1

FOREWORD

This Hydra-Matic Transmission Service Manual Supplement when used with

the Hudson Hydra-Matic Transmission Service Manual, provides complete
information for the proper servicing of all Hydra-Matic Transmissions used
in Hudson Cars from 1951 thru 1953, covering transmission models H-50, H-51,
J-51, H-52, J-52, Z-52, H-53, J-53 and Z-53.

This supplement covers only those design changes which differ for the
H-53, J-53, Z-52 and Z-53 transmissions and the resultant changes in
operation, oil flow and repair procedures affected by these design changes.
The principal changes involve the transmission case, front servo, rear pump
and governor oil delivery pipe.

The dis-assembly, inspection and assembly procedures for the new front
servo and control valve are covered in this supplement. All other units of
the H-53, J-53, Z-52 and Z-53 transmissions are similar in design to those
used in the H-52, T-52 Hydra-Matic transmissions and are covered in detail
in the Hudson Hydra-Matic Transmission Service Manual.

Hydraulic action and oil flow for the new transmissions are illustrated
in simplified schematic line drawings.

HUDSON MOTOR CAR CO.

DETROIT 15, MICHIGAN

LITHO. IN U.S.A. STOCK

8 - 53 No. T-191
2

SUBJECT ALPHABETICAL INDEX PAGE

ADJUSTMENTS - LINKAGE 39
Manual Control Linkage 47
Neutral Safety Switch 47
Throttle Control Linkage Adjustment
1C - 2C 39
Throttle Control Linkage Adjustment
1C - 2C With Twin Carburetors 40
Throttle Control Linkage Adjustment
4B, 4C, 5B and 5C 41
Throttle Control Linkage Adjustment
4B, 5B, 4C, 5C With 262 Engine With Twin Carburetors 42
Throttle Control Linkage Adjustment
6B, 7B and 7C 42
Throttle Control Linkage Adjustment
6B, 7B and 7C With Twin Carburetors 45

CHANGES IN THE HYDRAULIC CONTROL CIRCUIT 5

Front Servo Operation 5
Overcontrol Valve Action 7
Shuttle Valve Action 6

CONTROL VALVE ASSEMBLY 25

Assembly 28
Changes 4
Cleaning and Inspection 27
Disassembly 25

DIAGNOSIS AND TESTING 32

Clashes When Shifted to "R" - (51-53) 35
Intermittent Slip in All Ranges 35
Jumps Out of Reverse 35
Lock Up In Reverse (Light Throttle or Coast) 34
Misses 2nd and 4th 34
Misses 1st and 3rd 34
Noise 36
No 3 -2 Forced Downshift 33
No 4 -3 Forced Downshift 33
No Drive 35
No Drive After Shifting from "R" 35
No Drive When Engine is First Started 36
No Reverse Slips 34
No Upshifts Above 1st 34
Oil Leaks 36
Rough 3 - 2 or 3 -1 Downshift (Closed Throttle) 33
Rough 4 - 3 Forced Downshift 34
Rough Downshift After Car is Stopped 34
Rough Shifting "N" to "R" 36
Selector Lever Won't Go Into "R" (Engine Running) 35
Selector Won't Go Into "R" (Engine Off) 35
Slips - I - 2 Misses 2nd 32
Slips - 2 - 3 33
Slips - 3 - 4 33
Slips - 4 - 3 Forced Downshift 33
Slips - Heavy Throttle Upshifts 32
 3

SUBJECT ALPHABETICAL INDEX--CONTINUED PAGE

DIAGNOSIS AND TESTING - CONTINUED 32

Slips - Light Throttle Upshifts 32
Transmission Shifts or Hunts With Vehicle Not Moving 35
Unable to Drive Engine By Pushing or Towing 36
Upshifts to 3rd in "LO" at Low Speeds 33
Upshifts to 4th in "DR-3" at Low Speeds 33
Will Not Lock In "R" With Engine Off (51 - 53) 36
Will Shift Into "R" Above 12 M.P.H. 36
Upshifts To High 32
Upshifts To Low 32
Upshifts Rough 32

FRONT SERVO 4
Assembly 24
Disassembly 22
Operation 5
Removal 22

HYDRA -MATIC CHANGES FOR - Z-52, H-53, J--53 and Z-53 4

Control Valve Assembly 4
Pressure Regulator 4
Pump - Rear 4
Servo - Front 4
Servo - Rear 4
Transmission Case 4

HYDRA-MATIC SHIFT POINTS IN M.P.H. 31

HYDRAULIC ACTION 8
Compensator Pressure 18
Downshift - Forced (2 - 1) 21
Downshift - Forced (3 - 2) 20
Downshift - Forced (4 - 3) 19
First Speed - Hydraulic Action 10
Fourth Speed - Hydraulic Action 13
Modulated Main Line Pressure 17
Neutral - Engine Not Running 8
Neutral - Engine Running 9
Regulated T.V. Pressure 17
Reverse - Hydraulic Action 16
Second Speed - Hydraulic Action 11
Second Speed - "LO" 15
Third Speed - Hydraulic Action 12
Third Speed - "Drive - 3" 14

OVERCONTROL VALVE 7

OVER-RUN CONTROL VALVE 4

Pressure Regulator 4
Rear Pump 4
Rear Servo 4

STALL TESTS IN ENGINE R.P.M 31

TORQUE CHART 48
4
CONTROL VALVE ASSEMBLY
HYDRA-MATIC CHANGES
FOR Z-52 H-53 J-53 Z-53 The 3-4 shift valve assembly has been
replaced by a new 3-4 shift valve
TRANSMISSION CASE eliminating the 1 o c k out valve
assembly and auxiliary shift spring.
To simplify service the main line
exhaust valve has been removed from the A new shuttle has been added to the
transmission case and added to the front control valve which allows either detent
servo valve body. The main line exhaust or "DR-3" oil to close the 3-4 shift
valve sleeve and the valve sleeve valve.
remover tool have been eliminated, the
one-two shift oil passages have been A compensator auxiliary plug has been
altered. added to all H-53, J-53 and Z-53 control
valve outer valve bodies to improve
shift characteristics.
FRONT SERVO
The front servo has been changed by A double transition valve spring is
adding a valve body which contains the used in the J-53 and Z-53 control valve
line exhaust valve and over-run control assemblies. The double transition valve
valves. In the 52 transmissions the line spring is not used in the 11-53 control
exhaust was located in the case and the valve assembly.
over-run control valve in the front
servo body. A new leaf type check valve with a
metering orifice replaces the orifice
This new location for these valves which was drilled in the outer valve
sim- plifies service by combining them body.
into an easily accessible valve body. The new control valves can be identified
On past models, only two bolts held as follows:
the release cylinder to the servo body.
The 11-53 control valve assembly has
Three bolts attach the release cyl- the numeral "4" stamped on the outward
inder to the servo body to improve end of the T.V. shaft.
sealing and eliminate the use of a
gasket. The front servo piston assembly The J-53, Z-52 and Z-53 control
includes only the apply piston and valves have the numeral "1" stamped on
compensator piston, the release piston the outward end of the T.V. shaft.
is now a separate part. A booster has
been added which acts on the release REAR PUMP
piston. This improves band release and
clutch apply action. The rear pump has been designed for
The orifice in the 4-3 downshift greater capacity. This is accom-
valve has been eliminated. This orifice plished by an increase in the width of
is now located in a passage by-passing the pump gears. As a result, lower
the valve. The slot in the end of the starting speeds are obtainable when it
valve and the hair pin retainer have is necessary to tow or push the vehicle.
been eliminated.
PRESSURE REGULATOR
REAR SERVO
A new pressure regulator plug is now
The design and operation of the quick being used. Higher pressure T.V. and
dump in the rear servo has been changed. pressure regulator plugs are used which
One-two shift oil closes the rear servo increases main line pressure at all
exhaust valve and spring pressure opens speeds (approximately 10 pounds more)
it. under full throttle.
These changes provide smoother "DR" The new plug shown at "B" has a
to"LO" and quicker neutral to "DR" milled groove in the outside diameter
shifts. Faster rear servo action for of the bore of the pressure regulator
rocking can still be obtained by shift- plug and the undercut of the T.V. plug
ing from Reverse to Drive range. is tapered at both ends.
 5

PRESSURE REGULATOR IDENTIFICATION

FIGURE A FRONT SERVO - G-1 OIL
CAR SPEED BELOW 20 MPH
FIGURE 1
CHANGES IN THE
HYDRAULIC CONTROL
CIRCUIT
FRONT SERVO - OPERATION
The operation of the over-run control
valve has been changed to improve shift
timing. With the car speed below approx-
imately 20 miles per hour, the over-run
control valve spring force is greater
than the G-1 oil force, and compensator
is directed to the compensator piston.
When the car speed exceeds approximately
20 miles per hour, governor pressure
overcomes the spring pressure to move
the overcontrol valve, cutting off
compensator oil and directing front band
apply oil to the compensator piston.
Thus at highway speeds over 20 miles per
hour where over-run engine braking may FRONT SERVO - G-1 OIL
be desired, two servo apply areas are
CAR SPEED ABOVE 25 M.P.H.
supplied with line pressure to prevent
FIGURE 2
band slippage. Below 20 miles per hour
line pressure is directed only to the
direct drive, regardless of car speed,
apply piston, with the pressure to the
only compensator oil is allowed to the
compensator piston varied to suit the compensator piston, Figure 3.
engine output. This is illustrated on
Figures 1 & 2.
The supply oil is forced to go through
As soon as the front unit shifts to the passage with a restricted orifice,
direct drive, front band release oil thus slowing the front servo apply at
assists the overrun control valve spring speeds above 25 miles per hour to give
to overcome G-1 pressure. Therefore, the engine time to speed up for a smooth
whenever the front unit is in direct forced 4-3 downshift.
6
With the manual valve in "DR-4" and
the accelerator pedal completely de-
pressed for a forced downshift, detent
oil positions the shuttle valve toward
the inner valve body, blocking "DR-3"
oil passage and allowing detent oil to
pass through the 3-4 shift valve, Figure
5.

