OLLO W ING PROCEDURE IN DOING TRUE-FALSE QUES T IO N S .

1. READ EA C H QUESTIO N AT LEAST THREE (3) TIMES.

2. M A K E SU RE THAT YOU U NDERSTAND COMPLETELY WHA T IS A SK E D, A S

SOME QU EST ION S ARE DEFI NITELY "CATCH" QUESTIO NS.
3. REVIEW T H E QUESTIO N FOR THE LAST TIME: REMEMBER THAT O NE
WORD CAN CHA NGE THE ENTIRE MEANING OF THE SEN T E N C E .
4. MAKE Y O U R FI NAL DECISIO N AND CIRCLE EITHER "T" FOR TRUE OR
"F " FOR FALSE.
5. YOUR ESSA Y QUESTION IS WORTH 20% . EACH TRUE-FALS E QUESTIO N
IS WOR T H 4 0/0 .

ESS A Y QUES TION: State the clutch and band applications for the follo w i n g gear r a t i o s i .L>

Ne u t r a l: ~ ~ ~ f:?~

R educ t i on:~

~ ~.£1cLL.
~
Direct Driv e :/

R e verse : ~
 PLANE T AR Y GEARS and POWERFLOW of the POWERGLI D E T RA N SM I SSIO N

THE PLANE T A R Y GEAR TRAIN AND

CLUTCH
The four plates a r e i nternally
The plane t a r y gear tra in and clutch splined to the clut c h h u b . The
of the Powe r glide transmission clutch hub in tur n is splin e d to
(Fig. 67) provide the following se- the input shaft. The pa r t s are
lector leve r positions: Drive, retained inside the drum by a
Reve r s e , Low and Neutral. The clutch flange, fla n g e re t a i n e r
hydra ulic clutch assembly is con- and retainer r ing . The clutch
taine d in a clutch drum, which flange is splined to the low sun
includ e s a clutch piston, clutch gear.
sprin g and piston seals, five
steel plate s externally splined When oil pressur e is d i r e ct e d
to the clut c h flange and four to apply the clutch piston , the
plate s fac e d on both sides. clutch plates are compr e s s e d
tightly together . This c o n n e c t s
1 2 3 4 8 6 7 B 9 10 11' 12 13 14 18 the clutch drum to the clutch hub
and the Lnpet shaft caus i n g the
low sun gear to rotate with the
input shaft.

em When oil pressur e is n ot direc-

ted to apply the clutch piston,
the clutch is relea s e d a n d the
clutch spring retu r n s the pis-
ton to release the clutch plates.

em The outer circumf e r e n c e of the

clutch drum is u s e d fo r appli-
cation of the low band. Appli-
cation of the low band holds
the low sun gear stationar y .

The planetary g e a r set is com-

prised of the re v e r s e s un gear,
low sun gear, s h o r t and long
1. Inp ut Shaft 15. Governor Drive Gear pinion gears, a revers e ring gear
2. Clutch Drum 16. Governor Driven Gear and drum and a pl a n e t carrier.
3. Clutch Piston Ou ter Ring Seal 17. Planet Carrier
4. Clutch Piston Inne r Ring Seal 18. Low Sun Gear Thrust Washer
5. Law Brake Band 19. Planet Lang Pinion
6. Clutch Drive n Plates 20. Law Sun Gear There are two s u n gea r s in the
7. Clutch flange Retai ne r 21. Reverse Drum and Ring Gear
8. Clutch flange Retaine r Ring 22. Planet Pinion Shaft Lock
planetary carrie r as sem b l y , the
9. Planet Pinion Pin Plate reverse sun gea r and t h e low
10. Planet Short Pinion 23. Clutch flange
II. Planet Pinio n Need le 24. Clutch Hub Thrust Washer sun gear. The reverse sun gear
Bear ings 25. Clutch Hub
12. Reverse Sun Gear 26. Clutch Drive Plates
is splined to, and rotate s with,
13. Reverse Brake Band 27. Clutch Spring the input shaft. The low sun gear
14. Output Shaft 28. Clutch Piston Fig. 67
may rotate free l y until the low
band or the clutch is applie d .

- bl -
 LOW
The revers e sun gear is meshed 1.82 TO 1
with three l o n g pini o n s . The long
pinions ar e meshe d with three
short pinions . The short pin-
ions are mes h e d w i t h the low
sun gear an d r e v e r s e ring
gear.

all Both the long prm.ons and the short

pinions are s u p p o r t e d on, and ro -
tate about pl a n e t p inion pins which
are securely ancho r e d to the pla-
net ca.rrier. The planet carrier
is part of th e output shaft.

