BMC_Auto by Morris Oxford

BORG-WARNER Model ~5EA Type AS1

AUTOMATIC TRANSMISSION As fitted to: AUSTIN A60 MORRIS OXFORD (Series VI) M.G. MAGNETTE (Mark IV) RILEY 4/SEVENTY TWO WOLSELEY 16/60

Workshop Manual AKD 3298 A

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FFF

SECTION FFF THE AUTOMATIC TRANSMISSION Sec/ion Description and operation ..

FFF(b)

Dismant liog and assembling the components

FFF(d)

Driving, maintenance, and adjustments . .

FFF(a)

Removing and replacing the components

FFF(c)

Road test and systematic diagnosis

FFF(e)

Service tools . .

FFF(f)

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Magnctte (\tark IV) and 4;Sevcnty Two.

lssue J.

55274

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Magnette (Mark IV) and 4/Seventy Two . Issue 3. 55274

SEeTIO

FFF(a)

DRI VING, i\IAI NTENANCE, AND ADJUSTMENTS Section Adjust ments ..

FF F(a).5

Description . .

FFF(a\. \

D riving procedure . .

FF F(a).3

Maintenance

FF F(a)A

Selecto r

FFF(a).2

tagneu e (Mark IV) and ...

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Two.

I uc 3. 55174

FFF(a).\

THE AUTOMATIC TRANSiVIISSION

Section FFF(a).l DESCRIPTlO:-l

The automatic transmission incorporates a fluid torque converter coupl ing in place of the usual flywheel and e1 ute h. The co nve rte r is coupled to a hydrau lically operat ed planetary gea rbox wh ich provides three forward rati os and reverse. All forwa rd ratios a re au tomatically engaged in accorda nce with accelerator positio n and sp eed of the car. Over-riding control with appropriate eng ine braking is availabl e for th e first and seco nd gea r ratios by ma nua l selectio n of ' L'.

Section FFF(a).2 S ELEcr O R

'R' (reverse) T his positio n pr ovides a reverse rati o wit h fuJI engine br aking. DO NOT select ' R' when t he car is movin g for ward . "N ' (neutral)

In the neutral position no engine power is transmitted to the rear wheels. The ha nd b rake must be applied when the selecto r is at 'N' and th e car is at rest.

'D' (drive) The pos ition for a ll normal dri ving . Thi s positron covers a range of three ratios, all of which arc engaged automatically and prog ressively up and dow n accord ing to the vehicle speed and t he position of t he accelera tor. Pro vided th e vehicle speed is below a preset maxim um , down -changes may be effected by fully depressing the acce lerator past a detent button mou nted on th e pedal (kick-dow n).

Operation of the automatic transmission is controlled by a selecto r mounted beneat h the steering-whee l. The po sition of the lever is ind icated by a po inte r and a q uad ra nt , the q uad ra nt bei ng marked with the follo wing five position s, ' L', '0' , 'N', ' R', 'P'. A stop plate is provided to pr event di rect selec tion of ' P', 'R', or 'L' fro m either ' N' or '0' ; ' 0 ' may be insta ntly engaged from ' N '. Befor e engag ing ' L' , 'R' , or 'P' pull the hand lever kno b o utwa rds . Befor e disengaging ' P' pu ll the hand lever kno b o utwards. Do no t engage 'R' or ' P' while t he

car is in motion.

' I,' (lock-up)

Provides oyer-riding control for the first or second gea r ratios wit h a ppro pria te engine br aking. When starting fro m rest with the selecto r in ' L' the

transmission starts in first gear and will remain locked in t ha t gear irr espective o f roa d speed and accele rato r

position. This gear provides maximum engine braking. Wh en the transmission is in the 'D' range the selection of 'L' will immediate ly give seco nd gear ratio at road

speeds over 5 m.p .h. (8 krn.p.h .) or first gear ra tio at roa d speed s under 5 m.p. h. (8 krn.p.h.) , with engine braking. First gea r may also be obta ined at speeds of up to 20 m.p .h. (32 krn.p.h.) by fully dep ressing t he accelerator (k ick-down).

Section FFF(a).3 DRIVING PllOCED URE

Fig. FFF(a).1

The selector le ver, quadrant, and pointer

'P' (park) /n the park posi tio n no engine po wer is t ransmi tted to t he rear wheels. T he gearbox is mechanically locked by a parking pawl that engages with a gear on the driven shaft . Use of th e par k po sit ion is recomme nded wheneve r the ca r is parked o r when t he engine is to be run for tunin g or adj ustme nt. DO NOT select 'P' when th e ca r is mo ving. FFF(a).2

A sta rte r inhibit or switch embo d ied in the gea rbox ensu res t hat the sta rter will o nly opera te when t he selector is in the ' P' o r ' N' positi on. With ' N' selected, a pply th e hand o r foot br ake befor e starting the en gine. l"On:.-Always select 'P" and apply the hand brake before attempting to start the engine by means of the solenoid switch under the bonnet or the starting-handle, also when tuning or adjusting the engine . Whe n the engi ne has been sta rted from co ld with t he use of the mixture co ntro l, sta lling will be avoided if thi s co ntro l is left ou t just sufficiently to increase idlin g speed unt il t he eng ine has warmed up . The mor e apparent transmission engagement under these co nditions is not detriment al to t he ca r o r to the tr an smission .

Normal drhinJ: Aft er sta rt ing the engine, release the accele rato r, a pply the foot brake, and move the selector lever to the ap propri ate forw ard o r reverse positi on . Release t he brake a nd depress th e accele rato r. Magneue (Mark IV) and 4JSe',enty Two .

Issue 3,

55274

T HE AUTOMATIC TRANSMISSION With the selector in '0', all forward ratios up or down will be automat ically and progressively engaged as the speed o f t he ca r increases o r d ecreases : thus, all rati o cha nges are a uto ma tica lly made to su it the speed of the ca r as well as th e tor qu e demand. Minimum accelerat or pressure will result in low-speed up-changes. If the accele rato r pedal is depre ssed as far av the detent the up-ch anges will occur at higher roa d speeds ; depressing t he pedal pas t the deten t will pr oduce up-changes at maximum road speeds . Irrespective of th e acce lera to r pos itio n, sta rts from rest are always smooth, but t he usual delicacy of accelerator control is necessary o n slippe ry surfaces and for maximum fuel eco no my. Increased acceleration Wh en a lower gea r rati o is requ ired for rapi d ove rta kin g or hill-climbing, kick-down cha nges a re fully und er th e driver's con tro l except that t he maximum downchange speeds for t he 3-2, 3- 1, a nd 2-1 gear ratios are preset to give o ptimum pe rformance with out overspeed ing the engine. Kick-down does not o perate at speeds above 45 to 49 m.p.h . (72 to 79 km .p.h .) for a 3-2 cha nge and 25 to 29 rn.p.h . (40 to 47 km.p.h.) for a 2- 1 ch ange. Engine braking When descen din g stee p hills usc the foot br ake to red uce th e road speed to below 55 m.p. h. (88 krn.p.h .), when 'L' ma y be selected. T he tr an smission will instantly change to secon d gea r and th us p ro vid e ap pro priate en gine b ra king. Sec ' "L" (lock-up)' for first gea r kickdown when maximum en gine br a king is requ ired. When the descent has been made . select '0' and proceed as for normal dri ving. lI iII ascent Wh en asce ndi ng long, steep hills. pa rticu la rly in hot weather , it may be advisable to select 'L' so as to assist in en gine coo ling. Driving on soft surfaces When th e rear wheels fail to grip a surfac e du e to snow, mud , or sand the car may be rocked backwards a nd forward s by alternately selecti ng 'R' and ' 0' with a sma ll throttle opening.

Towing for recovery Before towing alwa ys check t he fluid level in t he transmission case, and top up if necessary . If there is any reas on to suspect th at the tr an smission is fau lty or damaged, the propeller shaft mu st be rem oved or, alternatively, th e rear wheels lifted from the ground before towing commences. Tow in 'N' and ensure that the ha nd bra ke is 0 1T.

Section FFF(a).4 MA INTENANCE In territ ories where ambient temperatures are unu sually high , du st and/ o r mud must not be allo wed to decrease the effecti ve areas o f the sto negua rds in the co nverte r hou sing . On cars which ar e frequently used o n unm ad e roads the transmi ssion o il pan mu st not be allowed to remain caked in mud, which would act as a tempe rature insulator. Checki ng fluid level The gea rbox filler tube with breather a nd dip stick is located under the bonnet ju st forward of the bulkhead; For a list of approved fluids see ' LURRI CATI ON', Section P. The ca r sho uld be on a level surface and the lr an smissio n sh ould be at normal running temperature i.c. as reached after ab out five miles of driving. Select 'I" and allow the engine to idle for two minutes. With the engine still idling in ' 1" , wipe the dip stick with a nonfluffy rag or clean paper, insert, and withdraw immediately. If necessa ry, add fluid to bring the level to the 'hi gh ' mark. The d ilTerence between the 'low' and 'high' marks on the dipstick is 1 Imp. pint (,57 litre). DO NOT OVERFILL. If chec ked when the fluid is cold, the level must be at least 1 in. (9'5 mm. ) below tb e

S topping To stop the car release t he accelerat or and a pply the brakes in the normal way. Parking Stop the car, select '1", and appl y the hand bra ke as an additional precaution. Emergency starting The car ma y be push- o r tow-started ; pushin g is recommended as it avoids dan ger of the car over-running the towing vehicle . Select 'N', switch o n the igniti on, set the mixture control, and release the ha nd b rak e. Allo w the car to attain a road speed of approxi mately 25 m.p.h. (40 km.p.h.), th en select '0' , whil st fully depressing th e accelerat or ped al. Magnette (Mark IV) and 4,Scvcnty T.....o. Issue 4. 56919

Fig. FFF(a).2 The dipstick , showing A.