FRONT SERVO - G-1 OIL

FIGURE 3

SHUTTLE VALVE ACTION

The addition of a shuttle valve in

the H-53, J-53, Z-53 control valve
assembly has eliminated the need for a
3-4 lockout valve assembly and a 3-4
auxiliary spring. The shuttle valve per
m it s the use of the same area for the DRIVE 4 - THIRD SPEED
detent oil, "DR-3" oil and the regulated SHUTTLE VALVE 4-3 DOWNSHIFT
"T.V." oil. With the manual valve in FIGURE 5
"DR-3" position, "DR-3" oil moves the
shuttle valve away from the inner valve Regulated "T.V." action is not affected
body, blocking the detent oil passage by the shuttle valve as long as detent
and allowing"DR-3" oil to close the 3-4 oil and "DR-3" oil are not present,
shift valve, Figure 4. Figure 6.

DRIVE 3 - THIRD SPEED DRIVE 4 - THIRD SPEED

FIGURE 4 FIGURE 6
 7
OVERCONTROL VALVE

The overcontrol valve prevents the

car remaining in third speed above 75
M.P.H. (selector lever in ("DR-3"),
preventing excessive engine speeds.

It also prevents a 3-2 downshift,

when the selector lever is moved to"LO"
at car speeds above 46 M.P.H., prevent-
ing engine over-speeding.

"DR-4 or DR-3" CAR SPEED APPROX.

ABOVE 75 M.P.H.
FIGURE 8

engine speeds. To prevent this, "LO" oil

along with G-2 oil moves the overcontrol
valve up at speeds above approximately
46 M.P.H., G-1 oil then flows into Gl-G2
oil passage to the 2-3 auxiliary plug
and keeps the 2-3 shift valve from
"DR-4 or DR-3" CAR SPEED APPROX. closing to prevent engine over-speed-
BELOW 75 M.P.H. ing, Figure 9.
FIGURE 7

With the selector lever in the "DR-4"

or "DR-3" position and the car speed
below approximately 75 M.P.H., G-2 oil
is directed against the overcontrol
valve. Since the oil pressure at this
speed is not sufficient to overcome the
overcontrol valve spring pressure, G-2
oil is directed into the G-1, G-2
passage. G-1 oil is then blocked by the
over- control valve, Figure 7.
With the selector lever in the "DR-4
or DR-3" position and the car speed
above approximately 75 M.P.H., G-2 oil
becomes great en ough to close the
overcontrol valve. G-1 pressure now is
direct ed into the G-1, G-2 passage.
Since G-1 pressure is greater than G-2,
the difference is great enough to act
on the 3-4 Governor Plug to open the 3-4
shift valve, Figure 8. "DR-4 or DR-3" CAR SPEED APPROX.
At high vehicle speeds, a downshift ABOVE 46 M.P.H.
to "LO" range would cause excessive FIGURE 9
engine
8

HYDRAULIC ACTION IN NEUTRAL

(Engine Not Running)
FIGURE 10

HYDRAULIC ACTION IN THE TRANSMISSION

II-53, J-53, Z-52 Z-53
HYDRAULIC ACTION IN Since there is no oil pressure, the
NEUTRAL front unit band and clutch are held in
(Engine not Running) the released position by their respec-
tive release springs. The rear servo
When the engine is not running and band is spring applied and oil released.
the car is standing there is no oil When there is no oil pressure the rear
pressure. servo band is applied and the release
Basically the oil circuit is the same springs hold the rear clutch piston in
as the 11-52, J-52 and Z-53 Transmission. the released position, Figure 10.
 9

HYDRAULIC ACTION IN NEUTRAL

(Engine Running)
FIGURE 11

HYDRAULIC ACTION IN Front servo band apply oil is cut off

NEUTRAL by the manual valve and the front band
(Engine Running) and clutch are in the released position.
Oil is also directed by the manual valve
With the manual valve in the to the rear servo to release the rear
neutral “N” positiong and he engien band. The rear clutch is also released
running, oil pressure is directed to by the clutch release springs. With both
the main line exhaust valve, closing bands and both clutches released the
the valve against spring pressure. transmission is in neutral, Figure 11.
10

HYDRAULIC ACTION IN FIRST SPEED

FIGURE 12

HYDRAULIC ACTION IN also directed to the 1-2 shift valve.

FIRST SPEED
When the manual valve is moved from The front servo band is applied by
neutral "N" to the "DR" position (either oil pressure and the rear band is spring
"DR-3" or "DR-4") oil is directed to the applied. Both the front and the rear
apply side of the front servo to apply unit clutches are spring released plac-
the band and to the land of the 1-2 shift ing the transmission in first speed,
valve. Governor variable pressure is also Figure 12.
 11

HYDRAULIC ACTION IN SECOND SPEED

FIGURE 13
HYDRAULIC ACTION IN directed to the front unit to apply the
SECOND SPEED clutch, placing the front unit in direct
drive.

Governor pressure increases with With no oil directed to the rear

increased vehicle speed. When sufficient servo, the rear band is applied by
governor pressure is attained the 1-2 spring pressure. There is no oil di-
shift valve is opened against spring rected to the rear clutch unit, there-
pressure, directing main line pressure fore, the rear unit is in reduction and
to the release areas of the front servo the transmission is in second speed,
to release the front band. Oil is also Figure 13.
12

HYDRAULIC ACTION IN THIRD SPEED

FIGURE 14
HYDRAULIC ACTION IN the rear unit to release the rear band
THIRD SPEED and apply the clutch.
At the same time, oil is directed
Main line pressure from the manual valve against the large end of the double
is blocked by the 2-3 shift valve, held transition valve fo r c in g it inward,
closed by spring pressure. G-1 governor blocking oil that held the front unit in
oil pressure directed against the 2-3 direct drive.
governor plug and G-2 governor oil
directed against the 2-3 auxiliary valve Front servo band apply pressure applies
increases with car speed to a point the front band and the front unit is in
where it is greater than spring pressure reduction and the rear unit is in direct
against the 2-3 shift valve. When the drive the transmission is in third
shift valve opens, oil is directed to speed, Figure 14.
the rear
 13

HYDRAULIC ACTION IN FOURTH SPEED

FIGURE 15

HYDRAULIC ACTION IN When governor pressure overcomes spring

FOURTH SPEED pressure, the shift valve opens and oil
pressure from the 3-4 shift valve is
Oil pressure is blocked by the land of directed through the double transition
the closed 3-4 shift valve until gover- valve to the front unit to apply the
nor G-1 pressure against the 3-4 shift clutch and to the front servo to release
valve and governor G-2 pressure against the band.
the 3-4 governor plug increases to a
point where its force is greater than Both the front and rear units are in
spring pressure holding the 3-4 shift direct drive and the transmission is in
valve closed. fourth speed, Figure 15.
14

HYDRAULIC ACTION - “DR-3” - THIRD SPEED

FIGURE 16
HYDRAULIC ACTION -"DR-3" - pressure and the passage is open direct-
THIRD SPEED ing compensator pressure to the compen-
sator piston. At speeds below 20 M.P.H.,
When the selector lever is in the "DR-3" main line pressure is directed only to
position, the manual valve directs line the apply piston, and compensator pres-
pressure to the same passages used in sure to the compensator piston is varied
"DR-4" (fourth speed) position. Main in accordance with engine output.
line pressure is also directed to an
area on the 3-4 governor plug and the At speeds above 20M.P.H. governor
3-4 shift valve to assist the spring and pressure overcomes over-run control
throttle .pressure to hold the 3-4 shift valve spring pressure moving the valve
valve closed to prevent the transmission to cut-off compensator p r e s s u r e
from shifting into fourth speed, Figure and direct front band apply pressure to
16. the compensator piston. At speeds over
G-1 governor pressure is directed to 20 M.P.H. where over-run engine braking
the end of the over-run control valve. is desired, the two front servo apply
Below 20 M.P.H. over-run control valve areas have line pressure present to
spring pressure is greater than G-1 prevent band slippage, Figure 16.
pressure and the
 15

HYDRAULIC ACTION - "LO RANGE" - SECOND SPEED

FIGURE 17

HYDRAULIC ACTION — second speed, however, when the acceler-

"LO RANGE" — SECOND SPEED ator is depressed through the detent,
throttle pressure is sufficient to close
When descending steep grades where the 1-2 shift valve and the
maximum braking power of the engine is °transmission will downshift to first
desired, or when pulling through deep speed.
sand or steep grades, it is desirable to
keep the vehicle operating in first and G-1 governor pressure is also di-
second speeds regardless of vehicle rected to the over-run control valve,
speed. This is accomplished by moving however front servo release oil is
the selector lever to "LO" position directed to the opposite end of the
directing main line pressure to the over-run control valve to assist the
large area on the 2-3 auxiliary valve over-run control valve spring to
opposing governor pressure, thereby overcome G-1 governor pressure. When the
preventing the 2-3 shifter valve from over-run control valve is in this
opening, Figure 17. position, band apply oil to the second
Main line pressure is also directed apply area of the front servo is blocked
to the large area on the 2-1 detent plug at the over-run control valve land and
opening the 1-2 shifter valve and the compensator passage is open, direct-
putting the front unit in direct drive. ing compensator pressure to the compen-
Since the rear unit is in reduction at sator piston.
all times in "LO" range and the front
unit is in direct drive, the transmis- With the front unit in direct drive,
sion is in second speed. only compensator pressure is directed to
Normally in ",LO" range there is only the compensator piston, Figure 17.
16