all The reverse sun g e a r and short

pinions alwa y s rota t e in the same
direction. The a p p li c a t i on of
band or clut c h , h ow e v e r , deter-
mine wheth e r the output shaft
will turn in a forwa r d or a re- all The gear train will autom a t i c a lly
verse direct i on . shift to Direct Drive b e t w e e n
12 to 50 mph depending on how
O p e r a t i on fully the accelerator pedal is
depres sed. When the s h ift takes
Automatic Drive place, the brake band rel e a s e s
and the clutch applies. This
all Movement of the s e l e c t o r lev- locks up the planetary t r ain
er to "D I ' r a n g e , t i g h t e n s the causing it to rotate as a unit .
low band ar o u n d the drum.
all With the clutch applied, the clutch
This action holds the drum
stationary, w h i c h i n turn hu? which is splined to t he input
shaft is secured to the clu t c h flange
holds the clutch fl a n g e and
low sun g e a r statio n a r y . The through the clutch plates . The clutch
flange is splined to the l o w sun
clutch i s r e l e a s e d . When
the accel era t o r p e d a l is de- gear. The low sun gear is in
pressed, the car will move mesh with the short pin ion s ,
forward wit h the t r a n s m i s - the short pinions are in mesh
sion in re du ct i on or Low range with the long pinions, and the
long pinions are in mes h with
(Fig. 68).
the reverse sun gear. T h e re-
all Powerflow i s through the input verse sun gear is spline d to the
shaft,to the re vers e sun gear, to input shaft. Powerflow is then
the long pin i o n gea r s , to the short through the input shaft t o the r e-
pinion gears w h i c h are in mesh ver s e sun gear, to the l o n g p in-
with the low sun gear . Since the ions, to the short pinions, to the
low sun gea r is held stationary low speed sun gear. Sin c e the
with the b and appli e d , the short low speed sun gear is lo c k e d to
pinions "wa l k arou n d " the low the input shaft through t h e clutch
sun gear. As they " w a l k around" flange, the clutch plates and the
the low s u n gear, they carry the clutch hub, the entire u n i t will
output s h aft , to w h i c h they are rotate at turbine speed (Fig. 69).
anchored w i t h them at a reduction This is known as Direct Drive.
of 1. 82 to 1.

-62-
 DRIVE REVERSE
1 TO 1
1.8 2 TO 1
\

Fig. 69

Low Rang e

In Low ran g e , as when starting

for w a r d i n automatic Drive,(Fig. 68)
th e clutch is released and the
band is a p p li e d to the outer Powerflow is t h e n throu g h the
circumf e r e n c e of the clutch input shaft, to t h e re v e r s e sun
drum. There fore, the clutch ac- . gear, to the lon g p i n i o n s , to
tion t a ke s place as when starting the short pinion s . S inc e the
in aut om a t i c drive. However, short pinions a r e in mesh with
h ydr a uli c action differs in that the reverse int e r n a l g e a r which
the m a n u a l valve in the main valve is held stationar y when the band
body i s p o s it i on e d so that it is applied, t he s ho r t p i n i o n s
blo ck s off the passages to the " w a I k around " in s i d e t h e inter-
low and d r ive valve body. This nal gear in a r eve r s e d i r e c t i on
elimin at e s the po s s ib ili t y of an carrying the outp u t shaft to
automa ti c shift into Direct Drive. which they ar e an c h o r e d with
them at a re d uctio n of 1. 82 to 1.
Reve r s e

It is n e c e s s a r y in Reverse to
Neutral
rotate t he planet carrier, which
is part "of the output shaft, in
In Neutral posit i o n , the output
the di r e c t i o n opposite that of
shaft does not rota t e . W i t h the
norma l r ot a t i o n (Fig. 70).
selector lever in the ne u t r a l
With t h e s e l e c t o r lever in the position, t he clut c h and the low
Reve r s e p o s i t i o n , the clutch and and reverse ban d s are released.
low ban d a r e released. The re- Therefore, th e r e is no reaction
verse ban d is applied to the outer member to prov i d e a po s i t i. v e
sur fac e o f t he drum. With the drive. All gear s are f r e e to
band appli e d to the drum. the re- rotate around t h e i r own axis.
verse inte r n a l gear which is part No motion is impar t e d t o the
of the dr um is held stationary. planet carrier in any dir e c t i o n .

-63-
_._~--~--- ~----------~--------------
 TEST QUESTIONS

1. The clut c h hub is splined to the transmission input shaft. T F

2. When t he clutch is applied, the low sun gear is driven at inpu t shaf t speed. T F

3. The clu t c h piston is applied and released by oil pressure. T F

4. Applica ti o n of the front band holds the Reverse sun gear stat i o n a r y . T F

5. The l ow s u n gear is splined to the input shaft. T F

6. The c a r r i e r assembly contains six pinion gears which are i n mes h with the
rever s e s u n gear. T F

7. The s h o r t pinion gears are in mesh with both the reverse r i n g gea r and the
rever s e s u n gear. T F

8. The s h o r t pinions and reverse sun gear always rotate in the same direction. T F

9. The out p u t shaft is firmly attached to the reverse ring gear . T F

10. When t h e l ow band is applied the short pinions "walk" around the low sun
gear. T F

11. The sho rt pinions always rotate in the same direction as the long p i n i o n s . T F

12 . When t h e clu t c h is applied the carrier rotates at the same spe e d as the in-
put sha ft . T F

13. In direct dr i v e the turbine rotates at the same speed as the ou t p u t shaft. T F

14. The clu t c h i s applied in low range and the transmission will n ot s h ift to
direct drive . T F

15. With th e s e l e c t o r is Reverse position, the output shaft rotate s i n a direction

opposite th e carrier. T F

16. When t h e r e a r band is applied the reverse sun gear is held stationa r y and
the outp ut shaft rotates in a direction opposite to the input s haft . T F

17. When the t r a n s m i s s i o n is in Reverse range the clutch drum rotates in a

directi o n o p p o s it e to the input shaft. T F

18. Reducti o n i n Reverse is the same as in Low Range, however , t h e ou t p ut

shaft r ot ate s in a different direction. T F

19. In redu c t i o n the front band is applied, in reverse the rear ban d i s a p p li e d ,
in direct dr i v e the clutch is applied. T F

20 . In Neut r a l t h e r e is no reaction member to provide a positive dr ive. T F

-64-
 STUDENT NO.
NA M E _ - - ------
DATE:
STR E ET _
GRADE
CITY _ - - -- - - - - - -
P r i nt N a m e & Address PLAI NLY in i n k CORRECTE D B Y

Complete t h e examin a t i on by answering the questions in the spaces pro v id e d b el ow .