'low' mar k.

'Hight mark.

FFF(a).3

THE AUTOMATIC TRANSMISSION of a crimped cable stop at the carburetter end of the inner cable. It may be checked by usc of an engine tach ometer and a line pressure gauge co nnected to the transmission (see Fig. FFF(a).4). First verify that the cable sto p at the carburetter end is correct ly locat ed.

gA'

With brake s applied a nd" heels chocked, when engine r.p .m. in 'D' is increased from correct idling by 500 r.p.m . the line pressure shoul d rise by 15-20 Ib.fsq. in. (1'051·40 kg.fem,'). If the rise is less, the effecti ve length of the outer ca ble should be increased by means of the adjuster provided . Conversely, if the rise in pressure is more than 20 Ib.fsq. in, (1,40 kg.fem.'). then the effective length of the cable sho uld be decreased . For the effects of cable maladjustment see 'FA LT DIAG l"OSI S' Section FFF(e).2.

c '

Fig. FFF(a).3

Down-shift and throttle valve cable adjustment: (A) Correct idling; (0) Idling increased by 500 r.p.m.; (e ) The cable adjuster

NOTE.-The cable is impregnated .. ith silicon or molybdenum disulphide lubricant and must not be oiled.

high mark with the engine idling in 'I" as described , The level must be verified at norma] running temperature as soon as possib le, Frequent need for topping up is indicative of leakage, which shou ld be rectified immediately to prevent damage to the transmission. Fluid changes Periodic fluid changes arc not recommended .

Section FFF(a).5 ADJUST:\IENTS Under normal opera ting conditions no periodic adjustment') are required.

o "'0085

Fig. FFF(a),5

Down-shift and throttle valve cable Correct adju stment of the down- shift and throttle valve cable is most important for satisfactory operation of the transmission . The adjustment is preset by means

•

r"y

"I anu allinka~e

Disconnect the linka ge from the gear selecto r lever, select and secure 'N' on the qu adrant, and place the selecto r lever in the central one of tbe fiv e positions. Adjust the linkage if necessary and reconn ect. Check in all five positions. The linka ge must never be allowed to over-ride the transmission detent, i.e. a definite "click' must be felt in each position. Now check that the gating is correct, i.e. •! • and °0' on the same level of the quadrant, pull out for 'L' ,'R' , a nd 'P', also for disengagement of '1",

I J-;-

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Manual linkage adj ustment locknut

---< ~ L

---

Accelerator pedal button With the accelerator pedal detent button tou ching the ca rpet block, the ca rbu relle r butterfly should be seveneight hs open. -=-= Fig. l-FF(a).4

110. 0 1

Connection oflinepressure gauge, showing Sen-icetool 18G 677 FFF(a).4

l"OTE.- The action of tbe accelera tor pedal delent button must not be impaired by the addition or removal of carpeting, floor-mats, etc. Magn ette (Mark 1\) and 4/Se\ cnl)' Two.

Issue 4.

569)9

THE AUTOMATIC TRA 'S MISS IOI ' S ta rt er inhibitor switch The switch has four terminals, tw o for the sta rter inhibitor and two, angled at 45掳, for the reversing light (later production only), If failure occ urs, disconnect the four switch leads from the vehicle wiring; the wiring can t hen be chec ked by joining together the vehicle lead s of each circuit. Both the starting control and the reversing light sho uld then operate in all selector positions. NOTE.-On the I ii" in, (33 rnm.) diameter switch the terminals for each circuit arc opposite, i.e. 1-3 starter inhihitor and 2-4 reversing light. On earlier switches the terminals for each circuit arc adjacent, i.e, 1-2 starter inhibitor and 3-4 reversing light .

Adjusting the switc h CAU TI OX-Apply the brakes and chock the "heels as the vehicle rna)' more off if the engine is started in 'D', 'L " or 'R'. Before adjusting the switch check the manual linkage adjustment, To adjust the switch, place the selector lever in 'D' or ' L' . C onnect a small b ulb and batte ry ac ross the starter

Fig. FFF(a).7

From band adjustment Front brake band For thi s adjust ment the gea rbox o il pan mu st be re mo ved . Slac ken th e lock nut, move the servo lever out wa rds, and place thc 路250 in . (6'35 mm .) ga uge block (Service tool 18G678) between the adjustin g screw and

the servo piston pin. Tighten the servo adjusting screw

LI-

. e

. . - I' - - - - - - - - - - - - - - - - "J"=-~ Fig. FFF(a).6

Actuation of starter inhibitor switch A. H.

Starter operative. Starter inoperative.

Starter inoperative.

c. [ Reversing light 'on',

inhibitor terminals and another across the reversing

to a torque of 10 lb. in. ('115 kg . m.), us ing to rq ue sc rewdriver 18G681 and spa nner 18G678. Ti ght en the lockn ut a nd t he n remove the gauge block . Rear brake band This band ha s an external adj usti ng screw in the righthand wall of the tran smission case. Using Service tool 18G 701 in conj unc tion with torq ue wrench 18G 537, slacken the locknut and tighten the adjustin g screw to a torque of 7 lb. ft. ('97 kg. 01.). Back ofT the adjusting screw one t urn and tighten the locknu t. On the second type assembly, identified by the coarse th read of th e adjusting sc rew, back ofT th e adju sting

screw three-quarters of a turn and lighten the locknut.

ligh t termi nals. Loo se n the locknut, using Service tool 18G679, fully un screw the switch from the main case, and then screw it in until the reversing light terminals break; note and mark the po sition o f the switch in relation to the case. Screw the switch in further until the

starter inhibitor terminals make; again mark the position. Then unscrew the switch until it is in a position midway between the tw o marks made. In thi s position tighten the locknut, usin g Service tool 18G679. Refit the switch leads to the appropriate connectors, and verify that the starting control operates on ly when the selector is in ' P' or ' N ' and no t in ' D', 'L', o r ' R'. Verify also t ha t the reversing lig ht, if fitte d, opera tes o nly whe n th e selector is in "R'. The boss on some switches may be 路030 in. ('76 mm. ) o versize . Where a switch cannot be adjusted, reduce- the t hick ness of the locknut by 路025 in. ('64 mm.). If the switch still fails to operate correctly, renew it. Magnette (Mark IV) and 4/Seventy Two.

Issue 4.

66674

J-ig. rrF(aH

Rear band adjustment, showing the adju~ {ing screw (A) and locknut with the first tyre rear servo FFF(a).5

SECTION FFF(b) DESCRIPTION AND OPERATION Sect ion

Control system

FFF(b).8

Front pump . .

F FF(b).5

Gear set, clutches, and bands

FFF(b).2

Governor

FFF(b).7

Hydrauli c system

FFF(b).4

Mechanical power flow

FFF(b).3

Rear pump ..

F FF(b).6

Table of hydraulic circuits ..

End of Section

Torque converter

Magnette (Mark IV) and 4/Seventy Two .

FFF(b). 1

Issue 4. 66674

FFF(b) .1

THE AUTOMATIC TRANSMISSION involu te tooth form s are used throughout. Power en ters the gear set via the sun gears. In all forward gears power enters through the forward sun gear; in reverse gear power enters through the reverse sun gear. Power leaves the gea r set by the ring gear. T he pini on s are used tn tran smit power fro m the sun gears to the ring gear. In reverse a single set of pinions is used, which causes tbe ring gcar to rotate in the opposite direction to the sun gea r. In forward gea rs a double set of pini ons is used tn cause the ring gear to rotate in the same direction as the sun gear. The carrier locates the pinions in their correct position s relat ive to the sun gea rs and the ring gear (and also forms a reaction member for certain conditions). T he var ious mechanica l ratios of the gear set ar c obtai ned by th e enga gement of hydrau lically o perated multi-disc clut ches a nd bra ke band s. Clutches

Fig. FFF(b).1 111e torque con verter

Section FFF(b).l TORQUE CONVERTER T he use of a hydr aulic converter in co nju nctio n with a three-speed automatic gearbox provides a means of ob taining a smoot h a pp licat ion of engine power to the drivin g wheels and addition al engine torque multiplication to the first and secnn d gea rs of the gearbox. The converter also provides extreme low-sp eed flexibility when the gearbox is in third gea r, and, due to its ability to multiply engine torque, it pr ovides go od acceleration from very low road speed without having to resort to a dnwn-shift in the gearbox. Torque multiplicatinn from the cnn verter is infinite ly variable between the ratios of 2 : I and I : I. The speed range, during which torque multiplication can be achieved, is also variable, dependin g upon the accelerator positio n. The hydraulic torque co nverter for use in conjunction with the autom atic gearbox is 9! in. (241 mm .) in diameter. It is of the single-phase, three-element type , comprising an impeller con nected to the engine crankshaft, a turbine connected to the input shaft of the gearbox, and a stato r mounted on a sprag-type, one-way clutch suppo rted on a fixed hub projecting from the gearbox case.

Multi-disc clutches o perated by hydraulic pist ons conn ect the conv erter to the gear set. In aU forward gears the front clutc h connects the con verter to the forward sun gear; for reverse the rear clutch co nnects the converter to the reverse sun gear. Bands Brake bands, operated by hydraulic servos, hold clements of the gear set sta tionary to effect an output speed reduction and a torque increase. In first gear of lock-up th e rear band holds th e pin ion ca rrier station ary and provid es the first gea r ra tio of 2路39 : I a nd, in reverse, a rati o of 2路09 : I. The front band holds the reverse sun gear statio nary to provide the second gear ratio of 1路45 : I. One-way clutch In dri ve a one-way clut ch is used in place of the rear band to prevent th e pini on carr ier from turnin g opposite to engine rotat ion, thu s also pro viding a first gear rati o of 2路39 : 1. Thi s on e-way clutch, allowing the gear set to free-wheel in first gear, provides smoo th rati o changes from first to second. and vice versa.