HYDRAULIC ACTION IN REVERSE

FIGURE 18
HYDRAULIC ACTION IN brake bracket assembly. When the engine
REVERSE is stopped the main line exhaust valve
is opened by spring pressure to rapidly
When the selector lever is moved to exhaust the line pressure releasing the
the reverse "R" position, main line blocker piston and allowing the parking
pressure from the manual valve is pawl to engage quickly with the teeth on
directed to the front servo to apply the the reverse internal gear to provide a
band, Figure 18. parking brake.
Band apply pressure to the second
apply area is blocked at the land of the At car speeds above 10 M.P.H.,
over-run control valve (held in the governor G-1 oil pressure exerted
released position by the over-run con- against the reverse blocker piston
trol valve release spring). prevents shifting the selector lever to
Main line pressure is also directed the reverse position.
to the rear unit servo to release the
rear band and to the pressure regulator At car speeds below 10 M.P.H. reverse
booster plug to increase main line blocker piston, spring pressure is
pressure sufficiently to apply the greater than governor G-1 pressure and
reverse cone clutch. the reverse blocker piston recedes,
Main line pressure is present at the permitting the selector lever to be
parking blocker piston of the parking moved to the reverse position.
brake
 17

T.V., REGULATED T.V. AND MODULATED MAIN LINE PRESSURE

FIGURE 19

REGULATED T.V. PRESSURE MODULATED MAIN LINE

PRESSURE
Regulated T.V. Pressure from the T.V.
regulator plug is directed to the 2-3 Modulated Main Line Pressure is
and 3-4 s h if valves and the 1-2 and obtained by directing T.V. Pressure
3-4 regulator plugs to aid the springs behind the T.V. plug in the pressure
in holding the shift valves closed. regulator assembly. Additional pressure
"Regulated T.V. Pressure" varies with on the T.V. plug assists the pressure
the amount of T.V. pressure. Therefore, regulator spring to increase main line
the shifts will occur at very low speeds pressure. With T.V. pressure increasing
under light throttle and at higher with throttle opening, main line pres-
vehicle speeds in proportion to the sure must increase in proportion. Modu-
increased throttle opening, Figure 19. lated main line pressure then allows a
smooth application or engagement of the
band or clutch during a light throttle
opening, but also provides additional
pressure to prevent slippage up on heavy
throttle opening.
18

COMPENSATOR PRESSURE
FIGURE 20

COMPENSATOR PRESSURE against the end of the valve. Therefore,

the compensator passage to the front
Increased torque developed under servo is open. At speeds above 20M.P.H.
rapid acceleration requires additional governor G-1 pressure over- c ome s
holding force to pre vent the bands from over-run control valve spring pressure.
The valve is then forced back, closing
slipping on the drums. This pressure is
the compensator passage and opening a
obtained by directing T.V. pressure
passage past the valve to direct main
against the end of the compensator
valve. Main line pressure metered line pressure to the second apply area
through the compensator valve as compen- of the front servo.
sator pressure is directed to the rear When the front unit is in direct
servo and, through the over-run control drive, front band release oil is di-
valve, to the front servo to assist main rected to the opposite end of the
line pressure to prevent slippage when over-run control valve to assist the
the bands are applied, Figure 20. spring in opposing governor G-1 pres-
At car speeds below 20 M.P.H. over-run sure. Therefore, only compensator pres-
control valve spring pressure is greater sure is directed to the compensator
than governor G-1 pressure directed piston regardless of car speed.
 19

FORCED 4-3 DOWNSHIFT

FIGURE 21

FORCED 4-3 DOWNSHIFT directed from the "T" valve to the

shuttle valve. The shuttle valve is
While driving in fourth speed it is moved toward the inner valve body,
sometimes desirable to shift the trans- blocking the "DR-3" oil passage and
mission t o third speed to obtain rapid opening the passage from the shuttle
acceleration. valve to the back of the 3-4 shift valve
The "T" valve and the detent plug, forcing it closed against governor
parts of the throttle valve assembly, pressure. This action cuts off the
are utilized to accomplish the 4-3 pressure to the front unit clutch and
downshift. the clutch is then released by spring
When the accelerator pedal is fully pressure. Pressure is also cut off from
depressed, the throttle valve is forced the re- le a se side of the front servo
back until it contacts the detent at the and the front band is applied by band
wide open throttle position and a apply pressure.
resistance is felt at this point. With the accelerator pedal fully
Depressing the accelerator further depressed, throttle and spring pressure
against the detent plug moves the "T" is sufficient to hold the valve closed
valve, throttle valve and detent plug until a high vehicle speed is reached.
back against de- tent pressure, Figure If the accelerator pedal i s released,
21. the shift from third to fourth occurs
As the "T" valve is moved, it reaches when governor pressure overcomes the 3-4
a position where main line pressure is spring pressure.
20

FORCED 3-2 DOWNSHIFT

FIGURE 22

FORCED 3-2 DOWNSHIFT pressure at full throttle) is directed

to a passage uncovered by the small end
When the accelerator pedal is de- of the 3-2 detent plug. This passage
pressed through the detent and the car is delivers oil to the 1-2 shift valve
going slowly enough to obtain a 3-2 through a large port to provide rapid
downshift main line pressure through the application of the front clutch.
"T" valve will open the 3-2 detent plug
and move the 2-3 shift valve to the Because the 3-2 timing valve is
closed position, Figure 22. closed, release oil from the rear servo
exhausting through the 2-3 shift valve
must flow through a small orifice at
With the 3-2 detent plug opened, regu-
the timing valve shown in broken lines.
lated T.V. pressure to the 2-3 shift valve
This results in slow application of the
is cut off. Main line pressure from the
rear band. Due to the rapid front
"T" valve flows past the large end of the
clutch engagement and the slow appli-
3-2 detent plug to close the 3-2 timing
cation of the rear band, the transmis-
valve.
sion will shift smoothly into second
Regulated T.V. pressure (main line speed.
pres-
 21

FORCED 2-1 DOWNSHIFT

FIGURE 23

FORCED 2-1 DOWNSHIFT to first speed in the transmission. On

a forced 2-1 downshift, main line
At vehicle speeds below 10 M.P.H. a
pressure against the 2-1 detent plug
forced 2-1 downshift can be obtained in
would hold the shift valve open in "LO"
either "DR" or "LO" range. Regulated
range. Therefore, "T" oil on a forced
T.V. pressure which becomes main line
2-1 downshift is directed behind the 2-1
pressure with wide open throttle opposes
detent plug to move it back. Thus it is
governor pressure on the land of the 1-2
possible to provide a first speed start
shift valve, Figure 23. Regulated T.V.
in low range by pressing the accelerator
pressure forces the 1-2 shift valve
to the floor.
closed, resulting in a shift from second
22

FRONT SERVO

NOTE: The new front servo can be removed for over-

haul with the transmission either in or out of the car.

GOVERNOR OIL DELIVERY SLEEVE PIPE

FIGURE 24

REMOVAL: DISASSEMBLING FRONT SERVO

RELEASE CYLINDER
The removal procedure is the same FIGURE 25
as outlined for the H-52, J-52 and Z-52
transmissions and is given in detail in
the HydraMatic Transmission Service
Manual.
It should be noted, however, that
the governor oil delivery pipe between
the front servo and the transmission
case, Figure 24, H-53 - J-53 - Z-53 is
not the same as the pipe used on the
earlier transmissions and is not
interchangeab1e. Do not bend a pipe
from one model transmission to fit the
other as this will result in kinking
the pipe and restricting main line oil
from the front servo to the governor.

Disassembly: REMOVING RELEASE PISTON

FIGURE 26
1. Remove the three bolts (1) attaching
front servo release cylinder (2) to
front servo body (8), Figure 25.
2. Remove the front servo release
cylinder (2)
3. Remove booster spring (4), retract-
ing spring retainer (5) and retract-
ing spring (6).
4. Remove the release piston (3) from
the release cylinder (2), Figure 26.
5. Remove front servo band apply piston
assembly (7) from front servo body
(8).
6. Remove the three screws attaching
the front servo valve body (18) to
the front servo body and remove the
front servo valve body.

NOTE: Remove the front servo valve body (18) care-

fully to avoid loss of the rear pump check valve (10) FRONT SERVO VALVE BODY REMOVED
and spring (9) (Figure 27). FIGURE 27
 23

DISASSEMBLED VIEW OF FRONT SERVO

Legend: FIGURE 28
1. Release Cylinder Attaching Screws 8. Front Servo Body 15. Overrun Control Valve Spring
2. Release Cylinder 9. Rear Pump Ball Check Valve Spring 16. Overrun Control Valve
3. Band Release Piston 10. Rear Pump Ball Check Valve 17. Front Servo Valve Body Attaching Screws
4. Booster Spring 11. Band Adjusting Hole Plug 18. Front Servo Valve Body
5. Retracting Spring Retainer 12. 4-3 Valve 19. Line Exhaust Valve
6. Retracting Spring 13. Overrun Control Valve Plug Pin 20. Line Exhaust Valve Spring
7. Band Apply Piston Assembly 14. Overrun Control Valve Spring Plug 21. Line Exhaust Valve Retainer

7. Remove the overrun control valve

plug pin (13), spring plug (14),
spring (15) and overrun control
valve, (16) Figure 28.

8. Remove the line exhaust valve

retainer (21), line exhaust valve
spring (20) and the line exhaust
valve (19).

9. Remove the 4-3 downshift valve (12)

from the front servo body, Figure
29.

10. Remove the front servo band adjust-

ing hole plug (11) from the servo
body.

CLEANING AND INSPECTION: CHECKING 4-3 VALVE

1. Check the machined surfaces of the FIGURE 2
servo body (8), release cylinder (2)
and servo valve body (18) for
roughness or scoring.
24

2. Check for obstruction of the 4-3

downshift valve restrictor orifice. 10. Check the free length of the line
exhaust valve spring (20). Free
3. Check servo for blocked or intercon- length should be 1-3/4 inches.
nected oil passages, Figure 30.
11. Check for free movement of the
compens at or piston (7) in its bore
in the front servo band apply piston
assembly.
12. The front servo apply piston
locating pin (A) should f it snugly
in the front servo body and should
not extend beyond the machined face
of the front servo apply piston.
ASSEMBLY:
1. Insert the over-run control valve
(16), spring (15) and plug (14) in
the front servo valve body (18)
bore, Figure 28.