Remove thi s Answe r Sheet c arefully, fold neatly and mail immedi a t e l y to your In-
structor fo r p roces s i ng and g rad in g.

USE THE F O L L O W IN G PROCEDURE IN DOING TRUE-FALSE QU E S T IO N S .

1. REA D EACH Q U ES T I O N AT LEAST THREE (3) TIMES.

2. MAKE S U R E THA T YO U UNDERSTA ND COMPLETELY WHA T IS A SK E D , AS

SOME Q U E ST IO N S AR E D E FINITEL Y "CATCH " QUESTIONS .
3. REVIEW THE Q U E STION FOR THE LAST TIME: RE MEMB E R THA T O NE
WORD CA N CHAN GE THE ENTIR E MEA NI NG OF THE SENT E N C E .
4. MAKE Y O U R F INAL DECISION AND CIRCLE EITHER "T" FOR TR U E OR
"F" F O R FALS E .
5. YOUR ESSA Y Q U E ST ION IS WORTH 20%. EACH TRUE-F.ALS E Q U E ST IO N
IS WO RT H 4 % .

ESSAY QUE S T IO N : In your own words, describe powerflow in di re c t d r i v e .

 PLA N E T A R Y GEARS and POWERFLOW o f the FORDO MA T I C TRA NSMISSION
---- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ---------------
PLA NETARY GEAR TRAIN FRONT CLUTCH FRONT BAND INTERNAL GEAR OUTPUT

INPUT
REAR CLUTCH~ REAR BAND
"
~ SHAFT

The construction and operation of the planetary gear ~m ~ I

.---'-~-'\
train is explained in the following paragraphs.

a. Construction.
The compound planetary gear system used in both
transmissions provides neutral, low, intermediate, high,

PRIM ARY SUN

G EAR SHA FT

SECON DARY SUN

GEAR SHAFT

Fig. 8-Planeta ry Gear Train-Neutral Position

the same time the rear band is applied, holding the

plan etary carrier.
Fig. 7- " a ne ta ry Gear Train The primary sun gear drives the primary pmions
around their stationary pinion pin s and the primary
and reverse ranges depending on the application of the pinions drive the secondary pinions whic h in turn cause
bands and clutches. The gear train (fig. 7) consists of a the internal gear, fast ened to the output shaft, to turn
primary sun gear (A), secondary sun gear (E) , primary in the same direction as the sun gear, in reduction. The
pinions (B), and secondary pin ions (C) held in a com- rear band, being applied, prevents the pinion carrier
mon carrier and an internal gear (D) which is integral

....-
FRONT BAND ' \ REAR BAN D APPLIED HOLDING
with the transmission output shaft. RELEASED ~ PLAN ET CARRIER STATIONARY

b. Operation.
The operation of the gear train members held or
driven to provide the various ranges for smooth and effi-
cient operation is described herein.

(1) NEUTRAL.
When the transmission is in the neutral position, none
of the gear train mem bers are held or driven. Therefore,
no power is tra nsmitt ed to the output shaft ( fig. 8).
POWi:R
INPU T REAR'C LUTCH POW ER
(2) LOW RANGE. OUTPUT
RELEASED
• POWER INPUT I

Low range is accomplished with the front clutch • RATIO liIICREASE

FRONT CLUTCH APPLIED
applied to drive the primary sun gear (fig. 9) and at ill RATIO REDUCTION DRIVING PRIM ARY SUN GEAR

Fig . 9-'ow e r Flow- Low Range

- 65-
 FRONT BAND APPLIED HOL DIN G
SECONDARY SUN GEAR STATIO N ARY
( 4) HIGH RANGE.

To accomplish high range, both the front. and rear

clutches are applied whil e both bands are released ( fig.
11). With both clutches applied and both bands re-
leas ed , th e pinions cannot rotate. Therefore, the entire
planetary gear train revolves as a un it, causing the out-
put shaft to rotate at the sam e speed as th e input shaft
thus obtaining direct drive.

FRONT BAND ""-. HOLDING PINIO N CARRIER

RELEASED ""'" REAR BAN D APPLIED
i "

lI) POWER INPUT

• RATIO INCREASE FRO NT CLUTCH APPLIED DRIVING
D RATIO REDUCTION PRIM ARY SUN GEAR
...
fig. 10-Power flow- Interm ed i ate Range

from rotating.

(3) INTERMEDIATE RANGE.