Section FFF(b).2 GEAR SIc'T, CLUTCHES. AND BANDS Gear set The planetary gear set consists of two sun gears, two sets of pinions, a pinion carrier, and a ring gear. Helical, FFF(b).2

Fig. FFF(b).2

The gear set (diagrammatic) Magncttc (Mark IV) and 4jSeventy Two.

Issue 4. 66674

THE AUTOMATIC TRANSMISSIOl\

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------14

......

Fig . EFF (b).3

Mechanical pawerjiow I.

Engine crankshaft .

2. Torque converter co upling.

Forward sun gear shaft .

15. Long pinions.

Reverse sun gear.

16. F ro nt clutc h.

10. Short pin io ns .

Stator.

f orward sun gear.

4. Input sha ft.

II.

5. Stat or free w heel.

12. Dri ven shaft.

Impeller.

I J.

Centre support.

7. Turbine.

Ring gear .

17.

Front band.

18.

Rea r clutch

19.

Rear band .

~O.

One-way c1UICh.

Front clutch and rear band a pplied .

lst gear. lock-up selected

Front clutch applied and one-way clutch is ope rative.

lst gear . drive selected

2nd gear . lock-up o r drive selected

Front clutch and fro nt band applied . Front and rear clu tches applied.

3ed gear

Rear clutch and rea r hand applied.

Magncue (Mark IV) and 4/Seventy Two .

Issue 3. 55274

FFF(b) .3

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Magnelle (Mark IV) and 4fSeventy Two. Issue 3. 55274

THE AUTOMATIC TRANSMISS ION

FFF(b)

O~ '" L2

FFF(b).4 Mechanical power flow in'LI'

Section FFF(b}.3 MECHANICAL POWER FLOW First gear (Iock-np selected)

Fig. FFFT..b).6 Me chanical pOIl'er flow in 'D2' or 'L2'

Third gear Again the front clut ch is applied, connecting the converter to the forward sun gear. The rear clutch is applied, connecting the converter also to the reverse sun gear; thus bot h sun gears are locked together and the gear set rotates as a unit , providing a rati o of I : 1.

The front clutch is applied, connecting the converter to the forward sun gear. The rear band is applied, holding the pinion carrier stationary; the gear set provides the reduction of 2·39 : I. The reverse sun gear rotates freely in the opposite direction to the forward sun gear.

(

First gear (drive selected) The front clutch is applied, connecting the converter to the forward sun gear. The one-way clutch is in operation, preventing the pinion ca rrier from turning opposite to engine rotation; the gear set pr ovides the redu ction of 2·39 : I. On the overrun the one-way clutch, and thu s the gearbox, free-wheels.

Second gear (lock-up or drive selected) Again the front clutch is ap plied, connecting the converter to the forward sun gear. T he front band is appl ied, holding the reverse sun gear stationary: the gear set provides the reduction of 1·45 : I.

Fig. FFJ-~b).7 M echanical power flail' in • D3'

Reverse J:ear The rear clut ch is applied, connecti ng the conve rter to the reverse sun gear. The rear ba nd is appli ed, hold ing the pinion carrier stationary; the gear set provides the

reduction of 2·09 : I in the reverse direction .

Fig. FFFT..b).5

Fig. FFFT..b).8

Mechan ical power flow in •Dl'

Mechanical power flo" in •R'

Magnetlc (Mark IV) and 4/5ovenly Two. Issue 3. 55274

FFF(b).5

FFF(b)

THE AUTOMATIC TRA TS MISSIO N

r - -- - --

~ ~ Q

{t ~l.

iTi1i1

8 1748

Fig. FFF(b).9

"I1Je control system A.

Torque co nverter.

Secondary regulator valve.

c . Lubrication.

...

1- 2 sh irt valve. Front pump.

N. Rear pump.

Front band.

o. 2-3 shift valve.

Down -shift an d thr ottle valve

Orifice control valve.

Primary regulat or valve.

Rear clut ch.

â&#x20AC;˘â&#x20AC;˘

Modulator valve .

c. Manual control valve.

FFF(b).6

II.

Selector Quadrant.

s. Governor.

Front servo 'a pply",

Front servo "release' ,

Front clut ch.

Magnette (Mark IV) and 4/Seventy Two.

Issue 3. 55274

THE AUTOMATIC TRANSJ\IISSION Neutral a nd park T he front and rear clutches are off, a nd no power is transm itt ed fro m the converter to the gear set. The fron t a nd rea r bands a re als o released, excep t in ' P', where for co ns truct ional reasons th e rea r band is applied as

long as the engine is runnin g.

hydraulic requirements, thu s enabling the engine to be started t hro ugh the tran smi ssion .

Section FFF(b).7 GO YE R='O R

Section FFF(b).4 HYDR AULI C SYSTE :\1 T he hydraulic system contains a front and rea r pump. both of th e internal /external gear pa ttern, picking up fluid fro m the oil pan th rough separate stra iners. Shift control is provided by a centrifuga lly o pera ted hydra ulic governor o n the tra nsm ission output ...ha ft. This governor works in co njunct io n with va lves in the valve bod ies assembl y located in th e base o f the tra nsmi ssion . These va lves regulate fluid pr essure and direct it to appropriate tr a nsmissio n component s. Fi g. F F F(b).9 shows a sim plified dia gram of the system whi lst Sect ion F F F(b).8 explains and illus t rates the hydrauli c circuit operation in each of the gears and for 'N' and 'P' ,

Section FFF(b).5 FRO NT I' Ul\lI' T he fro nt pu m p, d riven by t he conve rte r im peller, is in operatio n wheneve r the engine is running. This pu mp, thr ou gh the primary and seconda ry regula tor valves, supplies t he hyd raulic requiremen ts o f the transmiss ion with t he engi ne running when the vehicle is sta tionary, as well as at low vehicle spee ds before the rear pump becomes effective. When the rear pump is effective th e front pump check valve closes, but a by-pass permits t he pum p to still supply the conve rte r and lubrica tion requirements in conj un cti on with th e rea r pu mp ; it th en operates a t the reduced p ress ure regulat ed by the seco ndary regul at or valve. exce ss flow exhausti ng to inlet and thu s m inimizing pump losses.

Section FFF(b).6 REAR PUMP Th e rear pump is dr iven by the d riven shaft of the tr an smi ssio n. 11 is fully effective at speed s above 20 m.p.h, (32 km. p.h.) approximately and then supplies t he hyd raulic requirements of the tran smis sion, If, due to a dead en gine, the front pump is inoperative, the rear p ump, above 20 m.p.h. (32 km.p.h .), can provide all Magnette (Mark IV) and 4JSe\ enty Two.

Issue 3.

55274

T he go ve rno r, revolving wit h the driven sha ft. is basicall y a pre ssu re-reg ulating valve which red uces line pre ssure to a valu e t hat va ries with driven shaft (i.e . vehicle ) speed , This va ria ble pre ssure is utilized in the control system to effect up- a nd d own- shi fts through the 1-2 and 2-3 shift valve s, Rotation of the gove rnor a t low speeds cau ses the governor weigh t an d valve to pro d uce a centrifugal force. T his outward force is opposed by an equal and opposite hydraulic for ce produced by governor pressu re ac t ing up on a sma ll area oft he governor val ve. Because the go verno r va lve is a regulati ng val ve an d will a ttem pt to remain in equilibrium. governor pressure '" ill rise in accordance with the increase in centrifugal force cau sed by increased ro tati onal speed. As speed increases, the governo r weight moves ou twa rds to a stop in the governo r body , when it ca n m ove no farther. When this occurs a spring located bet ween the weight and the governo r valve becom es effec tive. The constan t force of this spring t hen combines with the centrifugal for ce of the governor valve, the total t he n being opposed by governor pre ssure, th us rendering governor pre ssure less sensitive to ou tput sha ft speed va riations. Thus. the govern or provides two dis tinct phases o f regu latio n. the first being used fo r accu rate co ntrol of th e lo w-speed shift po ints.