2. Compress the over- run control

OIL PASSAGES - FRONT SERVO valve spring (15) by pressing on
FIGURE 30 the spring plug (14) and install
the over-run control valve plug pin
(13).
4. Check front band release piston (3),
Figure 28, for scores, broken ring 3. Install the line exhaust valve (19)
and ring freedom in release piston and spring (20) in the front servo
groove. valve body bore. Compress the line
exhaust valve spring and install
5. Check the 4-3 downshift valve (12) the retainer (21).
for free movement in the servo body 4. Install the 4-3 downshift valve
bore. (12) and the rear pump ball check
valve spring (9) in their respec-
6. Inspect the front servo retracting tive bores in the front servo body
spring (6) and booster spring (4) for (8).
distortion or collapsed coils. Free
5. Install the rear pump ball check
length of the booster spring 61/64
valve (10) in the front servo valve
of an inch and full length of the body (18) bore.
retracting spring is 1-33/64 inches.
6. Install the front servo valve body
7. Inspect the rear pump check valve (18) on the front servo body (8).
seat, ball (10) and spring (9). Tighten attaching screws (17) se-
curely.
NOTE: The rear pump check valve seat has a small
7. Install the band apply piston
drill spot in the seat face. The spot acts as a rear pump
assembly (7) in the front servo
pressure bleed. Be certain the check valve seat has this
body (8). Align slot in piston over
drill spot. dowel pin (A), Figure 28.
8. Check the over-run control valve 8. Install the retracting spring (6)
(16) for free movement in the bore retracting spring retainer (5) and
and for scoring. booster spring (4) over the stem of
the band apply piston assembly (7).
9. Check the free length of the over-run 9. In stall the band release piston (3)
control valve spring (15). Free in the release cylinder (2) using
length should be approximately 2". care when compressing the ring.
 25

10. Install the release cylinder assem- 4. Remove the two screws attaching the
bly on the servo body, inserting outer valve body to the inner valve
the apply piston assembly stem into body.
the bore in the band release piston. 5. Separate the outer and inner valve
11. Install and tighten the three bodies and remove the spacer plate
screws (1) attaching the release (33), Figure 32.
cylinder assembly to the front
servo body. NOTE: Carefully lift the outer valve body and spacer
12. Install the band adjusting hole plate from the inner valve body. The outer valve body
plug (11) in the front servo body. contains a 3-2 timing valve restrictor of the leaf type
which contacts against the spacer plate. Do not lose the
CONTROL VALVE ASSEMBLY restrictor.

NOTE: The control valves used in the H-53, J-53, Z-52

and Z-53 transmissions are not interchangeable with
previous models. Also the H-53 valve is not inter-
changeable with the J-53, Z-52 and Z-53 or vice versa.

The control valve assembly for the

H-53 can be identified by the numeral
"4" stamped on the end of the T.V.
shaft. The J-53, Z-52 and Z-53 control
valves have the numeral "1" stamped on
the end of the T.V. shaft.
The removal procedure for the H-53,
J-53, Z-52, Z-53 is the same as outlined INNER AND OUTER VALVE BODY AND
for the H-52 and J-52 models and is SPACER PLATE - FIGURE 32
explained in detail in the Hydra-Matic
Transmission Service Manual, Page 74. 6. Remove the two screws attaching the
timing valve body (21) to the inner
DISASSEMBLY: valve body (26), Figure 33.
1. Rotate the detent control lever CAUTION: Keep screws with the correct part and in
slowly counter-clockwise and remove the the proper hole of the part removed to facilitate assem-
detent plunger (59) and spring (58), bly.
Figure 31.
7. Remove the 3-2 timing valve plug
retainer pin (25), timing valve plug
(24), spring (23), and timing valve
(22).

REMOVING DETENT PLUNGER AND SPRING

FIGURE 31
2. Remove the manual valve (49).
3. Remove the manual control shaft TIMING VALVE BODY DISASSEMBLED
rubber seal and washers. FIGURE 33
26

8. Remove the three rear valve body

(35) to inner valve body (26)
attaching screws and remove the
rear valve body (35) and spacer
plate (34), Figure 34.

DISASSEMBLED VIEW OF 3-2 DETENT PLUG

REAR VALVE BODY DISASSEMBLY FIGURE 36
FIGURE 34
(26) and remove the front valve
9. Remove the 3-4 governor plug (32),
body assembly and separator plate
2-1 de to nt plug (31), 2-1 detent
(13).
plug spring (30) and 2-3 governor
13. Remove the 3-4 regulator plug (11),
plug (29).
Figure 42, 1-2 regulator plugs
(10), T.V. regulator valve (9), the
T.V. regulator valve spring (8) and
shuttle valve (12) from the front
valve body (6).
14. Remove the 3-4 shift valve spring
(17), 3 -4 shift valve (20), 1-2
regulator plug spring (16), 1-2
shift valve (19) and the 2-3 shift
valve (18).
15. Remove the 2-3 governor sleeve
(28), Figure 37 and the 2-3 auxil-
iary valve (27) by pushing them out
of the inner valve body with a 1/4"
brass rod.
REMOVING FRONT VALVE BODY PLATE
FIGURE 35
10. Remove the front valve body plate
to inner valve body attaching
screws, Figure 35 and remove the
front valve body plate (7), the "T"
oil ball check valve (5) and spring
(4), Figure 36.
11. Remove the two screws and 3-2 detent
plug plate (2) and remove the 3-2
detent plug (3), 2-3 valve spring
(15) and 2-3 shift valve spring
guide pin (14) from the front valve
body (6), Figure 36.
12. Remove the three screws attaching REMOVING 2-3 GOVERNOR SLEEVE AND
the front valve body assembly (6) 2-3 AUXILIARY VALVE
to the inner valve body assembly FIGURE 37
 27

16. Remove the three screws attaching 19. Shake the outer valve body to check
the detent plunger retainer (57) to for freedom of the compensator
the outer valve body (48) and auxiliary plug (53), Figure 42, in
remove the retainer (57) and plate the outer valve body bore. If the
plug is free, removal of the p lug
(56), Figure 38. is not required. Plug can be pu s he
d out of bore in outer valve body
17. Remove the "T" valve (52), throttle with a 1/8 inch diameter brass rod
valve spring (51), throttle valve after removing the compensator aux-
(50) and double transition valve iliary plug stop pin (54).
(55), Figure 38.
CLEANING AND INSPECTION :

1. Thoroughly clean valve bodies and

valves in a clean solvent.

NOTE: Handle all valve bodies and valves carefully

during cleaning to prevent damage

2. Inspect all valve bodies for scores

in body bores and for freedom from
burrs.

NOTE: Valve bodies and valve bores must be free of

scratches or scores. Burrs can be removed by careful
use of fine crocus cloth.

CAUTION: This type of valve has sharp corners to

prevent dirt from wedging between the valves and
valve body bores. When removing any burrs, do not
round off any square edges of valves.

3. After all parts are thoroughly clean

and dry, check each shift valve,
"T" VALVE, THROTTLE VALVE AND governor plug and regulator plug for
DOUBLE TRANSITION VALVE free movement in their respective
FIGURE 38 bores and operating positions.
18. Remove the three outer valve body Valves can be assumed to be operat-
front plate attaching screws, the ing freely if they fall of their own
weight in their respective bores
front plate (44), compensator valve when the valve body is shaken
(45), compensator valve spring (47) slightly. Do not drop valves.
and throttle valve detent plug
(46), Figure 39. NOTE: The manual valve is the only valve furnished
separately. If it becomes necessary to replace one of
the other valves or the inner or outer valve bodies, the
complete control valve assembly must be replaced.

4. Check the fit of the throttle valve

inside lever and shaft in the hub of
the inside de- t e n t c on trol
lever and the outer valve body. If
the shaft binds in the hub or the
shaft is excessively worn or the oil
seal is missing o r damaged or if
the lever is loose on the shaft, the
shaft and oil seal can be replaced
as outlined in the HydraMatic Trans-
mission Service Manual, Page 135.
5. Check the 3-2 timing valve restric-
DISASSEMBLED VIEW OF tor in the outer valve body for
COMPENSATOR VALVE obstruction, Figure 40. The restric-
FIGURE 39 tor must fit flat against the spacer
28

plate. Lay a straight edge across the NOTE: To assure correct installation of control valve
restrictor and press down against the as s e mbly springs, identify each spring by checking
outer valve body to check proper the outside diameter (O.D.) and free length as shown
contact when assembled. Position the in Figure 41.
spacer plate over the outer valve body
and check alignment of the restrictor 1. Install the compensator valve spring
valve orifice with the hole in the (47), compensator valve (45), detent
spacer plate. plug (46) and the outer valve body
front plate (44) with the three
attaching screws, Figure 42.
2. Install the double transition valve
(55).
3. Place the throttle valve (50) on a
1/8" brass rod and position in the
center bore of the outer valve body
(48). Install the throttle valve
spring (51) in the bore in the "T"
valve (52) and insert both in the
valve body center bore.
4. Align the detent plunger retainer
plate (56) and the detent plunger
retainer (57) with the outer valve
body and install three attaching
screws.

NOTE: Check to be certain that the inner

TIMING VALVE RESTRICTOR throttle lever (42) is positioned in
FIGURE 40 the detent plunger retainer.