To provide intermediate ra nge, the front clutch is
applied to drive the primary sun gear. At the same time,
the front band is applied to prevent the secondary sun • POWER INPUT
gear from rotating (fig. 10 ). Thus, th e primary pin ions • RATIO INCREASE
FRONT CLUTCH
drive the secondary pinions and cause them to "walk" Ei.I RATIO REDUCTION RELEASED

around the secondary sun gear, carry ing the internal

Fig. 12-Power Flow-Re ve rse Ra n g e
gear and output shaft around with them.

FRONT BAND REAR BAND

RELEASED RELEASED
"ItI I (5) REVERSE RANGE.
I

Reverse range is accomplished by the rear clutch

being -applied to drive the secondary sun gear while the
rear band is applied to prevent the pinion carrier from
rotating ( fig. 12) . The secondary pinions drive the
internal gear in the reverse direction. The primary sun
gear and the primary pinions rota te freely and have no
effect on the gear train.

POWER INPUT

Fig. ll-Po w e r Flow - Hig h Range

- 66 -
 TEST QUESTIONS

1. The r e a r clutch drives the priInary sun gear. T F

2. The f r on t band holds the secondary sun gear stationary . T F

3. The r e a r band holds the carrier as sembly stationary. T F

4. The front clutch drives the secondary sun gear. T F

5. The i n t e r n a l gear is held stationary by application of t h e re a r band. T F

6. The prim a r y sun gear shaft is splined to the front clutch hub . T F

7. The fr o n t band encircles the front clutch cylinder . T F

8. Whe n t h e rear clutch is applied the carrier is always d r i v e n at the

same spe e d as the output shaft. T F

9. Whe n b o t h clutches are applied the transmission operate s at a 1 to 1

rat io. T F

10. Whe n the rear band and rear clutch are applied the tran s m i s s i o n is in
redu c t i o n . T F

1 1. The f ront clutch is applied in all forward speeds and re v e r s e . T F

12. The fr o n t band is applied only in the intermediate range . T F

13. Whe n the f ront clutch and front band are applied the t r ansmiss i o n i s
i n inte r m e d i a t e . T F

14. Both t h e f r on t clutch and rear band are applied in low range . T F

15. The prima r y pinions are meshed with the secondary pini o n s . T F

-67 -
~~~~~~~-~~~~~~~~~~~~~~~~- -- --
 - - - - -1--
I
STIUDENT NO. _
NA M E _
DATE:
STREET _ I

I
GRADE
CIT Y _ ----- - - - - -
Print N a m e & Address PLAI NLY in ink CORRECTED BY

I
Complete the e x a m i n a t i on by answering the questions in the spaces p r o v id e d below.
Remov e thi s An s w e r Sheet carefully, fold neatly and mail l immediate l y to your In-
structor for p roc e s s i n g and grading .

USE THE FO L L O W IN G PROCEDURE IN DOING TRUE-FALSE QUEST IO N S .

1. READ EAC H Q U ESTIO N AT LEAST THREE (3) TIMES.

I

2. M A K E SU RE T HA T YOU U NDERSTAND COMPLETELY WHAT IS ASK E D , AS

SOM E QUESTION S AR E DEF IN ITELY " C A T C H " QUESTIONS .
3. RE VIEW TH E Q U E S TIO N FOR THE LAST TIME: RE MEMBER THA T ONE
WORD CAN CH AN G E THE E NTIRE MEANING OF THE SENTEN C E .
4. MAKE YO U R F IN A L DECISION A ND CIRCLE EI THER "T" FOR TR U E OR
I

" F " FOR FALSE.

5. YOUR ESSA Y Q U E ST ION IS WORTH 2 0% . EACH TRUE-FALS E QU E S T IO N
IS WO R TH 4 %.

ESSAY QUES T I O N : Give the clutch and band application~ for thr e e f or w a r d
s peeds , R evers e and Neutral.
 SPRAG CLUTCHES

A s p r a g clutch is a device having irregular members wedge d betw e e n two con-

centric m e m b e r s . It allows rotation of a unit in one direction a n d lo c k s the unit
from rot a t i n g in the opposite directions. Sprag clutches are us e d in the Strato-
Flight H y d r a - M a ti c to lock one member of each planetary gear set for reduction.
In direct driv e the sprag clutches allow free rotation.