Section FFF(b).8 CO'lT RO L SYSTE ;\I

1 he co ntrol system utilizes three ba sic types o f va lve: regulati ng valves, shutt le val ves. and a manual valve. Pressure con tro l is pro vided by th e p rimary a nd seco ndary reg ulato r valve s, thc fo rmer opera t ing in conjunction with th rottle pr essure acting upon t he sp ring end and modulated t hrott le pressure acting on the opposite end, Shi ft control is provided by 1-2 an d 2-3 shi ft val ves operated by governor pre ssure acting upo n one end an d throttle pre ssure ac ting up on t he spring end, line pre ssure acting up on differential areas pr ovidi ng shi ft spee d hysteresis. Ma nu a l co nt ro l is pr ovided by the man ual cont rol va lve, which , accordi ng to t he pos itio n of th e selecto r, directs fluid to or pr ovides an exhau st for clu tch and servo piston s. i'OT E.-For case of refer ence all hydraulic circuits are identified by' numbers (sec diagram] which arc listed on pag e FfF(h).19. FFF(b ).7

THE AUTOMATIC TRANSMISSION Primary regulator valve This valve regulates front pump pressures during idling, reversing, and at low vehicle speeds, and rear pump pressure when, as a result of increased vehicle speed, the rear pump becomes effective. Rear pump regulation occurs when rear pump pressure exceeds fron t pump regulated pressure. This pressure difTerential opens the rear pump check valve, allowing rear pump fluid to flow to the primary regulator valve and supply the line pressure requirements. Front pump pressure is then no longer regulated by the primary regulator valve but flows through this valve to the secondary regulator valve. Line pressure (I), operating on a small area of the valve, can be decreased by modulated throttle pressure (8) (described later) operating on one end of the valve. These forces are opposed by the primary regulator valve spring and throttle pressure (9) (described later) operating on the spring end of the valve. The line pressure thus produced varies with accelerator position as well as vehicle speed and provides the correct clutch and brake band capacity under all operating conditions. This line pressure (I) is directed to the manual valve and throttle valve. Secondary regulator valve This is a regulating valve which controls the values of converter pressure (21) and lubrication (23) for the components in the rear of the transmission case. Converter pressure operating on one end of the valve is opposed by spring force on the other end. When the front pump capacity increases due to increased engine speed, the valve moves to open a port that directs fluid (24) to the suction side of the front pump. Thus, at high speed excess front pump output is directed back to minimize pumping losses. Down-shift valve and throttle vahe The down-shift valve is connected to the carburetter linkage via a cable-actuated cam. Movement of the down-shift valve compresses the throttle valve spring located between the down -shift valve and the throttle valve. This spring is opposed by the thrallle return spring combined with throttle pressure (9) acting (at low vehicle speed) on one area of this regulating valve and at high vehicle speed on two areas (9 and 9'\). Thus a throttle pressure is produced that is related to both engine torque and vehicle speed. This pressure (9) is directed to the spring end of the primary regulator valve to vary the basic line pressu re (I) accordingly, thus providing correct clutch and brake band capacities and appropriate shift quality under all operating conditions. Full movement of the down-shift valve, which is a shuttle valve, di rects th rottle pressure (II) to the shift valves to further delay up-shifts or efTect 3-2 or 3-1 down-shift at preset maximum vehicle speeds. Throttle pressure (9) is directed also to the 2-3 shift plunger, which at part-throttle openings reduces the value of throttle pressure by a fixed amount. This reduced pressure (10) is directed to the 1-2 and 2-3 shift

FFF(b).8

valves to render the low-speed shift poi nts less sensitive to throttle pressure and, therefore, accelerator position. Modulator plug aod valve The modulator plug is a regulating valve that reduces throllie pressure (9) by a fixed amount. This modulated pressure (8) operating on one end of the plug, assisted by the modulator valve spring, is opposed by thro ttle pressure (9) operating on the opposite end. Modulated throttle pressure (8) is directed to the primary regulator valve to vary the rate of increase of line pressure (I) relative to throttle pressure. The modulator valve is a shuttle valve. Governor pressure (2) operating on the large end is opposed by the modulator valve spring. As governor pressure rises the valve moves, preventing the plug from regulating, and modulated throttle pressure (8) then becomes equal to throttle pressure (9). Moreover, this movement directs throttle pressure (9 and 9A) to a second area of the throttle valve, opposing throttle valve spring force. This arrangement permits high throttle and line pressure under stall (and part-throttle) conditions with a reduction in these pressures after 'cut-back', Se rvo orifice eontrol valve A common line (15) supplies fluid to, or exhausts fluid from, the rear clutch and the release area of the front servo to effect the 2-3 and 3-2 shifts. The servo orifice control valve is a shuttle valve interposed in the front servo release circuit. Governorpressure (2) operating on an area of the valve is opposed by the valve spring. At a 2-3 shift with low governor pressure (i.e. low vehicle speed) fluid goes without restriction to the release side of the front servo piston. At a 2-3 shift with higher governor pressure, however, the valve moves and fluid is directed through an orifice to this side of the piston. During up-shifts, with the servo orifice in circuit, the front band does not release too quickly relative to rear clutch engagement, thus avoiding 'run-up' during the transition from 2 to 3. During down-shifts the orifice in circuit ensures that the front band does not engage before the rear clutch releases, thus avoid ing 'tie-up' on the 3- 2 shift. The servo orifice control valve, therefore, affects the relationship between the rear clutch and front servo to provide correct shift timing under all operating conditions.

1- 2 shift valre and plunger Both are shuttle valves and operate in unison in 'D' selector position. In first gear, governor pressure (2), operating on the large end of the valve, is opposed by line pressure (5) ope rating on an area of this valve, the 1-2 shift valve spring, and reduced throttle pressure (lO-IOA) operating on the opposite end of the plunger. When governor pressure exceeds these opposing forces the valve moves to the second gear position and line pressure (5) is directed to the apply side of the front servo piston (19). Magnette (Mark IV) and 4/5eventy Two.

Issue 3.

55274

THE AUTOMATIC TRANSMISSION

L1I:. , _ -

w Fig. FF/-Ih).IO

711e hydraulic circuits Con . . erter. Fron t band. c. Rea r band. D. Front dutch . E. Rear clutch . Front servo. P. G. Rear servo. II . Lub rication .

Rear pu mp. Governor.

Fr ont pump.

Down- shift valve. Throttle valve. Modulator valve. Strai ner.

To o il pan . Primary regulator valve. Secondary regulat or valve. 2-3 shift valve. 1-2 shirt valve.

Servo orifice contro l val v e.

Manual valve.

I.. M.

lJ.

The numbers refer to hydraulic circuits listed o n page FFF(b).19.

Maanette ( Mark I V) and 4/Seventy Two.

Issue 4. 66674

FFF(b) .9

THE AUTOMATIC TRANSMISSION The movement also results in a n area of the valve being no lon ger subject to line pressure (5). This allows the 2-1 down-shift to occur at a lower speed than the 1-2 up-shift. The difference between the up-shift and downshift speeds is known as 'shift point hysteresis'. When governor pressure is less than the spring force com hined with the reduced throttle pressure force the valve moves to the first gear position and the apply side of the front servo (19) is opened to exhaust (x), In lock-up, with low governor pressure (2), the valve also moves to the first gear position; line pre ssure (6) thus directed to the rear servo (13) latches the valve hydraulically in the first gear position, preventing an upshift.

2- 3 shift valve and plunger The 2-3 shift valve plunger is a regulating valve that reduces the value of throttle pre ssure (9) by a fixed amount and therefore is inoperative when throttle pressure is below this fixed amount. Throttle pre ssure (9), operating on one end of the plunger, is opposed by this reduced throttle pressure (10) and the 2-3 shift valve spring located between the plunger and valve. This reduced pressure is directed to the 2-3 shift valve and the 1-2 shift plunger as described under 'Do"n-shift valve and throttl e valve'. The 2-3 shift valve is a shuttle valve. In the second gear position, and before the plunger begins regulating, governor pressure (2), operating on the large end of the valve, is opposed by line pre ssure (3) operating on an area of thi s valve, as well as the 2-3 shift valve spring. Once the plunger begins regulating, the spring no longer exerts a force on the valve but relays the force of the plunger to the valve. Under the se conditions governor pressure (2), operating on the large end of the valve, is opposed hy line pressure (3) operating on an area of the valve, reduced throttle pressure (10) operating on the small end of the valve, and throttle pressure (9) operating on the end of the plunger. This last force is relayed to the 2-3 shift valve by the valve spring. Movement of the shift valve to the third gear position directs fluid via the common line (15) to the rear clutch, and, via the servo orifice control valve, to the release side of the front servo. This pressure causes the rear clutch to be applied . Moreover, because the release area of the front servo is larger than the apply area it causes the front band to be released. The movement also results in an area of the valve being no longer subjected to line pressure (3); and prevents regulation of the plunger forced to the end of the valve bore. Thus, reduced throttle pressure (10) is replaced by throttle pressure (9). This change in forces affects the shift point hysteresis and causes the 3-2 shift point to occur at a lower governor pressure (i.e, vehicle speed) than the 2-3 up-shift.

FFF(b),IO

When the manual valve is moved to the lock -up position line pressure (15), which was directed to the 2-3 shift valve and consequently to the rear clutch and front servo release, is exhau sted (7) through a port (x) at the op posite end of the manual control valve collar. This inevitably results in an immediate down-shift to second gear regardless of the position of the 2-3 shift. valve and no third gear is possible. In 'R', line pressure (7) is directed to the rear clutch and front servo release (15), M anua] control valve

This valve, actuated by movement of the selector, directs line pres sure to, or exhausts from, the appropriate valves or components in accordance with control requirements.

Park Movement of the selector mechanically engages the parking pawl with the externally toothed ring gear on the dri ven shaft, effectively immobilizing the vehicle. No fluid is directed to the front clutch or 2-3 shift valve for the rear clutch, therefore the gear set is disconnected from the con verter and no engine power is transmitted to the rear wheels. Because of the arrangement of the manual control valve po rts for othe r selector positions, line pressure (6) is directed to the rear servo (13), Rcrcrse Line pressure (6) is directed to the rear servo (13) via the 1-2 shift valve and also (7) to the rear clutch ( 15) via the 2-3 shift valve. No pressure is directed to the governor.

Neutral The clutches and servos are not subject to pressure or exhau st because circuits (3) and (5) arc open to a port (x) neare st to the manual con trol valve collar. Therefore the gear set is disconnected from the converter and no engine power is transmitted to the rear wheels.

Drire Line pressure (5) is directed to the front clutch, govern or, and 1-2 shift valve. Line pressure is directed also to the 2-3 shift valve (3). Lock-up Line pressure (5) is directed to the front clutch, governor, and 1-2 shift valve, so that second gear is available. No line pre ssure is directed to the 2-3 shift valve, therefore up-shifts to third gear cannot occur. When in first gear, line pressure (6) is directed to a differential area of the 1-2 shift valve to lock it in pos ition, and hence to the rear servo (13).