SPRING IDENTIFACATION CHART - CONTROL VALVE ASSEMBLY

FIGURE 45

Legend:
1. Timing Valve H-52,J-52,Z-52,H-53,1-53,Z-53. 9. T.V. Regulator Valve H-53.
2. 3-4 Shift Valve H-52,J-52,Z-52. 10 Compensator Valve H-52,J-52,Z-52,H-53,J-53,Z-53.
3. 3-4 Auxiliary Shift H-52,J-52,Z-52. 11. 3-4 Shift Valve H-52,J-52,Z-52.
4. 2-3 Shift Valve H-52,1-52,Z-52,H-53,J-53,Z-53. 12. Throttle Valve H-52,J-52,Z-52,H-53,1-53,Z-53.
5. 2-1 Detent Plug H-52,J-52,Z-52,H-53,J-53,Z-53. 13. T.V. Regulator Valve H-52,1-52,Z-52.
6. 2-1 Detent H-52,J-52,Z-52,H-53,J-53,Z-53. 14. Double Transition Valve J-53,Z-53.
7. 3-4 Over Control Valve H-53. 15. T.V. Regulator Valve J-53,Z-53.
8. 1-2 Regulator Plug H-52,J-52,Z-52,H-53,J-53,Z-53. 16. "T" Oil Check Valve H-52,I-52,Z-52,H-53,J-53,Z-53.
 29

DISASSEMBLED VIEW OF CONTROL VALVE ASSEMBLY

FIGURE 42
1. 3-2 Detent Plug Plate Screws 21. 3-2 Timing Valve Body 41. Inner Control Lever Seal
2. 3-2 Detent Plug Plate 22. 3-2 Timing Valve 42. Inner Throttle Lever
3. 3-2 Detent Plug 23. 3-2 Timing Valve Spring 43. Manual Shaft and Detent Control Lever
4. "T" Oil Ball Check Valve Spring 24. 3-2 Timing Valve Plug 44. Outer Valve Body Front Plate
5. "T" Oil Ball Check Valve 25. 3-2 Timing Valve Plug Retainer Pin 45. Compensator Valve
6. Front Valve Body 26. Inner Valve Body 46. Detent Plug
7. Front Valve Body Plate 27. 2-3 Auxiliary Valve 47. Compensator Valve Spring
8. T.V. Regulator Valve Spring 28. 2-3 Governor Sleeve 48. Outer Valve Body
9. T.V. Regulator Valve 29. 2-3 Governor Plug 49. Manual Valve
10. 1-2 Regulator Plug 30. 2-l Detent Plug Spring 50. Throttle Valve
11. 3-4 Regulator Plug 31. 2-1 Detent Plug 51. Throttle Valve Spring
12. Shuttle Valve 32. 3-4 Governor Plug 52. "T" Valve
13. Front Valve Body Separator Plate 33. Valve Body Spacer Plate 53. Compensator Auxiliary Plug
14. 2-3 Shift Valve Spring Guide Pin 34. Rear Valve Body Spacer Plate 54. Compensator Auxiliary Plug Pin
15. 2-3 Shift Valve Spring 35. Rear Valve Body 55. Double Transition Valve
16. 1-2 Regulator Plug Spring 36. Manual Shaft Seal 56. Detent Plunger Retainer Plate
17. 3-4 Shift Valve Spring 37. Manual Shaft Seal Outer Washer 57. Detent Plunger Retainer
18. 2-3 Shift Valve 38. Manual Shaft Seal Inner Washer 58. Detent Plunger Retainer Spring
19. 1-2 Shift Valve 39. Inner Control Lever Pin 59. Detent Plunger
20. 3-4 Shift Valve 40. Inner Control Lever Washer
30
5. Install the manual valve (49), 15. Install the shift valve spring (15)
detent plunger spring (58) and and spring guide pin (14) into the
detent plunger (59). front valve body (6) and inner
valve body (26), the 3-2 detent
NOTE: Align the manual valve with the inside detent plug (3), the 3-2 plug plate (2) and
the two flat head attaching screws
control lever and rotate the control lever clockwise to (1).
index the plunger on the detent control lever assembly
with the groove in the manual valve. 16. Install the "T" oil ball check valve
(5) and "T" oil ball check valve
6. Install the 2-3 auxiliary valve (27) spring (4) in the
and the 2-3 governor sleeve (28). front valve body bore.

NOTE: Carefully guide the auxiliary valve stem into 17. Position the front valve body plate
the bore to prevent cocking of valve on the governor (7) on the front valve body and
sleeve counterbore. install the three attaching screws
and lockwashers.
7. Install the 3-4 governor plug (32). 18. Install the 3-2 timing valve (22),
Use a brass rod in the plug bore to 3-2 timing valve spring (23),
assist in inStallation of plug. timing valve plug (24), and the
plug retainer pin (25) into the 3-2
8. Install the 2-3 governor plug (29), timing valve body (21).
2-1 detent plug spring (30) and the
2-1 detent plug (31). 19. Align and install the 3-2 timing
valve body assembly (21) on the
9. Position the rear valve body spacer inner valve body assembly (26)
plate (34), rear valve body (35) on (attached with two screws).
the inner valve body (26) and
20. Hold the outer valve body (48) in
install with three attaching
one hand with the flat inner
screws. surface upward and install the 3-2
timing valve restrictor, Figure 40.
10. Install the 2-3 shift valve (18),
the 1-2 shift valve (19) and the 21. Install the valve body spacer plate
1-2 regulator plug spring (16). (33) on the outer valve body (48).
Check carefully to be sure the 3-2
11. Install the 3-4 shift valve (20), timing valve restrictor orifice is
and the 3-4 shift valve spring (17). aligned with the hole in the spacer
plate.
12. Install the T.V. regulator valve
spring (8), the T.V. regulator 22. Install the spacer plate (33) and
the outer valve body assembly (48)
valve (9), the 1-2 regulator plug on the inner valve body (26).
(10), the 3-4 regulator plug (11) Insert the control valve assembly
and the shuttle valve (12) in the to transmission case mounting bolts
front valve body (6). through the outer and inner valve
bodies for alignment. Install and
13. Install the front valve body tighten the two outer to inner
separator plate (13) holding it in control valve body attaching screws.
place to the front valve body with
the three attaching screws. 23. Install the manual shaft inner
steel washer (36) over the manual
14. Place the inner valve body assembly control shaft (with dish up). 24.
on a clean flat surface, and while Install the manual shaft seal outer
holding the front valve body (6) steel washer (37) with the large
and separator plate (13), bring the inside diameter over the manual
two assemblies together. control shaft (42) (with dish down).

CAUTION: All springs must line up with the respec- 25. Install the rubber seal (38) over
tive valves and bores and attaching screws should be the shaft with the seal lip down-
tightened alternately to bring the two valve body as- ward, extending into the inside
semblies together. diameter of the outer washer.
31
32
C-1 Bands should be adjusted externally
DIAGNOSIS AND to factory specifications. Occa-
TESTING sionally a transmission may be
encountered that will not take a
UPSHIFTS TOO HIGH good external adjustment.
If a transmission with normal pressure
B-1 Throttle linkage too short. shifts roughly after a linkage and
B-3 Outer throttle lever bent. external band adjustment, the bands
G-1 Valves sticking in control valve should be adjusted internally.
assembly.
G-3 Incorrect control valve assembly. SLIPS — HEAVY THROTTLE
I-1 Valves sticking in governor or UPSHIFTS
improper valve travel.
I-2 Governor oil de livery pipe leaking B -2 Throttle linkage too long.
at connections. B-3 Outer throttle lever bent.
I -3 Incorrect governor installed. C-1 Bands should be adjusted externally
to factory specifications, occa-
UPSHIFTS TOO LOW sionally a transmission may be
encountered that will not take a
B-2 Throttle linkage too long. good external adjustment.
B-3 Outer throttle lever bent. If a transmission with normal
G-1 Valves sticking in control valve pressure shifts roughly after a
assembly. linkage and external band adjust-
G-2 Internal leak in control valve ment, the bands should be adjusted
assembly possible loose screws or internally.
E-1 Check line pressure in all ranges.
mating surfaces require lapping. Watch pressure through complete
G-3 Incorrect control valve assembly. shift pattern.
I -2 Governor oil delivery pipe leaking G-1 Valves sticking in the control
at connections. valve assembly.
I -3 Incorrect governor installed. G-2 Internal leak in control valve
assembly-possible loose screws or
UPSHIFT ROUGH mating surfaces require lapping.
K-1 Compensator leak in Front Servo,
B-1 Throttle linkage too short. between case and servo, or at rear
B-2 Throttle linkage too long. servo compensator pipe connection.
B-3 Outer throttle lever bent. Check for leak with air pressure.
C-1 Bands should be adjusted externally L-1 Compensator passage leak in rear
servo. Check with air pressure.
to factory specifications. Occa-
sionally a transmission may be
encountered that will not take a SLIPS — 1-2 MISSES 2nd
good external adjustment.
L-2 Leak in 1-2 oil passage to exhaust
If a transmission with normal valve in rear servo (1953 Models).
pressure shifts roughly after a K-4 Leak in front servo release passage.
linkage and external band adjust- Check with air pressure.
ment, the bands should be adjusted S-1 Loose bearing cap bolts in case
internally. allowing leak between oil delivery
E-1 Check line pressure in all ranges. sleeve and cap. Check for leak at
Watch pressure through complete this point by applying air pressure
shift pattern. to front and rear clutch apply
G-1 Valves sticking in control valve passages in case after removing
assembly. valve body. If a leak exists, with
G-2 Internal leak in control valve cap bolts at recommended torque,
assembly. dress down cap to provide snugger
Possib1e loose screws or mating sur- fit to oil delivery sleeve.
faces require lapping. Q-1 In correct number of clutch plates
or wrong annular piston in front
unit. Also worn or damaged clutch
SLIPS — LIGHT THROTTLE plates.
UPSHIFTS S-2 Oil passages not drilled or inter-
connected in case. Remove valve body
B-2 Throttle linkage too long. and air check all case passages
 33
S-3 Broken ring-oil delivery sleeve. UPSHIFTS TO 4th IN "DR-3"
AT LOW SPEEDS
SLIPS — 2-3
D Shift linkage.
B-2 Throttle linkage too long. G-1 Valves sticking in control valve
C-1 Bands should be adjusted externally assembly.
to specifications. Occasionally a G-4 Passages not machined in control
transmission may be encountered valve assembly.
that will not take a good external
adjustment. If a transmission with UPSHIFTS TO 3rd IN "LO"
normal pressure shifts roughly AT LOW SPEEDS
after a linkage and external band
adjustment, the bands should be D Shift linkage.
adjusted internally. G-1 Valves sticking in control valve
E-1 Check line pressure in all ranges. assembly.
Watch pressure through complete G-2 Internal leak in control valve
shift pattern. assembly - possible loose screws or
C-2 Adjust bands by internal method. mating surfaces require lapping.
G-1 Valves sticking in control valve
assembly. ROUGH 3-2 or 3-1 — DOWNSHIFT
G-2 Internal leak in control valve (Closed Throttle)
assembly-possible loose screws or
mating surfaces require lapping. A Engine idle.
K-1 Compensator leak in front servo, be- B-1 Throttle linkage too short.
tween case and servo, or at rear C-2 Adjust bands by internal method.
servo compensator pipe connection. L-3 Leak in rear servo release passage.
Check for leak with air pressure. Check release passage with air pres-
K-6 4-3 downshift valve stuck in closed sure.
position. L-4 Broken or misaligned rear servo
L-3 Leak in rear servo release passage. check valve.
Check release passage with air L-5 Rear servo exhaust valve sticking
pressure with servo mounted on case. open.
Make certain servo applies and G-1 Valves sticking in control valve
releases freely without tendency to assembly.
stick or chatter. G-2 Internal leak in control valve
S-1 Loose bearing cap bolts in case assembly.
allowing leak between oil delivery
sleeve and cap. Check for leak at NO 4-3 FORCED DOWNSHIFT
this point by applying air pressure
to front and rear clutch apply B-2 Throttle linkage too long.
passages in case after removing B-3 Outer throttle lever bent.
valve body. If a leak exists, with G-1 Valves sticking open in control
cap bolts at recommended torque, valve assembly.
dress down cap to provide snugger Q-3 Gear failure locking front unit in
fit to oil delivery sleeve. direct drive.
Q-1 In correct number of clutch plates
or wrong annular piston in rear NO 3-2 FORCED DOWNSHIFT
unit. Also worn or damaged clutch
plates. B-2 Throttle linkage too long.
R-2 Rear unit annular piston seals or B-3 Outer throttle lever bent.
expanders damaged. G-1 Valves sticking open in control
S-2 Oil passages not drilled or inter- valve assembly.
connected in case. Remove control
valve and air check all case passages. SLIPS 4-3 - FORCED DOWNSHIFT
S-3 Broken ring-oil delivery sleeve.
K-3 4-3 downshift valve retainer spring
SLIPS — 3-4 out of place (Models through 1952).
K-4 Leaks between front servo valve body
NOTE: See Slips 1-2. and front servo (1953 Models)
34
K-5 Front servo by -pass apply passage MISSES 2nd AND 4th
not drilled through in servo body
(1953 Models). K-2 Leak in front servo release passage.
Check with air pressure.
ROUGH 4-3 FORCED DOWNSHIFT L-2 Leak in 1-2 oil passage to exhaust
in rear servo (1953 Models).
C-1 Bands should be adjusted externally S-1 Loose bearing cap bolts in case
to factory specifications. Occa- allowing leak between oil delivery
sionally a transmission may be sleeve and cap.
encountered that will not take a Check for leak at this point by
good external adjustment. applying air pressure to front and
If a transmission with normal pres- rear clutch apply passages in case
sure shifts roughly after a linkage after removing
and external band adjustment, the valve body. If a leak exists, with
bands should be adjusted internally. cap bolt s at recommended torque,
E-1 Check line pressure in all ranges. dress down cap to provide snugger
Watch pressure through complete fit to oil delivery sleeve.
shift pattern. S-2 0il passages not drilled or inter-
G-1 Valves sticking in control valve connected in case. Remove control
assembly. valve assembly and air check all
K-7 4 -3 downshift valve stuck in the case passages.
open position. Q-1 Incorrect number of clutch plates
or wrong annular piston in front
ROUGH DOWNSHIFT AFTER unit. Also worn or damaged clutch
CAR IS STOPPED plates.
Q-2 Front annular piston seals or
B-4 Throttle linkage binding. expanders damaged.
G-1 Valves sticking in control valve
assembly. MISSES 1st AND 3rd
S-2 0i1 passages not drilled or inter-
connected in case. Remove control Q-3 Gear set failure locking front unit
valve assembly and air check all in direct drive.
case passages.
NO REVERSE — SLIPS