The spra g clutch consists of three parts, the inner race , the spr a g assembly,
and the o u t e r race. The inner race is connected to the part whi c h is to be held for
reduction, o r allowed to rotate for direct drive. The outer race is fastened to the
transmi s s i o n case and is stationary.

Sprag Clutch

I
When t o r q u e is applied to the inner race in a counterclockw i s e d i r e c ti o n s as
indicated by t h e dotted arrows , the sprags will b e wedged b e t w e e n t h e inner and out-
er races . T h i s wedgin g [a c ti o n , shown by the dotted arrow s lo ck s the inner race
from turning.

When t o r q u e is applied to the inner race in a clockwise di r e c t i o n as indicated

by the solid a r r o w s , the Is p r a g s will fall free . When t he spra gs fall free as indicat-
ed by the solid sprags , the inner race is allowed to rotate fre e l y i n a clockwi se di-
rection.

-68-
 2~~~~~~~~~~_~~~~~~9~~_~~~~s~~~~

The T o r q u e Converter is a device which multiplies e l g i n e torqu e wh e n

require d and provides a direct drive when multiplication is not r e q u i r e d .
The conve r t e r assembly consists of the following thr Je m emb er s :
(a ) A driving member, called the converter pump.
(b ) A d r i v e n member, called the turbine.
(c ) A s t a t o r , located between the pump and turbine.
The thr e e c o m p o n e n t s are enclosed in an oil filled compartm e nt ma d e up
of the pump cover and engine flywheel.
The c o n v e r t e r pump is mechanically con-
nected to the engine. When the engine is
running, oil w i t h i n the converter cavity
is mainta i n e d under pressure by the front
oil pump . Oil is then picked up at the
inner sect ion of the converter pump and
directe d to i t s outer edges where it is
thrown again s t the curved blades of the
turbine. Thi s action causes the turbine
to rotate d rivin g the transmis s ion input
shaft.
As the oil leave s the turbine it is traveling
in a d i rection opposite to pump rotation.
The bla d e s o f the stator (curved in the
opposite d ire ct i o n to those in the turbine)
change the di r e c t i o n of oil flow so that the
oil strike s the back side of the converter
pump b l a d e s helping to drive the pump.
Therefo r e , the total torque transm.itted
to the drive line is the combination of
engine t o r q u e plus the additional torque
suppli e d by the redirected oil striking
the back side of the converter pump blades.
The stato r i s m.ounted on a sprag clutch,
which holds the stator from. moving in a
revers e dir e c t i o n when the unit is acting
to mult i ply t o r q u e . As the turbine speed
approac h e s p ump speed there is progres-
sively less t o r q u e m.ultiplication.
The sta t o r w h i c h in the beginning was stand-
ing still, is picked up by the rapidly rotating
oil and accel e r a t e s until the pump, turbine
and sta t o r ar e turning at alm.ost the same
speed. Whe n the stator rotates, inte rfe r erice in the oil flow be t w e e n the
turbine and pump is m.inim.ized. When all three m.einbers are turni n g
togethe r the r e is no torque m.ultiplication in the con~erter and it is acting
as a fluid c o u p lin g .

-69-
 BASIC RULES OF A SIMPLE PLANETARY GEAR TRA IN

R E D U C T ION: 1. When the internal gear is h e l d s t a t i o n a r y

and power is applied to the cente r gear,
the carrier will rotate in th e sam e direc-
tion as the center gear but at a r e d u c e d
speed.

2. When the center gear is held stat i o n a r y

and power is applied to the intern a l gear,
the carrier will rotate in t he same direc-
tion as the internal gear but at a reduced
speed.

3. When the band is applied, th e gea r train

is in reduction.