Magnette (Mark IV) and 4jSeventy Two .

Issue 4. 66674

THE AUTOMATIC TRANSMISSION

FFF(b)

HYDRAULIC CIRCUIT DIAGRAMS

Magneu e (Mark IV) and 4/Seventy Two. Issue 3. 55274

FFF(b).11

THE AUTOMATIC TRANSMISSION

~5J

\ '

1M H J

[ยง

j~1

Is w

N Fig. FFF(b).11

Operation in l N ' A. Converter. B.

c. D.

e. P.

Front band. Rear band . Front clutch. Rear clutch . Front servo.

o. Rear servo. II.

Governor. Front pump. T. Down-shift valve. u. Throttle valve. v, Modulator valve. w. Strainer.

To oil pan. Primary regulator valve. Secondary regulator valve. L. M. 2-3 shift valve. J-2 shift valve. N. D. Servo orifice control valve. Manual valve. P.

Rear pump.

Lubrication.

With the engine running, the front pump check valve is open and the rear pump check valve is closed due to absence of rear pump pressure. The primary regula tor valve regulates line pressure (1) which is directed to the manu al valve and throttle ...alve. It also permits fluid to reach the secondary regulator valve. The secondary regulator valve regulates pressure to the converter and lubrication of the front end of the gear trai n (21). Identical pressure (23) is directed to the rear end of the gear train . The valve returns excess flow (24) to the oil pan through the front pump inlet. The numbers refer to the hydraulic circuits listed on page FFF(b).19.

FFF(b).12

Magnette (Mark IV) and 4/Seventy Two . Issue 3. 55274

FFF(b)

THE AUTOMATIC TRANSMISSION

I K

....H " R Q

w A821 "'''W

Fig . FFF(b). 12

Operation in 'P ' Converter. Front band . c. Rear band. D. Front clutch. Eo Rear clutch. P. Front servo. o. Rear servo. H. Lubrication. A.

To oil pan. Primary regu lator valve. Secondary regulator \' 31\:('. L. M. 2-3 shift valve. N. 1-2 shift valve. o. Servo o rifice control V3 I'o'C'. P. Manual valve. J.

Q-

Rear pum p. Go verno r.

Front pump .

Do ....'n-shift valve. o. Throttle valve. v, Modul at or valve. w. Straine r.

An Internal linkage from the manual valve detent lever engages the parking pawl with teeth formed on the ou tput shaft ring gear. With the engine running, the operation of the hydraulic system is identical to ' N' except that the man ual valve directs line pressure (6) to the rear servo (13). po This arrangement is based upon the design of the hydraul ic system without the rear serve or band performing any function in this selecto r sition. The numbers refer to the hydraulic circuits listed on page rFf(b).19.

Maanell e (Mark IV) and 4iSeventy Two. Issue 3. 55274

FFF(b) .13

THE AUTOMATIC TRANSMISSION

" H J "

,==n

V A821)AW

Fig. FFF(b). 13

Operation in •R' Converter. Front band. c. Rear band. o. Front clutch. e. Rear clutch . P. Front serve . o. Rear servo. H. Lubrication. A.

To oil pan. Primary regulator valve. secondary regulator valve. L. M. 2-3 shift valve. N. 1-2 shift valve. o. Servo orifice control valve. Manual valve. P. I.

K•

Rear pump.

•• Governor . s. Front pump . T.

Down-shift valve.

u, Throttle valve. v , Modulator valve. w. Strainer.

Pressure control of the front pump is as in 'P' or ' N', but in accordance with accelerator pedal depression, throttle pressure (9) is directed to the spring end of the primary regulating valve, thu s increasing line pressure (1) in accordance with torque capacity requirements. The manual valve direct s line pressure (6) through the 1-2 shift valve to the rear servo (13) and line pressure (7) through the 2-3 shift

valve to the rear clutch and front servo release (15). Due to absence of governor pressure, the shift valves and servo orifice control valve perfo rm no function in this selector position. The fluid passages (13) and (15) of o ther manual valve position s are utilized in ' R' to simplify the hydraulic circuit. The numbers refer to the hydraul ic circuits listed o n page FFF(b).I9

FFF(b) .14

Magnett e (Mark IV) and 4JSeventy Two.

Issue 3.

55274

THE AUTOMATIC TRANSMISSION

~ C I.

DJO.Jl H

l~ ~

" K

L......

v '

A 8218AW

Fig . FFF(b). 14 Operation in 'D l ' Converte r. 8. Front band. c. Rear band. D. Fron t clutch. Rear clutch. f. Front SCTYO . G. Rea r servo . II. Lubrication. A.

••

To oil pan. J. K. Primary regulator valve. Secondary regulator valve. L. 2-3 shift valve. N • 1-2 shift valve.

...

Scrvo o rifice control valve. Manual valve.

e. s.

Rear pump. Governor. Fron t pump .

Down-shift valve. Throttle valve. v, Modulator valve. w. Strainer.

T•

Pressure co ntrol of the front and /or rear pump will be as in 'R' but with the th rottle valve in the full-throttle position as illustrated ; th rottle pressure (9), regulated by the modul ator valve plunger (8), acts upon the primary regulator valve opposing thr ottle pressure (9), thu s mod ulating line pressure in the interest of shift qualit y. The manual valve directs line pressure (5) to the front clutch, governor feed, and 1-2 shift val ve for the subsequent 1-2 shift. Line pressure (3) reaches the 2- 3 shift valve for the subseq uent 2-3 shift. The front clutch thus app lied, in conjunction with the one-way clutch. per mits the car to move olf from rest in first gear. The numbers refer to the hydraulic circuits listed on page FFFlb).19.

Magnette (Mark IV) and 4/Scventy Two.

Issue 3. 55274

FFF(b).15

THE AUTOMATIC TRANSMISSION

.F H

•

PIl. ... OL

W '" -.---0.',-,

10 •

'-2

0[;1' l

P!I'i: •

Klo

[

'[J ,

- f--'t

'" I

•

A82 /7A W

Fig. FFF(b).15

Operation in •D2'

Converter. Fro nt band . c. Rear band . B.

Front clutch.

Rear clutch. Fron t servo. o. Rear servo. H. Lub ricat ion . E. f.

To oil pan. Primary regulator valve. Secondary regula tor valve. L. M. 2- 3 shift valve. N . 1-2 shin valve. D. Servo orifice control valve. P. Manual valve.

Rear pum p. Gove rno r. s. Front pump . T. Do wn-shift valve. u. Throttle valve. v, Modul at or valve. w. Strainer.

Q•

Pressure control by the primary regulator valve will be of the rear pump output. the front pump providing torque converter and front lubrication req uirements (21) as well as rear lub ricat ion (23). Modulated throttl e pressure (8) acts upo n the primary regulator valve as in 'D! ' . Shift control is provided by the 1-2 shirt valve moving against spring pressure under influence of governo r pressure (2). This permits line pressure (5) to reach the apply side of the front servo (19). The fron t band thus applied in conjunction with the front clutch provides second gear. With the down-shift valve in the forced thrott le position as illustrated. forced th rottle pressure (II) acts upon the 1-2 and 2- 3 shift valves in addition to throttle pressure (10), thus further delaying up-shifts or providing a 2- 1 down-shin at speeds when there is little governor pressure (2). The numbers refer to the hydraul ic circuits listed on page FF F(bU9.

FFF(b).16

Magnette (Mark t V) and 4/Seventy Two. Issue 3. 55274

THE AUTOMATIC TRANSMISSION

EV1i) 'Jr'

r,f

\fJ'f ':":

lf E

~~ =

01 , ~

f mr,ii~

~ rI -{,

11-1 .~

=2-);' r

iEI~

,;= , "..... " I'-' " I'-'

JuJI "

'-2~

' Il-;

‫!ן‬-

.ill

.. A.M.D.1..

11/1

al-

'I '

'I 'I

. lQ\b

'~ Lt

w AS 216AW

Converter. Front band. c. Rear band. D. Front clutch. Rear clutch. Front servo. f. o. Rear servo . H. Lubrication. ,

••

II X" I

T '" u

.•.

Fig. FFF(b).16 Operation in •D3' To oil pan. Primary regul ator valve. L. Secondary regulat or valve. M. 2-3 shift valve. N. 1-2 shift val ve. o. servo orifice control valve. P. Manual valve. J.

s. T.

Rear pump. Governor . Front pump. Down-shift valve.

u. Throttle valve. v,

Modu lat or valve.

w. Straine r.

Pressure control is as in '02'. C;I\,CCpt that in the throttle valve position shown (minimum throttle) no throttle pressure or modulated throttle pressure acts upon the two ends of the primary regulator valve. Shift control is provided by the 2-3 shift valve moving against spring pressure under influence of governor pressure (2). Thi s permits Line pressure (3) to reach the rear clut ch dir ect (l5) togethe r with front servo release pressure directed through the ser vo orifice control valve. When governor pressure (2) is apparent, the servo orifice co ntr ol valve closes, forcing front servo release pressure thr ough a ·052 in. (1,32 mm .) orifice, which thus affects the relat ionship between rear clut ch apply and front servo release in accorda nce with road speed. Because the release side of the front servo has a larger area than the appl y side the front servo will diseng age the band. The rear clut ch now engaged in conjunction with the front clutch provides third gear . The absence of throttle pressure as mentioned above will cause the 2-3 shift valve to move earl y under influence of governor pressure, thus providing a low-speed 2-3 shift. The numbers refer to the hydraulic circuits listed on page FFf(b).19.