NO UPSHIFT ABOVE 1st D Shift linkage.

E-2 Check line pressure in reverse.
G-1 Valves sticking in control valve Excessive pressure loss may be
assembly. caused by missing or mispositioned
H-1 Oil passage leak in parking brake pressure regul at or reverse oil
bracket (possibly missing plug) pipe, or reverse clutch pipe.
check with air pressure. F-1 Pressure loss in reverse may be
I-1 Valves sticking in governor or caused by the reverse booster plug
improper valve travel. missing or sticking in the pressure
I-2 Governor oil delivery pipe leaking regulator assembly.
at connections. G-5 Improperly assembled control valve
N-1 Steel locating ball missing from asSembly.
bronze rear pump drive gear allowing I-4 Internal leak in governor.
gear to slip on reverse carrier. J Line exhaust valve, sticking or
Condition may only be apparent when leaking.
transmission is hot, allowing The line exhaust valve is located
bronze gear to expand. in the case under the front servo
S-1 Loose bearing cap bolts in case on 1952 models, and in the front
allowing leak between oil delivery servo valve body on 1953 models.
sleeve and cap. Check for leak at N-2 Leaking reverse piston seals will
this point by applying air pressure allow slipping and pressure loss in
to front and rear clutch apply reverse.
passages in case after removing
valve body. If a leak exists, with LOCK UP IN REVERSE
cap bolts at recommended torque (Light Throttle or Coast)
dress down cap to provide snugger
fit to oil delivery sleeve. D Shift linkage.
 35
E-2 Check line pressure in reverse. J Line exhaust valve sticking or
Excessive pressure loss may be leaking.
caused by missing or mispositioned K-3 4-3 downshift valve retainer spring
pressure regulator reverse oil out of place (models through 1952).
pipe, or reverse clutch pipe. P-1 Slide sticking (Vane Type Pump)
L-3 Leak in rear servo release will cause intermittent low and
passage. high pressures or complete loss of
Check release passage with air pressure.
pressure with servo mounted on
case. Make certain servo applies NO DRIVE.
and releases freely without ten-
dency to stick or chatter. D Shift linkage.
J Line exhaust valve sticking or E-1 Check line pressure in all ranges.
leaking. The line exhaust valve is F-2 Pressure regulator sticking will
located in the case under the front cause loss of or extremely high
servo on 1952 models and in the pressures. Remove regulator valve
front servo valve body on 1953 and run engine at idle speed not
models. over 30 seconds to flush circuit.
G-5 Improperly assembled control valve
assembly.
JUMPS OUT OF REVERSE S-2 0i1 passages not drilled or inter-
connected in case.
D Shift linkage. J Line exhaust valve sticking or
leaking.
SELECTOR LEVER WON'T P-1 Slide sticking (Vane Type Pump) will
GO INTO "R" cause low and high pressures or com-
(Engine Running) plete loss of pressure.
C-3 A broken front band will cause loss
J-1 Valves sticking in governor or of drive in all positions except
improper valve travel. where secon d speed start is
I-5 Broken governor ring. normal. A broken rear band will
cause loss of drive in all posi-
M-1 Governor drive flange off position
tions except reverse.
on rear pump mispositioning gover-
nor in parking brake bracket.
NO DRIVE AFTER SHIFTING
SELECTOR LEVER WON'T FROM "R"
GO INTO "R" N-3 Reverse c one sticking will result
(Engine Off) in no forward drive after reverse
application.
H-2 Reverse blocker piston sticking in Free up and burnish in cone by
parking brake bracket. driving as described in the Hydra-
I-5 Broken governor ring. Matic Transmission Service Manual.
G-1 Valves sticking in control valve
assembly. TRANSMISSION SHIFTS OR
M-1 Governor drive flange off position HUNTS WITH VEHICLE
on rear pump mispositioning gover- NOT MOVING
nor in parking brake bracket.
S-2 Oil passages not drilled or inter-
INTERMITTENT SLIP IN connetted in case. Remove valve
ALL RANGES body and air check all case passag-
es.
E-1 Check line pressure in all ranges,
watch pressure through complete CLASHES WHEN SHIFTED
shift pattern. TO "R" (51-53)
F-2 Pressure regulator sticking will
cause loss of or extremely high A Engine idle.
pressures-remove regulator valve E-1 Check line pressure in all ranges.
and run engine at idle speed not H-3 Parking pawl actuating crank bent
over 30 seconds to flush circuit. on parking brake bracket.
36

WILL NOT LOCK IN "R" WITH N- Neutral, 1st, 3rd and reverse speeds
ENGINE OFF (51-53) only.
C- Front unit planetary gears.
H-2 Parking blocker piston stuck.
N- Reverse Gear acceleration only.
C- Reverse unit planetary gears.
WILL SHIFT INTO "R" ABOVE
12 M.P.H. N- Reverse gear deceleration only.
C- Reverse unit planetary gears.
H-2 Parking blocker piston stuck. N- Metallic scraping at front of tramis-
sion.
SLIPS IN "DR-3" WHEN USING C- Excessive end play - torus members.
ENGINE AS A BRAKE N- Vehicle coasting 20 to 35 M.P.H.
engine not running - selector in
K-8 Over-run control valve sticking. neutral.
(1952-1953.) C- Rear oil pump.

N- Severe intermittent torus cover

NO DRIVE WHEN ENGINE IS
dampener noise in reverse.
FIRST STARTED C- Output shaft pinions.
N- Noisy pressure regulator valve
O-1 Torus check valve sticking or dam- (52).
aged. C- Early design valve - install rubber
Check for excessive drain back cushion.
after engine is shut off.
OIL LEAKS
ROUGH SHIFTING "N" TO "R"
L-OIL LEAKS C-CAUSE
C-2 Band s should be adjusted exter-
nally to factory specifications. L- Between flywheel and crankshaft
L-5 Rear servo check valve misaligned flange.
or orifice hole undersize. C- Loose flywheel to crankshaft bolts
L-8 On 19 5 3 models, rear servo or insufficient sealer.
exhaust valve sticking closed would
retard servo application. L- Torus Cover and Flywheel.
C- Flywheel to Torus Cover Seal,
UNABLE TO DRIVE ENGINE Flywheel sealing area, drain plug
BY PUSHING OR TOWING or dampener rivets in torus cover.

M-2 Rear pump in-operative. L- Front of transmission.