DIR E C T DRIVE: 1. When any two members of a plan e t a r y gear

train are locked together, t h e gea r train
will function as coupling for d irect drive.

2. When the clutch is applied, the ge a r train

is in direct drive.

R EVERS E : 1. When the planetary carrier i s held station-

ary and power is applied to one m e m b e r ,
the opposing member will rot a t e in a re-
verse direction.

NEU T R A L: 1. When no member is held stat i on a r y and

no two members are locked togeth e r , the
gear train is in neutral and c ann o t trans-
mit torque.
- - -- - - - - - - - - - - - - - - - - - - - - --j - - - -- - - - -
 TRANS MISS I ON I DE NTIFICATI ON CHART

Car . Mod el and E ng i ne Tr ansmissio~ Name a n d

Ye a r Displacement Code No.

BUI CK & BUICK SPECIAL

1964-65 Al l (E x. Speco) Su per Turbine 400
1 9 64-6 5 Spe c ial & LaSabr e
_______()...;E::£x::..l.a.....:L~e:::;.S:=_::::
a.::::.:
b~;,.,;e ~S
~ t.:::
a~._
· . ;.W;,a::.;;
.: g..:..::..,;)~ Su per Tu r b ine~:;..;...:...,...~
~~;:=.,~~..::;..;;;..;;:.: 30 0 _
196 1 -63 Spec i a l Dual Pat h ( Spe c i a l )
1948 -63 Al l (Exo 61-63 Spec .. ) Dyn a flow, Turb i ne Drive,
Twin Turb ine
1958-59 Al l Flightpitch, ' Tr i ple Turblne

CADILLAC
1965 . Al l Turbo H ydro~atic
1964 Al l (Ex. Series 62, 75
Commer c ial Chassis) Tu r bo Hydr a ma t i c
1964 Serie s 62, - 75 -Commercial
Chass i s Controll e d Cou pling
195..6:-6.3 .. Al l Controll e d Coupling
1946-55 Al l Hydramatic -
Standar d & Dual Range
.' .

CHEVROLET PASSENGER ( see Co r vai r )

1963 -65 Al l Po werglide (Alu minu m Cas e)
1962 Al l Pas seng er w/ 32 7 C.I ..
En g .. Powerg l i de ( ~ l u m i nu m Cas e)
.---.....
19 50 -62 Al l Pa s se nge r
(Ex .. '62 w/ 3 2 7 C .. l o Eng" ) Powerg l ide ( Ca s t I r o n Case)
'1 9 5 7- 61 Al l Turboglid e '

TRUCK
1/2 To n , 3L4 Tori~
1/ 2 Ton
Al l ( Ex .. 60-62 1/2 Ton)
CHRYSLER & I MP ERIAL
1 962-65 Al l ' T orqu~f l i te ( Alu mi riu m Cas e)
1956-6;1. Al l Torqu efl i t e (C ast Iron C""a se )
195 3 _~
·76~~:;=--------------i~~~.:rr~~:::.:::::.:::'..::...-=..::...:::.:.::..-::::::.:::..::.:....
Al l . Po we r f 1 i t e

COME T
1964-65 Al l (E x o " 6 4 w/PCY 'C~4 ( Alu minum Ford 3-Spe e d)
Se r i e s Tran s .. ) C~4 ( Al u mi num Fo rd 3-S pe e d)
. -1 9 6 4 Al l w/PCY Ser ie s Trans" Mercomatic ( Fo r d 2-Spe"ed) _.
1 96 0- 6 3 Al l Mer ~om at ic {P or a 2 -S"peear

CORVA IR
1960 -65 Al l ' Corvair P6werg lid e

DESOTO
1957-61 Al l Tor queflite ( Ca s t I ron Cas e)
1954 -60 Al l P owerfl i t e -

DODGE
. 1 962..::.§ 5 Al l ' T o rq~ e f l i t e ' ( A l u m i nu m
Cas e)
1960-61 Al l ' 8 Cylo ' . Torqu efI i t e ( Ca s t Iron LaseT
1960 -61 Al l 6 C.Yl .. ...T orquef lit eo (Al uffil nu m Cas e)
1957"':59 Al l Tor qu e f ll te '. ( Cast Iron C as~­
1954-61 Al l Powerfll t e .
 - _H. - ~-

EDSEL
1 95 9-60 Al l w/ PBP , PBR, PBS
Ser ie s Tr ans" (Fordomatic 2-Sp e e d )
1 95 8-60 Al l ( Ex ~ 59-60PDPP BR,
PBS Ser ie s Tr ans,,) Fordomatic 3-S pe e d
F 85
1 964-65 Al l J et away - Turbine Dr i v e -
2...,S pe ed
1 961-63 Al l Roto Hydramatic
( Models 5-240)
FALCON
1 965 Al l C-4 ( Aluminum 3-Spe e d )
1 960 -6 4 Al l Fordomatic 2-'Spe e d
FORD PA SSENGER (Se ~ F alcon"Thund erbird)
1 9 65 Al l (Ex " Cus tom & Gal a xi e ,"

w/ PCT , PCD, PCE- Tr a n s . ) . C-4 ( Aluminum 3-S pe e d )

Al l Cu s t o m & Ga lax ie wi
.... PCT , PCD , PCE .Tr -a n s " Cruis eomatic ( For d 3-Spe ed)
1 9 64 Al l Fair lane w/ 289 Eng,,;
Cu s tom & Gal a x i e wi
PCV-D, PCW-V Tr ans C-4 (Aluminum 3-Sp e e d )
F a i r lane (E x" w/2 8 9 Eng ,, } ;
Cu s tom & Ga lax ie wi
PCH-C Tr ans" . For d omatic (F ord 2-Spe ed)
Al l Cus to m & Ga lax ie
( ~ ~. w/PC H-C , PCV- D,
PCW- V 'Pr a n s , ) Cruis e omatic (F or d 3~Sp e ed)