Magnette (Mark IV) and 4jSeventy Two.

Issue I. 55274

FFF(b).17

THE AUTOMATIC TRANSMI SSION

~~I

[C L.=;

c:: _ 2"

[

" "

I w

" lUHH..

p [f::[f:::;

' -2

It I ,--,

..,

$'C 4]' r;.

A8219AW

Fig. FFF(b) .17

Operation ill 'Lr Co nverter. Front band. c. Rear band . D. Front clutch . E. Rear clutch. Front servo . F. G. Rear servo. H . Lubrica tion.

To oil pan . Primary regulator valve. L . Secondary regulator valve. M. 2-3 shift valve. No 1-2 shift valve. o. Servo orifice control valve. P. Manual valve.

II .

Rea r pump. Go vernor. s. Front pump . Down-shift valve. T. u. Throttle valve. \' Modulator valve. w. Strainer.

Pressure control of the front and /o r rear pump will be as in ' O J' as the same position of throttle valve (full thrcule) is illustrated . Th e ma nua l valve direct s line pressure (5) to the front dutch and governor feed, and 1- 2 shift valve. In the position illustrated the 1-2 shif t valve is subjected to insuffic ient governor pressure (2) to overcome spring pressure. The result is that the valve prevents line pressure (5) from reaching the apply side of the front servo, but line pressure (6) is open to the rear servo (13). The manual valve opens to exhaust the rear clutch and fron t servo release circuit from the 2-3 shift valve. Th is causes a down-shift fro m third gear whenever ' L' is selected at speed. In this condition governo r pressure (2) will move the 1- 2 shift valve: the result is that line pressure (6) will then be blocked from the rear servo (13) but open (5) to the appl y side of the front servo (19), as in ' D2' . The numbers refer to the hydra ulic circu its listed on page FFF(b). 19

FFF(b), 18

Magncue (Mark IV) and 4/Seventy Two.

Issue I.

55214

,..

;;

';i 11

TABLE OF HYDRAULIC CIRCUITS

;;

E',.,.

Circuit " '0 . 1

~ ~

Line pressure

f ~

"~ a~

Name of pressure

1 I G overnor pressure

From I - - - - --

Front and rear pump

Governor

I Di rected line pressure

Manua l con trol valve

I Directed line pressure

Manual control valve

6 7

Directed line pressure Directed line pressure Modula ted throttle pressure

I Throttle pressure

Manual control valve Manual control valve Modulator valve

Thronle valve

Prima ry regula to r va lve Ma nual control valve Throttle valve Modulator valve 1-2 shift valve 2-3 shift valve Servo orific co ntrol val ve 2-3 shift valve Front clutch and governor feed 1-2 shift valve 1-2 shift valve 2-3 shift valve Primary regu lator valve (piston e nd) Modulator valve Primary regulator valve (spring

Remarks

---According to mad speed

-l

In ' D ' In 'L' and 'D' In 'L', '(J', 'R ', and 'I)' In 'R' and 'P'

9,..\ I Throttle pressure controlled by modulator valve

Shift va lve plunger Down-shif t valve

Line pressure Line pressure

1-2 shift valve 2-3 shift valve

Line pre\....ure

1-2 shift valve

Converter pressure

Primary regulat or valve

13 24

I Lubrication pressure Exhaust

13 15 19

-e

I Shift val ve plunger pressure

Shift va lve plunger

forced throttle pressu re

lOA 11

I Shift valve plunger pressure

Modulator valve

I I

Secondary regul at or val ve Secondary regulator valve

2-3 shift valve 1- 2 shift valve I- ::! shift valve 1- 2 shift valve 2-3 shift valve Rear servo apply Rear clutch and front servo release Front servo apply

C -l

-'7

> -l n

end)

2-3 shift valve and shift valve plug Throttle va lve

::r:

Doubles throttle prcsvure before cut-back and increases line pressure under partthrot tle acce lera tion

-l :::0

> Z

--o ~

In tina gea r on ly

rn rn

Front ser vo release through sere 0 orifice or valve

Secondary regulator valve and convener Fr o nt pump ..uction

~ ~ ~

FFF(b)

THE AUTOMATIC TRANSMISSION

r-----"~- -

- --·----'---------1

===~ ""''---1

o IIII S ~

BlllI T IIiII'a U

---

A49 5 3W

Fig. FFF(b).l8 Fluid passages, transmission andface of eOJe P.

~1.

Rear pump pressure.

Governor pressure-2.

Con verter return.

Convener pressuro-21.

Front servo apply.

Front pump suction.

Lubrication

Rear clutch.

... Fro nt servo•

E.haUSL

Line pressure check point.

Front and rear pump suction.

Converter feed.

o. Rear pump suction .

Exhaust.

H. Rear servo.

Front pump pressure.

Front serve release.

Rear servo.

S, 13, IS, 19.

pressu~23 .

The numbers refer to the hydraulic circuits listed on page FFF(b).19.

FFF(b).20

Magnetic (Mark IV) and 4/Seventy Two.

Issue 1. 55274

SECTION FFF(c) REMOVING AND REPLACING TH E COMPON ENTS Removing and replacing the selecto r

Sec/ion FFF(c).2

Removing and replacing the tran smission

FFF(cl.\

Magnettt (Mark. IV) and 4/Sc,,'cnty Two.

Issue 3.

55274

FFF(c).1

THE AUTOMATIC TRA S i\IISS ION (14) Wit hd raw the gea rbox to the rea r. NOTE.-If only the gearbox is in need of attention there is no need to disturb the converter housing or convertcr, If. however, the diagn osis procedure has established the need for transmisxlon replacement, then remove the transmission compl ete with converter and converter housing from the engine mati ng plat e and com erte r drive plate.

Torque converter (1) Support the engine and remove the jack from the under side of the converter housing.

II)\1)111nn~111\111111l111'1M1]11111TIl"!l

Fig. FFF(c) ,1

Withdrawing the gearbox from the converter housing

Section FFF(c).l REMOVI NG AND REPLACING THE TRANSMISSION NOTE.-The norm al operating temperature of the fluid is between 100 and 115' C. (212 and 239' F.) approx imately, To a void the possib lliry of scalding, ex treme caution must be exercised when draining a transm ission which has recently been operating, For capacity refer to ..chicle 'GENE RAL DATA'.

Removing Gearbox (I) Before raismg the car on a lift disconnect the down-shift valve cable from the carburetter and ou te r cable adjuster from the bracket. (2) Drain the fluid from the gearbox oil pan. (3) Remove the prope ller shaft. (4) Disconnect the two rear exha ust pipe brackets and tie the exhaust to one side. (5) Remove the speedometer drive gear from the extension housing. Disconnect the wires from the starter inhibitor switch. (6) Disconnect the manual linkage lever fro m th c gearbox sha ft. (7) Discon nect the filler tube (spanner I f. in. A.F.). (8) Disco nnect the rea r mo un ting of the transmission from the chassis cross-member (Sectio n AAA.I). (9) Place a jack under the converter housing to support the weight of the engine. (10) Remove the chassis rear cross-member and slightly

(2) Remove the starter motor. (3) Remove the converter housing retaining bolts with lock washers (spanne r of. in. A.F.). NOTE.- The dowel on each side of the mounting plate is for converter housing alignment. (4) Withd raw the converter housing or tran smission to the rear.

(5) Remove the four bolts with lock washers retaining the torque converter to the drive pla te. Access is from the front through the engine mounting plates. (6) Withd raw the torque converter or transmission assem bly to the rear. Replacing The converter, converter housing, and gearbox arc refitted in the reverse order of removal.

â&#x20AC;˘ 'OT E. -To ensure correct engagement of the front oil pump drive it is recommended to rotate the converter so that the drive fingers on the hub will be in the 9 0 'clock and 3 o'clock positions. The slots of the front oil pomp driving gear are rotated to a similar position with the aid of â&#x20AC;˘ screwdriver or similar tool.

lowe r the transmission.

(II) Place a unit lift under the transmission . (12) Remove thc gea rbo x reta ining bo lts with lock washers, commencing with the two bottom ones

in. A.F. ring spanner). (13) Place a co ntainer under the transmission to cat ch the fluid which will emerge fro m the converter when the gearbox is withdrawn. FFF(c).2

Fig. FFF(c).2

The converter housing and converter after removal of the gearbox Magnetic (Mark IV) and 4;Seventy Two .

Issue 3.

5S27~

THE AUTOMATIC TRANSM ISSION

Section FFF(c).2 REI\IOVL,\;G A:"O REPLACI:"G THE SELECfOR Remo, ing (I) Remove th e ho rn-push and the steeri ng-wheel (Section JJ. 8). (2) Unscrew and rem ove th e four screws securing the lower steering-column cowl to the upper cow l and remove the lower cowl. (3) Slacken the direction indicat or switch clamp bracket and move th e switch ar m down to its lowest positi on . (4) Rem ove the two bolt s securing the upper cowl to its bracket and the two bol ts retaining the steeringcolumn lower cla mp bracket; remo ve th e lower bracket and its packing-piece. (5) Ease th e steering-column do wn a nd with d raw the upper cowl by pulling it gentl y and tu rni ng it to the right. (6) Disconnect and remove the direc tion indica to r switch and the selecto r ind icator lamp. (7) Remove the selector upper suppo rt bracket locating screw and loc k washer and slacken the clam p

screw. (8) Cut the locking wire and remo ve the locating screw from the gear selector lever a t the bonom of the hand lever operating rod .

Magnctte (Mark IV) and 4/Seventy Two.