C- Front Pump Cover or Screws, or front
oil seal.
NOISE
N-NOISE C-CAUSE L- Oil Pan.
C- Oil Pan Gasket or Drain Plug.
N- Neutral and all gears whenever
engine is running. L- Side Cover.
C- Front oil pump. C- Side cover gasket or screws, throt-
tle and manual shaft seals,
N- Neutral only (disappears when pressure line plug.
shifted to drive),
C- Rear unit planetary gears. L- Rear of transmission.
C- Rear Oil Seal, Rear Bearing Retainer
N- Neutral, 1st and 2nd speeds only. Gasket, Rear Bearing Retainer
C- Rear unit planetary gears. Bolts.
 37

REFERENCE
Source of
Date Subject
Information
38

1C - 2C - THROTTLE ARRANGEMENT
FIGURE 43
 39
LINKAGE ADJUSTMENTS of the transmission case with the
THROTTLE CONTROL LINKAGE edge of the checking gauge against
ADJUSTMENT the back surface of the transmis-
sion case with the edge of the
(Models 1C-2C) checking gauge against the the
transmission side cover, Figure 44.
1. Place selector lever in "N" (b) With the transmission outer
(Neutral) position, with engine at throttle lever held against its
normal operating temperature and stop (toward rear of transmission),
transmission warm, adjust the engine the outer throttle lever hole
idle speed to 490-510 R.P.M. (lower hole) should be centered on
2. Install gauge pin 1-2544 in lever the small diameter of the gauge pin
bellcrank at (E), Figure 43, and (I) and the in side face of the
adjust the throttle bellcrank shaft throttle control lever should just
operating rod (A) to 2-9/32" mea- touch the large diameter of the
gauge rod. DO NOT FORCE the outer
sured from centerline of throttle lever against its stop and DO NOT
control bellcrank to carburetor rod try to bend this lever unless you
clevis pin and the top of the have the proper bending tool.
machined surface of the cylinder
head. After adjustment, lock jam nut
securely.
3. With the throttle return spring
attached and idle adjustment screw
against its stop and the 1-2544 gauge
pin still in place in the lower a
bellcrank, adjust the throttle con-
trol bellcrank to carburetor rod (B)
until the clevis pin slides freely
through the holes in clevis and the
hole in the bell- crank. Lock jam
nuts.

FIGURE 45

NOTE: If the outer throttle lever lower hole does not

center on the checking fixture pin as outlined in para-
graph (b), use the throttle Lever Bending Tool J-3310
to bend the throttle lever into proper alignment, em-
ploying the bending tool as illustrated in Figure 45,
with pins facing outward to bend the throttle lever
rearward. To bend the lever forward, reverse t he
bending tool (bending tool pins will now face towards
transmission).
5. With 1-2544 gauge pin still in place
in the lower bellcrank at (E),
Figure 43, and the transmission T.V.
FIGURE 44 lever in its furthest back position,
4. Disconnect the transmission throttle adjust length of the transmission
rod (G), Figure 44, at the transmis- throttle rod (C) so that it is 3/32"
sion outer lever. Tighten outer shorter than the actual distance
between the holes. Tighten lock nut
throttle lever clamp bolt (F) if
securely.
necessary. Check position of the 6. Remove gauge pin 1-2544 and adjust
outer throttle lever as follows: length of the accelerator pedal to
(a) Clean the machined surface at bellcrank rod (D) to give at full
back of transmission case and place throttle, 1/64" to 1/16" clearance
the throttle lever checking gauge between the accelerator pedal and
1-2195 flat against the back surface pedal stop at (G).
40

THROTTLE CONTROL ARRANGEMENT

MODELS 1C - 2C WITH TWIN CARBURETORS
FIGURE 46

THROTTLE CONTROL LINKAGE lever. Lock jam nuts securely.

Whenever carburetor idle position
ADJUSTMENT - MODELS 1C-2C is re-adjusted, rod lengths must be
WITH TWIN CARBURETORS rechecked as above. The throttle
return spring must always be hooked
1. Adjust engine idle speed at 490-510 into the clevis as shown and never
R.P.M. with engine at normal operat- over the clevis. Using the proper
ing temperature, transmission warm tools, Figure 45, bend the trans-
and selector lever in the "N" mission lever (H) if necessary to
the adjustment shown in Figure 43.
(Neutral) position. With the gauge still in place and
2. In stall upper and lower gauge pins transmission lever (H) in its
as shown in circles (I) and (J), furthest back position, adjust
adjust length of rod (A) so that length of rod (C) so that it is
throttle shaft operating rod trun- 3/32" shorter than the actual
nion pin will enter the bellcrank. distance between the hole in the
Lock jam nuts securely. bellcrank lever and the hole in
3. With gauge pins (E) still in place, transmission lever. Lock jam nuts
both carburetors off fast idle securely.
(choke open) and with the throttle 5. Remove gauge pins and adjust length
return springs attached, adjust the of rod (D) to give, at full
throttle, 1/64" to 1/16" clearance
two rods marked (B) until the clevis
between the accelerator pedal and
pin slides freely through clevis and the pedal stop at (G), Figure 43.
 41

THROTTLE CONTROL LINKAGE ADJUSTMENT - MODELS 4B, 4C, 5B, 5C

FIGURE 47
THROTTLE CONTROL LINKAGE 4. On Models 4B, 4C, 5B, 5C, with 262
ADJUSTMENT Engine, with the carburetor idle
adjustment screw against its stop,
MODELS 4B, 4C, 5B, 5C adjust the throttle bellcrank shaft
operating rod (this is the cross
1. Hook the throttle return spring in shaft operating rod for Models 4B,
the lower hole of the cross shaft 4C, 5B, 5C with the 262 engine) until
lever for Models 4B, 4C, 5B and 5C the gauge pin will freely enter the
with the 262 engine at (A), Figure seat in the accelerator pedal link
47. bellcrank lever and the gauge hole
2. Adjust the engine idle speed at in the cylinder block at (C), Figure
490-510 R.P.M. with engine at normal 47, (Located at the end of the
operating temperature, transmission starting motor.)
warm and selector lever in "N"
(Neutral) position. NOTE: Gauge pin J-2544 should work freely in the
3. With the carburetor throttle idle throttle control bellcrank and gauge hole in block.
screw against its stop and carbure-
tor off fast idle (Model 4B-4C with
5. Check the position of the outer
the 232 engine) adjust the throttle
throttle lever as follows:
control bellcrank to carburetor rod (a) Clean the machined surface at
so that the Gauge Pin J-2544 will back of transmission case and place
freely enter the gauge pin holes in the throttle lever checking gauge
the throttle control bellcrank and J-2195 flat against the back surface
the slotted hole in the throttle of the transmission case with the
control bellcrank support bracket at edge of the checking gauge against
(B). After making adjustment, remove the transmission side cover, Figure
gauge pin. 44.
42
(b) With the transmission outer lever at (E), Figure 48, and into
throttle lever held against its stop hole into the cylinder block. Adjust
toward rear of the transmission, the length of throttle shaft operating r
outer throttle hole should be cen- o d assembly to position throttle
tered on the small diameter of the shaft lever as shown at CC.
gauge pin and the inside face of the 2. With gauge pin still in position
throttle control lever should just and both carburetors off fast idle
touch the larger diameter of the (choke open) and with throttle return
gauge rod. DO NOT FORCE THE outer springs attached, adjust length of
lever against its stop and DO NOT try each rod assembly (B) until the c le
to bend this lever unless you have vi s pin (K) slides freely through
the proper bending tool, Figure 45. clevis and bellcrank lever. Lock jam
nut securely.
NOTE: If the outer lever lower hole does not center on
the checking fixture pin as outlined in paragraph (B) NOTE: When carburetor idle position is readjusted,
use the Throttle Lever Bending Tool J-3310 to bend the rod length must be rechecked as above.
throttle into proper alignment, employing the bending
3. Using the proper tools, Figure 45,
tool, Fig- u r e 45. To bend lever rearward, have the
bend the transmission lever (if
pins facing outward. To bend the lever forward, re-
necessary) to the dimension shown,
verse the bending tool, pins will now face toward trans-
Figure 48. With gauge pin still in
mission. After properly aligning the throttle checking
position and transmission lever in
fixture, install t he transmission throttle rod (G) clevis its furthest back position, adjust
pin and cotter pin to the outer throttle lever, (H) and transmission throttle rod (C) length
secure the cotter pin. so that it is 1/16" shorter than the
actual distance bet we e n the
6. For Models 4A, 4B, 4C, 5B, and 5C trunnion (L) and the clevis pin (M)
with the gauge pin, 1-2544, in centers. Lock trunnion jam nuts. Rem
position at (C), Figure 47 in the ove gauge pin and adjust length of
throttle control bellcrank and the accelerator pedal to bellcrank rod
hole in the cylinder block, disconn assembly (D) Figure 48, to give at
e c t the transmission throttle rod full throttle 1/64" to 1/16" clear-
at the accelerator pedal link bell- ance between the accelerator pedal
crank lever at (D). Lightly push the and the pedal stop at (G).
transmission throttle valve lever
(H) rearward against its stop in the THROTTLE CONTROL LINKAGE
transmission, and adjust the throt- ADJUSTMENT
tle rod s o that the trunnion pin MODELS 6B-7B & 7C
will slide freely into the accelera- 1. Adjust engine idle at 490-510 R.P.M.
tor pedal link bell- crank lever. with engine at normal operating
Install the trunnion pin, flat temperature, transmission warm and
washer and cotter pin. With the selector lever in "N" (Neutral)
trunnion pin in position, loosen the position.
rear adjusting nut (E) approximately 2. With the carburetor throttle idle
one and three quarter turns or until screw again st its stop and carbure-
a 1/16" shim can be installed between tor off fast idle , adjust the
the rear lock nut and the trunnion: accelerator cross shaft, operating
remove the shim and tighten the front rod trunnion nuts (B), Figure 49,
lock nut (F) without turning the rear until gauge pin 1-2544 can be in-
lock nut, (E). This will pull the stalled freely into the accelerator
throttle lever forward off the stop. pedal bellcrank lever (C) Figure 50,
Remove gauge pin. and the hole in the boss of the
cylinder block at (D). Tighten the
THROTTLE CONTROL trunnion lock nuts (B) securely.
ADJUSTMENTS Recheck this adjustment by removing
4B-5B-4B-5C with 262 Engine and insta11ing the gauge pin into the
bellcrank lever and boss hole. Pin
WITH TWIN CARBURETORS
should again enter both holes freely.
1. Insert Gauge Pin J-2544 through After rechecking this adjustment,
accelerator pedal link bellcrank remove the gauge pin.
 43

THROTTLE CONTROL ARRANGEMENT

4C-5C WITH 262 ENGINE WITH TWIN CARBURETORS
FIGURE 48
44
by removing the cotter pin and clevis
pin. Tighten outer throttle lever
clamp bolt (F), Figure 44, if neces-
sary.