1 9 63 'Al l Fair lan e ; Custom ' &
Ga lax i e w/ PCH, PCP Tr ans" Fordomatic (F ord 2-Sp e ed)

Cruis eom atic ( F or d 3-Spee d)

1 9 62 Al l F ai r lane ; Cus tom &
Gal axi e 6 & 8 Cyl. wi
PCJ , PCK Tr ans" Fordomatic (For d 2-Spe ed )
Cu s t om & Galaxie (E x"
6 & 8 Cyl " w/ PCJ,
PCK Tran s ,, ) , . Cruis eom atic (F or d 3-Spe ed)
1 96 0 - 61 Al l 6 Cy l " w/P BP-B-C,
PCH-A Tr a ns. & 8 Cyl.
w/PBR , PCJ ? PBS Tr anso For d omatic (F or d 2-Spe ed )
Al l 6 Cyl o w/ PAY- R , PAY-M;
8 Cy l o w/ PAZ, PBL , PBM , Fordb matic - Cru i s e oma t i c
PBR ? pas , PCJ, P CK Tr ans. (Ford 3-Speed) ,
1 95 9 Al l w/ RBP , PBR , PBS Trans" - F or d oma t i c (Ford 2-Speed)
Al l ( Ex s w/P BP, .,PBR ,
PBS Tran s o) For domatic (F o r d 3- Spe e d )
1 951-5 8 Al l
FORD TRUCK
1 965 EI OO, FIOO, F 2506 Cyl"
w/P CS ? p cw ~ . PCZ Tr a n.so C- 4 ( Alu minum 3 - Spe e d )
F l OO, F250, 8 Cylo wi
PDB- C Tr ans" Cruis e omatic (F or d 3 -Speed)
F35 0 , P 35 0 , P5 00 6 Cyl" wi
PDB:'.-A Tr ans. Cruis e omatic (F or d 3-Speed)
1 9 64EIO O ~ 6 Cyl " C~4( Aluminum 3-S p e e d )
FIOO , F 250,F350,P350, P500
w/PAU, PBC,P BW ,P BY
Tran s o Cruiseomatic (F or d 3-Spe ed)
(/ --
 "

TRANS MISSION ' I D E N T ~ F I CA T I O N CHART

Car :Model and Engine Transmission Name and

Year Displacement Code No .

BUI CK & BUI CK SPECIAL

19 64 -65 Al l (Ex. Spec.) Super Turbine 400
1964-65 Spe c i a l & LaSabre
. Lf:.-x . Le Sab.re StaG Wa g . ) Su p er Turbi n e 300
. 196 1 -6 3 Spe c i a l " ' Dual Path TSpeci a r }
1948:-63 Al l (E x .. . 61-63 Spec.) Dynafl ow, Tu r b i ne Drive,
Twin Turbine
19 58 -5 9 Al l Flightpitch, Trip l e TurE~ne

CAD ILLAC .
1965 ·· Al l Turbo Hydroma t i c
1964 · Al l (Ex. Serias 62, 75
Commer c i a l Ch~ssis) Turb o .Hy d r a ma t i c
1964 Ser ie s 62, 75 Commercial
Ch a s s i s Controll e d Cou p li n g
12.56 :&L.-.8.:?-
1 "?-
1 .--,.- Contr oll e d Cou pling -
..,.-_...;;;::.:;.:::::..:;;.;:;.;:;:..;..::-:::..~:.=:...:::.::;;:.~ _
19 46~55 Al l Hydr a matic '-
Standar d & Dua l Rang e

CHEVROLET PASSENGER ( see Corvair)

1 96 3-6 5 Al l Po we r glide ( Al u mi nu m Ca s_e_
-
o
) _

1962 Al l P asseng er :w/327 C~Jo

Eng . Powe r g l i d e ( ~ l u rn i nu m CQs e)
,--
1950-62 -Al l Pas s e ng e r
( Ex . '62w/327 CoT.. Eng .. ) Powe r g l ide (C a s t Iron Ca se)
1957-6 1 Al l Turboglid e

CHEVROLET TRUCK
1 963 -65 1 /2 Ton, 3L1.-Ton ~owe rg l ide ~ ( Alu m i nu m Ca s e)
1 960-62 1 /2 Ton Po wer q l ide { C a s t I r o n ~a~s~e~T~
195 1 -62 Al l (E x. 60-62 1/2 Ton) · Hy dramat i c - ,

CH RY SLER & I MPERIA L

1962-65 Al l
1956-61 Al l
1953-56 Al l · Powerfli t e

COMET
1964 -65 Al l (Ex. '64 w/ PCY ' C- 4 ( Aluminum F ord 3-Spe e d)
Ser ie s Trans.) C-4 (Alu'i ninum Ford3- Spe e d)
1964 Al l w/PCY Ser ie s Trans. · MercQm at i~ { F o r d 2-:<:rpeear---
1960-63 Al l ·Me r co ma t i c · ( F ora · 2 ~ Sp ee d)

CORVAIR
1960-65 Al l Corva ir Pow erg~? e
- - ------
DESOTO
1957-61 Al l Tor qu efli t e (C a s t Iron Ca s e)
~-
1954-60 Al l ' Powe r f l i t e

DODGE
1 9 6 2- 6 5 Al l Tor ~eflit e ( Al u mi nu m Ca se )
1960-61 Al l 8 Cyl. Torque f lite CCa s t l r o n-~seT'
1 9 60-61 Al l 6 Cyl. Torqu efl ite TAl um~num Cas e)
1957-59 Al l Torque fl~ te ~ C as t Ir on Ca se;--
1954-6 1 Al l PowerfTl t e
--------------_--.:._'------------------ - ~ - - ---~
EDSEL
1959-60 Al l w/ PBP , PBR, PBS
Ser ie s Tr a n s " (Fordomatic 2-Spe e d )
1 958 - 60 Al l ( Ex " 59-60 PDPPBR,
PBS Ser ie s Trans,,) Fordomatic 3-S pe e d
F85
1 96 4-65 Al l J etaway - Tur bine Drive -
2-S peed
1 961 -63 Al l Rot o Hydramatic
( Mo d els 5-240)
FALCON
1965 Al l C-4 ( Aluminum ·3-S pe e d )
1 96 0 - 6 4 Al l Fordomatic 2- Spe e d
FORD PASSENGER (Se e F alcon, Thund erbird)