Issue 3. 552N

FFF(c)

(9) Withdraw the operating rod, upper support bracket, hand lever, and gear indicator from the car. (10) Disco nnect the gear selector adjusti ng rod shackle from the side of th e tran smission housi ng. (I I) Rem ove the two screws, lock wa sher s, a nd plain washers securing the cros s-sha ft inner brac ket to the engine rear mounting plate, and then rem ove the cross-shaft complete with the gear selector adjusting rod , connecting rod , gear selecto r lever and the spherical bu sh, cup, a nd sleeve. (12) Remo ve the two nuts securing the gear indica to r hous ing to the attachment bo lts screwed into the upper suppo rt bracket and lift off the hou sing co mplete. (13) Cut the locking wire and remo ve the locating screw a nd collar from the hand lever o perating rod . Withdraw th e rod from the upper suppor t bracket. (14) From the upper bracket remo ve the peg fo r th e sto p plat e. the sleeve and bush, and the stop pla te. (15) Wit hdraw the hand lever sto p pin , collar, a nd spring and remov e the lever from the br acket o n the end of the opera ting rod. Assembling and refillin g the selecto r is a reversal of th e rem oval and dismantling seq uence. After the selector has been refilled to the ca r ensure that the manu al linkage is co rrectly adjusted as desc ribed in Section FFF(a).S.

FFF(c).3

1 ..... 1

I I

e:" 28

i i•

\ r?::t;:>.

25 \

~ _

\.'\ \ \!;(O j) ..

v i ....·

27--- -

J'-.J ~

~3\~ i . &\ 2~ 6i)~ -

22 \ 18 21 _ , /

•!

/ -;,,,.....,\

\.!.../

4 .c::

;~ I

65 -

--~

64 . /

I• j

~ :i sn:

.....

~ ,- "

9 /

)

CY I~-

/ 10

L ' \-, /I -

' /0

: .

~((o) 14

/ 01 H.

!:!

I iI

I: .

43~

4/ __

.... .I ~

~~ I:

"[;:s.lJ!i!~ tAifQ i '6.1\ ,~r(~ ., r - \-

:: i: :..

! i

{ i

---- -~¥d?

.. -I \ \

~~/C '

'\\

. . . . . . . . _ - n u . , _ _• ______ ~75 \'_r:.i -----6O \:.

~.1/ ,~

. :

45 ~

"'G?~~ ~ ' I I / '1):-. 4647

...._

i•

_.....................................

OM "

,_._..-_

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r-:L~

~~)~ ~\ / .':';-'1'"""\

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.s1:

•. _

THE GEAR SELECTOR COMPONENTS

:·

~ I

.! .:i •

~._..

'§ ~ I I

..-.-_...

..-..

... - -

---, I'

l»

X- : 3 I

[ I! -g

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KEY TO TilE GEAR SELECl'OR COMPONEl'o'TS No . Description 23. Washer-s-spring-e-stud.

No. Descrtption 45. Washer-plain-pin.

2. Spring-e-step rod .

24.

46. Washer-anti-rattle pin.

3. Collar-slop rod.

25. lever assembly-gear selector.

47. Lever-adjusting rod to gearbox.

.If

26. Screw-locating- selector lever.

48. Nut-lever to gearbox.

: "I

No. Description L Lever (with knobj-c-hand.

•

Peg-e-locaung-c-ccllar.

Nut - stud.

•

ic :•

5. Rod assembly-operating.

27. Rod - connecting.

49. Washer-spring nut .

Bracket assembly rod support-upper.

28. Joint -c-ball-ccormecting rod.

SO.

Bearing.

29.

Nut-ball-joint to selector lever and cross-shan.

51. Screw-bracket to gearbox mounting plate .

8. Scrcw-Iocking-support bracket

30.

Washer-s-spring-e-nut.

52. Washer-shakeproof-screw.

31. Shaft assernbly-c-cross.

53. Washer-plain-screw.

10. wasber-c-shakeproor-c-screw.

32. Shaft asscmbly-c-cross.

54. Bracket-s-change-speed crose-ahart .

·i:

11. Collar-e-locating-c-operating rod.

33.

55. Washer-joint-bracket.

12. Screw-c-locatlng-e-collar.

34. Sleeve-s-cross-shaft.

56. Stud-long-bracket to crankcase.

[

13.

35. Cup- sleeve.

57. Stud-short-bracket to crankcase.

14. Bolt-indicator to support bracket-lower.

36.

58. Washer -spring-stud.

15. Bolt-s-indicator to support bracket-upper.

37. Joint -ball.

59.

Nut -stud.

16. Washer-c-shakeproofe-bolt.

38.

Pin-tapered.

60.

Bracket assembly-c-change-speed shaft.

17. Nut -bolt.

39.

Nut -ball joint to cross-shaft.

61.

Bracket assembly-c-change-speed shaft.

lB.

40. Washer- spring - nut.

62. Socker -c-bail-c-change-speed shaft.

.:•

19. Bush-spherical.

41.

Fork -adjusting rod .

63. Screw-bracket to body .

20.

42.

Nut -fork to adjusting rod .

64.

Washcr -plain-screw.

21. Rivet -housing to bracket.

43. Wasbcr -c- shakeproo f-c-nut.

65.

Washcr- spring - scre w ,

i !

22. Stud-cap Co bracke t.

44.

Bracket-s-change-speed cross-shaft.

•

I·

! I

Screw-c-locating-c-support bracket

Indicator assembly-selector.

Bush-c-spherical-ccross-shaft

Rod assembly-adjust ing.

I :

i I

·: ~

i i

Bracket - assembly -operating rod .

Housing-bush.

Pin-Cork to gearbox lever .

~l ., I ..J1.

" l t:

_ _ _..__

_-- __

~ ~ ~ ..,!:,..

SECTION FFF(d) DISMANTLING AND ASSE MBLING THE COMPONENTS Section

FF F(d). 29

Air pressure checks .. Assembling Converter housing

FFF(d).28

Extension housing

FFF(d).26

Front band and servo . .

FFF(d).22

Front clutch

FFF(d).24

Front pump

FFF(d).25

Gener al ..

FFF(d).16

Rear ban d a nd servo ..

FFr(d).20

Rear clutc h

FFF(d).23

Rear pu mp

FFF(d).19

Running gear

FFF(d).2l

Shaft, parkin g pawl, and levers

FFF(d).18

Transmi ssion case

FFF(d).J7

Valve bodies

FFF(d).27

Dismantling Centre support a nd plan et gears

FFF(d). IO

Converter housing

FFF(d).3

Extension housing

FFF(d).5

Front band and servo . .

FFF(d).9

Front clutch

FFF(d).7

Front pump assembly ..

FFr(d).6

General . .

FFF(d).1

Rear brake band a nd servo

FFF(d).lI

Rear clutch

FFF(d).8

Rear pump

FFF(d).13

Shaft, par king pawl, a nd levers

FFF(d).14

Speedometer gear and governor

FFF(d).12

Transmission case and inhibitor switch

FFF(d).15

Valve bodies assembly. .

FFF(d).4

Key to assemblies

End of Section

Removing and replacing the transmission and selector

F FF(d).2

Table of springs-valve bodi es assembly

End of Section

Torque cbart

End of Section

Magnettc (Mark IV) and 4jSeventy Two.

Issue 4.

66674

FFHd\ .1

THE AUTOMATIC TRANSMISSION withdraw the converter housing from its register on the transmission case. Remove the four speed screws and the two stoneguards.

Oi l pan Remove the 15 bolts with lock washers -t.-18 X i in. hexagon head (spanner tin. A.F .), the oil pan, and the gasket.

Oil tubes The four supply tubes, two to the front servo and one each to the rear clutch and rear servo, are a push fit in their locations. Lever out of position with a screwdriver, taking care not to distort or damage the tubes.

Fig. FFF(c/).1

Location or tire oil lubes PSR. Fro nt servo release.

PSA.

Front servo apply.

ac , Rear clutch.

RS.

Rear servo.

Section FFF(d).l DISMANTLlN("~GENERAL

No set sequence for dismantling is laid down. As a general rule, it is advisab le to only disman tle those components requiring atte ntion as indicated by road test or diagn osis procedure. Prior to the removal of any compo nents, the outside of the gearbox mu st be thor ou ghly washe d do wn with petrol, par affin, or a n indu strial cleaning solvent. High standards of cleanliness ar e requ ired when handling or storing components, and ca re is necessary to avoid damage to light-alloy parts. If complete dismantling of the gearbox is indicated, the unit should be inverted and placed on the gearbox cradle, Service tool 180673, other Service tool s being to hand as required.

Section FFF(d).4 DISMANTLING THE VALVE BOD IES ASSEMBLY To dismantle from the case remo ve: ( I) One bolt with spring lock washe r i -20 x 11 in. ( '" in. socket). (2) Two bolt s and spring lock washers i -20 X 2 in. (-l. in. socket). (3) Two i in. Oat washers. Detach the throttle cable from the down-shift valve cam. Lift the valve bodies assembly clear of the oil tube s at the front end of the gearbox. NOTE.-'O' ring in front pump inlet lube location of the converter support.

Section FFF(d).2 REMOVING AND REPLACING THE TRANSMISSION AND SELECTOR Fo r dismantling the entire gearbox, rem ove complete with th e torque converter and ho using as thi s will facilitate sub sequent installat ion. The selecto r is dismantl ed as described in Sectio n FFF(c).1.

Section FFF(d).3 DISMANTLING TIlE CONVERTER HOUSING

Fig. FFF(d).2

If a ttac hed to the gearbox, remove the six screws with lock washers .,\-18 X t in. (spa nner t in. A.F.) and

The valve bodies assembly, showing the retaining bolts (A)

FFF(c/).2

Magnette (Mark IV) and 4/Seventy Two.