4. Check position of the outer throttle

lever as follows:

(a) Clean the machined surface at

back of transmission case and place
the Throttle Lever Checking Gauge
J-2195 flat against the back surface
of the transmission case with the
edge of the checking gauge against
the transmission side cover, Figure
44.

(b) With the transmission outer

throttle lever held against its stop
(toward rear of transmission), the
outer throttle lever hole should be
centered on the small diameter of
the gauge pin (1) and the inside face
of the throttle control lever should
just touch the larger diameter of
the gauge rod. DO NOT FO RC E the
outer lever against its stop and DO
NOT try to bend this lever unless you
have the proper bending tool.
CARBURETOR THROTTLE ADJUSTMENT
FIGURE 49 NOTE: If the outer throttle lever lower
hole does not center on the checking
fixture pin as outlined in paragraph
(b) use the Throttle Lever Bending Tool
J-3310 to bend the throttle lever into
proper alignment, employing the bend-
ing tool as illustrated in Figure 45,
with pins facing outward to bend the
lever rearward. To bend the lever
forward, reverse the bending tool
(bending tool pins will now face toward
transmission).

(c) After properly aligning the

throttle outer lever to the throttle
checking fixture, install the trans-
mission throttle rod (G), clevis p
in , and cotter pin to the outer
throttle lever (H), secure the cotter
pin; lower car.
CHECKING THROTTLE LEVER
FIGURE 50 5. Disconnect the transmission throttle
rod trunnion (I) from the accelera-
tor pedal link bellcrank lever by
removing the cotter pin and flat
washer from the trunnion pin, Figure
3. Raise the car, disconnect the 51. Install Gauge Pin J-2544 into
transmission throttle rod (G). Figure accelerator bellcrank lever (C) and
44, at the transmission outer lever (H) hole in boss.
 45
7. Install the trunnion pin, flat
washer and cotter pin and with the
trunnion pin in position loosen the
rear adjusting nut (E) approxi-
mately 1-3/4 turns or until a 1/16"
shim can be installed between the
rear lock nut and the trunnion;
remove the shim and tighten the
front lock nut (F) without turning
the rear lock nut, (E). This will
pull the throttle lever forward of
the stop a distance equivalent to
the thickness of the shim (1/16").
Remove gauge pin J-2544.

8. Loosen lock Nut (N).

9. While holding the carburetor throt-

tle wide open and with the acceler-
ator pedal against its stop at the
THROTTLE ROD ADJUSTMENT floor panel (driver's compartment),
AT BELLCRANK adjust lock nut (N) until it touches
FIGURE 51 the trunnion; increase adjustment
1/4" further and tighten front lock
nut. This will give approximately
1/16" clearance between bottom of
6. Holding the transmission throttle lever accelerator and the stop.
against its stop in t he transmission by
pushing the transmission throttle rod (G)
rearward lightly by hand, Figure 52, adjust the THROTTLE CONTROL
transmission throttle rod so trunnion pin will ARRANGEMENT
6B, 7B and 7C with Twin Carburetors
slide freely into the accelerator pedal link
bellcrank lever (L). 1. Insert gauge pin J-2544 (E) in
accelerator pedal link b ellc rank
assembly with the choke valve held
open to keep carburetor off fast
idle setting, push carburetors
closed. Now adjust length of carbu-
retor rods (B), Figure 53, so that
the clevis pins can be entered and
withdrawn freely. When carburetor
idle position is readjusted, rod
length must be rechecked as above.
Throttle control return spring (F)
must be in place during adjustments.
2. Adjust length of rod (D) so that it
is 1/16" shorter than the actual
distance between trunnion (L) and
clevis pin (M) centers. When the
gauge pin is in place and the
throttle control lever (H) on trans-
mission is at its furthest back
position.
3. After the carburetor to throttle
shaft rods (B) and transmission
throttle rod (D) are adjusted remove
the gauge pin and adjust the pedal
rod (C) to give 1/64" to 1/16" pedal
TIGHTING THROTTLE ROD LOCK NUT stop clearance shown at (G) at full
FIGURE 52 open throttle.
46

THROTTLE CONTROL ARRANGEMENT

6B, 7B & 7C WITH TWIN CARBURETORS
FIGURE 53
 47
MANUAL CONTROL
LINKAGE ADJUSTMENT
1C, 2C, 4B, 4C, 5B, 5C, 6B, 7B and 7C

1. After determining that the upper and

lower control tube brackets are
tightened securely on the steering
column jacket tube and that the
selector lever tube is parallel with
the steering gear jacket tube,
disconnect the transmission shift
rod (0) as shown in Figure 54, at
the manual control lower lever, (P).

2. With the transmission shift rod (0)

disconnected, place transmission
shift lever (Q) (at transmission) in
the reverse position by pushing the
transmission shift rod (0) rearward
as far as it will go (reverse
position). Next pull lever rod (0)
forward two detents to the "DR-3"
position.

3. Place the manual selector lever (at

steering wheel) in the "DR-3" posi-
tion and pull the manual selector
lever against the stop without
lifting the selector lever.

4. Adjust rod length to allow clevis PUSHING SHIFT ROD TO REVERSE

pin to enter yoke (0) freely. FIGURE 54
5. Lengthen rod by one complete turn of
yoke (0).

6. In stall clevis pin, flat washer and

cotter pin and tighten lock nut
securely.

NEUTRAL SAFETY SWITCH

ADJUSTMENT

1. Place the manual control lever in the

"N" (Neutral) position.
2. Loosen the safety switch adjusting
screw (S), Figure 55, and adjust the
switch to close at a position
approximately midway between "N"
(Neutral) and "DR-4" (Drive) on the
selector indicator dial. Tighten
adjusting screw securely.

NOTE: With the manual lever in the "N" (Neutral)

position, the starter should operate when the ignition
switch is on and starter is engaged. The s tarter should SAFETY SWITCH ADJUSTMENT
not operate in any other position but "N" (Neutral). FIGURE 55
48
TORQUE CHART
1C, 2C, 4B, 4C, 5B, 6B, 7B, 7C
LOCATION THREAD SIZE TORQUE FT. LBS.

Internal Gear to Rear Drum 10-24 3-4

Front Body to Inner Body 10-24 3-4
Outer to Inner Valve Body 10-24 3-4
Rear Cover to Inner Body 10-24 3-4
Front Body Plate to Body 10-24 3-4
Front Plate to Outer Body 10-24 3-4
Governor Bushing Retainer to Governor Body 10-24 3-4
Detent Ball Retainer to Outer Valve Body 10-24 3-4
Front Servo Assembly 1/8 Pipe 6-7
Torus Cover Drain 1/8 Pipe 6-7
Case Oil Pressure Take-Off 1/8 Pipe 15-18
Front Servo Assembly 1/4 Pipe 6-7
Front Pump Cover to Body 1/4-20 12-15
Intake Pipe to Front Pump 1/4-20 10-12
Governor Body to Dual Flange 1/4-20 6-8
Rear Pump Cover to Body 1/4-20 6-8
Rear Pump Cover to Body 1/4-20 8-10
Control Valve Assembly to Case 1/4-20 6-8
Side Cover to Case 1/4-20 10-12
Servo Body to Cylinder 1/4-20 6-8
Blocker Piston Retracting Spring to Bracket 1/4-20 6-8
Governor Plunger to Governor Primary and Secondary 1/4-28 6-8
Weights 5/16-18 10-13
Oil Pan to Case 5/16-18 10-13
Front Pump Cover to Case 5/16-18 10-13
Drive Flange to Rear Drum 5/16-18 10-13
Servo Spring Retainer to Body 5/16-18 15-18
Reverse Shifter Bracket to Case 5/16-18 15-18
Rear Pump to Case - 5/16-24 10-13
Outer Shift Lever 3/8-16 23-28
Front Servo to Case 3/8-16 23-28
Rear Servo to Case 3/8-16 28-33
Reverse Internal Gear Support to Rear Bearing Retainer 3/8-16 28-33
Rear Bearing Retainer to Case 7/16-14 40-50
Center Bearing Cap to Case 7/16-20 23-28
Reverse Anchor Support Bolt 7/16-20 15-20
Reverse Anchor Support Stud 7/16-20 23-28
Reverse Anchor Support Stud Nut 1/2-20 40-50
Band Anchor Stop Nut 5/8-18 35-45
Oil Pan Drain Screw 1-1/16-16 •40-50
Pressure Regulator Valve Plug 7/16-14 40-50
Flywheel Housing to Engine Rear Mounting Bolt 7/16-20 40-45
Engine Rear Mounting to Frame Bolt 1/4-28 10-15
Outer Throttle Lever Bolt 1/4-28 6-8
Torus Check Valve Retainer Bolt 7/8-16 50-60
Trans. Mainshaft Nut 3/8-24 40-45
Flywheel to Crankshaft Nut 5/16-24
*Torus Cover to Flywheel Bolt
12-15 Ft.
* Procedure for Tightening Lbs.
12-15 Ft.
Tighten 2 bolts adjacent to dowels to Lbs.
Tighten 2 bolts located 90 deg. from dowels to 20-25 Ft.
Tighten all bolts in rotation to Lbs.
Tighten all bolts in rotation to 26-31 Ft.
Lbs.