1965 Al l (E x " Cus tom & Gal axi e
w/ PCT , PCD, PCE Tr ans~) C-4 ( Aluminum 3~ S p e e d )
Al l Cus tom & Galax i e wi
PCT , PCD, PCE Tra n s " Cruis eomatic ( F or d 3 -Speed)
1 964 A l~ Fa i r l a n e 0 /2 89 Eng .;
Cu s tom & Gal ax i e wi
PCV- D, PCW-V Tr a n s . C- 4 ( Aluminum 3- S pe e d )
Fai r l a n e ·( Ex . ~/ 2 89 Eng.);
Cu s t o m & Galax ie wi
PCH-C Tr ans. For domatic (F or d 2-Speed )
Al l Cu s to m & Ga l a x ie
( Ex ~ ~ /P C H - C , PCV- D,
PCW- V Tr a n s " ) C ru ~s eom atic ( F or d 3- Spe e d)
1963 Al l ·F a i r l a n e ; Custom &
Ga lax ie w/ PCH, PCP Tr a ns. Ford o mitic(~ or d 2-Sp e e d)
Cus tom & Ga l ax ie ( Ex. wi
PCH, PCP Tr a ns . ) Cruis e omatic ( ~or d 3 - S p e e d )
196 2 Al l F a i r l a ne ; CustOill &
Galax ie 6 & 8 Cyl. wi
PCJ , PCK Tr ans. Fordomatic (F or d 2-S pe e d)
Cu~to m & Ga l ax ie ( Ex"
6 & 8 Cyl o w/P CJ ,
PCK Tr a n s . ) Cruiseomatic ( F or d 3 - Spe e d)
1960 -6 1 Al l 6 Cy l o w/PBP -B - C ,
PCH- A Tran s . & 8 Cyl.
w/ PBR , PCJ, PBS Tr ans. F or doma t i c (F ord 2-Speed )
Al l 6 Cy l " w/ PAY- R , PAY- M;
8 Cy l o w/P AZ, PBL , PBM, F ord o matic - Crui s e o ma t i c ·
PBR , PBS , PCJ, PCK Transo (For d 3 ,;..Spe ed)
1959 Al l w/ PBP , PBR , PBS Trans o Fordomatic (F ord 2-spe e cD
Al l ( Ex. w/PBP , PBR ,
PBS Tran s 0) · . Fordomatit (F o r d 3- Spe e d)
1951 -58 Al l Fordomatic ( F or d 3-Spe e d)

F ORD TRUCK
1965 EI OO, F 100 , F 2 50 6 Cy l .
w/ PCS , PCW , PCZ Trans" C-4 ( Alu minum 3 - Sp e e d )
F I OO, F250, 8 Cylo wi
PDB- C Tran s " Cruis eom atic ( F or d 3-Spee d )
F35 0 , P35 0 , P5 00 6 Cylo wi
PD&';"'A Trans 0 Cruis eomatic(F or d 3-Speed )
1964 E1 00 6 Cy l o C-4 ( Alumin~m3-S p e e d )
F 1 00 , F 250, F 3 50 , P 3 50 , P500
w/PAU, PBC , PBW , PBY
Tr an s o Cruiseomatic ( F or d . 3-Speed )
----- --_. -- - - - -
 LI NCOLN TECHIU CAL U JST I TUTE
~UT O MA TI C TRANSMI SSION CLUTCH AND BA Nb .l>.DPI.TC':A'I'T-ON CHART
.r>
"A " JETAlrJAY " D" DYNAFLOW "E" FORD-O-MATI C
" F " p m 'IERGLI DE " CAST I RON"
LO . S. NoC . Bo "K" FORDOMATIC 2 SPEED LOo F .C . -R oB o
So " N" POvvER1:'LITE 2 n d F .Co -FoB ..
1st NoC . So
2nd COUP NoCo So LO. Fo Bo 3rd F .C o-R oC .
3r d So NoC . RoCo HIGH FoC. Rev. R oC o- RoB o
4 th COUP NoC o R.Co REVo R oB o
Rev. S. RoCONE

"B" TORBOGLI DE "P" TURBI NE " 4 0 0 "

LOo 1 s t Turb i n e Phas e NoC . FoC. LOo f" oC o loCo R oB o

2 nd 2nd Turb i ne P h ase NoC o FoCo 1st F oC o lo Co S
3 rd 3rd Tu r b i n e P h as e NoC o FoCo 2 nd F.C o lo Co F oB o
GR . 1 st Turb ine P has e Gr ade Retar d C . 3r d F oC o I.Co D. C .
Re-r o 1 s t Tu r b i n € F h B. s~ NoC o RoCo Rev o DoC o R. B o
/

" C" TORQUEFLI TE THREE SP EED HY0 RA- l'fU\ TI C

tt ~ f1 CRUI SE-O - MATI C

~
LOo FoC o R oB o
LO o
1st
COUP
COUP
) So
S.
OVERRUN B .

'::' s t F oC o So
2 nd (Drive
2n d F' C o
0 F oBo r i g ht) . F oC o So OVERRU N B o
3rd F.C o R oC o 2nd (DriyE('
le f t) F oCo
Rev . RoC o Ro B .
3rd COUP F oC o
Re v , COUP Rev . Co n e
PGI1 DUl'.L RANGE
-_ __
" H" TORQU EFLITE " 8" "I" TE IVIPE ST
...HYD ..RA- l'fJATI C " ,-T " TORQUEFLI TE 11 6 " " L" CORV!\I R
" @t il C- 4 DUAL RA NGE "F " PO\"ERGLI DE ' A'
1 st ·I-"~ B o R oB o " 0" TURBI NE "3 00"
FoC o LO. R oC . HoB o
2nd R oB o
La . F oB 0

3 rd F . B. R oC o 1st R oC . S.
HIGH F oC o
Fo C. 2 nd F . C. F .B.
4th R oC o
REVo R. Co
F .B o R . CONE 3rd RoCo F. C o
Fev .
Re v o F oC . R oB o

No B o LOo - 1st g ear wi t h mBilll a l l e v e r i n LO ra nge

1 st - 1 s t g ear wi t h ma n u al l ever in DR . r ang e
Coup - F l u i d Coupli ng C - CL u t.c h N- - Ne u t r al
S - Sprag F F r o nt 0 Dir e c t
r-- B - Band R - Re a r I - I n t e r me d i a t e

Denver , Co l o r a d o 9 -·22-6 6 T o Gra ce