Issue 4. 66674

THE AUTOMATIC TRANSMISSION Down-shift valve cam assembly Rem ove : ( I) T wo screws with lock washers No. 10-32 x I t. in. hexagon hea d. (2) Cam assembly-dawn-shift valve. Strainers The front pum p oil str ainer is retained by : (I) Four screws and lock wash ers No. 10-24 x i in.

(2) F our plain washers (no t filled o n lat er models). The rear pump oil strai ner is retained by : (1) Two screws and lock washers No . 10-24 x I i in. (2) Tw o plain washers. (3) T wo screws a nd lock washers *- 20 U NC. x 2 in. (4) T wo flat washers

*in. (not filled on later mode ls).

NOTE.-Plain washers are ·567 or ·401 in. (14'4 or 10·1 mm.) diameter, Remove the screws. washers, lock washers, and

Fig. FFF(c£),4 l.ocation

vithe oil tubes Converter tin'.

Front pump inlet.

Conver ter 'o ut'.

u. Front pump outlet

strainers. Governor line plale Rem ove from the top: (1) T wo screws an d spri ng washers No. 10-24 x I in.

(2) T wo screws and spri ng washers No. 10- 24 X2 in. Separating component s Rem ove : (I) Separating plate. (2) Co nvert er 'out' chec k valve and spring. (3) Fro nt pump check valve (flap type) and bri dge piece (if fitted). (4) Rear pump check valve and spri ng. (5) Manual co nt rol valve-double collar faces the regul at or valve . Pull the valve clear fro m the lower valve bod y.

Fig. FF£(e£).3 Check valves in lower valve body A.

Front pump check valve.

Rear pump check valve.

c. Con verter 'out' check valve.

Upper valve body Remove from the

Down-shlft and Ihrollle valve Remove : ( I) Retainer. (2) T hrottle return valve spring.

l OP ;

( I) Four screws and wash ers No. 10-24 X i in. Remove from below :

(I ) Five screws and lock washe rs N o. 10-24 X 1 in. (2) One screw and lock washer No. 10-24 X I i in. Oil tube collector Remove from below ; (1) Six screws and lock wash ers No . 10- 24 X ti in .

(2) Two screws and lock washers No. 10-24 x

i in.

The tube orifice is fitted near est to the manual valve. Maanelle (Mark IV) and 4/Sevenly Two. Issue 3. SS274

Fig. FFF(d) .5 The down-shift \'01.'e cam

FFF(cf) .3

FFF(d) A

THE AUTOMATIC TRANSMISSION

GfC ..

Modulator valve Remove the following part s from the large bore at the side of the lower valve body: (1) Dowel pin- modulator valve. (2) Retainer-modulat or. (3) Valve-modulator (the large land faces the plug). (4) Plug-modulat or valve.

.. D

(5) Spring-modulator valve. Servo orifice control valre Remove the following parts from the smaller bore at the side of the lower valve body: (I) Stop-orifice control valve. (2) Spring-servo orifice control valve. (3) Valve-servo orifice control (the open end faces the spring).

F ----~!ll;

A938 7

Fig. FFF(cJ).6

The mire bodies separated-s-bottom view A. 8.

Oil tube collector. Upper valve body.

c. Governor line plate. D.

f..

Lower valve body.

Front pump straine r.

c. Rear pump strainer.

separating plate.

(3) Withdraw the downshift valve and throttle valve. (4) Remove the throttle valve spring. The throttle valve fits with the large land toward s the downshift valve. Fig. FFF(tl).8

Lower valve body-exp/oded I'iew A.

Manual control valve.

Down-shift and throttl e valve. c . Primary regulator valve. B.

Secondary regulator valve.

Servo o rifice control valve .

Modulator valve.

Primary and secoudary regulator valves From the manu al valve side of the lower valve body remove the following components: (I) Th ree screws and lock washers No. 10 - 24 X ,.. in. (spring load). (2) Lower body end plate. (3) Primary regulator spring. Fig. FFF(d).7

(4) Primary regulato r valve sleeve.

Upper valve body-s-exploded "iew A.

1-2 shift valve and plunger.

FFF(cl).4

2-3 shift val ve and plunger.

(5) Primary regulator valve (later-type valves modified to reduce buzz have a shoulder, 路021 in. (,533 mm.) less in depth and the valve housing is extended Magnette (Mark IV) and 4/Sevcnty Two .

Issue 3.

55274

THE AUTOMATIC TRANSMISSIO N into the lower valve body with an extra hole drilled in the inner casting). (6) Secondary regulator valve spring. (7) Secondary regulator valve. Shift valves Remove the following components from the upper valve body: (I) Six screws and lock washer s No. 10-24 X in. (spring load) .

(2) Upper body end plate-front. (3) Upper body end plate-rear. Remove from the rear end of the body: (1) 2-3 shift valve.

(2) Spring-2-3 shirt valve-inner.

Fig. FFF(d).1O

(3) Plunger-2-3 shift valve (installed either way round). (4) Valve-I - 2 shift (the large land faces the end plate). From the front end of the body remove: (1) Sprin g-I - 2 shift.

(2) Val ve- I- 2 shift (the open end faces the spring).

Section FFF(d).5 DISMANTLING TilE EXT E:\SIO:" 1I0USI G Remove : (I) Four bolts with spring lock washer /0-18 X I in. hexagon head (t in. socket) . (2) Extension housing assembly . (3) Gasket.

Checking the gear train end-float

Section FFF(d).6 DISMANTLING TilE FRO NT P UMP ASSE:\IBLY NOTE.-Before removing the front pump assembly always check the existing gear train end-float so that subsequently due compensation for thrust " asher " ear rna)' be made on reassembly. To check the gear train end-float clamp Service tool 18G674 to the converter support, gently lever the gear train forward, and then adjust the tool until it contacts the end of the input shaft. Lever the front clutch back, exerting no pressure. and measure the gap between the tool and the input shaft with feeler gauges as shown in Fig. FFF(d).IO. The permissible end-float is ·010 to ·030 in. ('254 to '762 mm.). Remove: (I) Front pump outlet lube . (2) Converter in a nd out tubes (round- nose pliers). (3) Front pump inlet tube. (4) Six bolts with spring lock washers f.-18 x tin. hexagon head (1t in. socket). Remove the front pump assembly by pulling on the converter support, pushing the gearbox input shaft inwards. NOTE.-Keep the washer-input shaft thrust (selective) -"ith the front pump assembly. These washers are available in two sizes: ·061 tn ·063 in. (1'54 to )·6 mm.) and ·078 to ·080 in. (1,97 tu 2·03 mm.). Dismantling the front pump Remove :

(1) Five bolts and spring lock washers f. - 18 X I in. hexagon head (ring spanner tin. A.F.). FFF(cfj.5

THE AUTOMATIC TRANSMISSION BCD

Ic-----I

NOTE.-EarIy production pump adaptors boye the '0' ring located In a groove for use with a plain front pump suction tube. Later adaptors are not greored but are coUDterbored for '0 ' ring location on a suction tube .. itb swaged coUar .. bieb is NOT inlercbangeable witb tbe plain pattern suction tube.

Section FFF(d).7 DISMANTLING THE FRO;IIT CLUTCH

..... Fig. FFF(tI).1l

The converter support separated fr om the fr ont pwnp A.

Pump adaptor and converter support. Body and bush assembly.

c. Driving gear. D.

Driven gear.

(2) One screw an d lock washe r No. 10-24 X l in' Separate the pump body and gears from the co nverter suppo rt (usc a block of wood). (3) Gasket- pu mp adaptor and converter support. (4) Pump adaptor and converter support assembly (serviced with ·750 in. [19,05 mm .] and 1·250 in. [31'75 mm .) bore size bu shes). (5) '0 ' ring.

NOTE.-Early productioo units ..ere fitted with siolered bronze inner plat es, These have no.. been superseded by paper-based plat es• Cl utch parts are only serviced in IUt form and reference must be made to the Parts List , Withdraw the assembly by the input shaft. Note the bronze thrw.t washer and steel spacing washer. Dismantling the front clutch Remo ve : (I) Snap ring. (2) Input sha ft and bush assembly. Note the clutch hu b thrust washer. (3) Spaci ng plates. (4) In ner plat es (sin tered materia l differen ce o n earl y prod uction un its ide ntified by omissio n of one tooth; paper-based lined plates, introduced later, are identical for front an d rear clutches, bu t must not be interchanged after use).

(6) Front pump drive gear assembly. (7) Driven gea r (mark the outside faces of the gears prior to removal). (8) Body and bush assembly.

(9) '0' ring . Fig. FFF(d).13

(10) O il sea l (seats fully home in register).

The front clutch-exploded view (5) O uter plates. Note tha t the fron t clut ch outer plates are flat and not interchangeable with the rear clutch. (6) Clutch hub. (7) Snap ring. (8) Spring (dishing downwa rds). (9) Piston (remove with an air-line through the hole in the internal bore). (10) Snap ring (t in. (3'2 mm.] dia .). (II) Piston. (12) Rubbe r sealing ring . (13) '0' ring (in drum).

Section FFF(d).8 DISMANTLING THE REAR CLUTCH ,.,93 78

Fig. FFfltl).12

Withdrawing the fro nt clutch assembly FFF(d).6

Withdr a w the rea r clutch together with the for ward sun gear assembly. Separate by pulling the sun gear assembly to the rear, taking ca re to remove the oil rings to avoid fracture. Malltl<lte (Mark IV) and 4/Sc,enlY Two. Issue 3. jj274

THE AUTOMATIC TRANSMISSION

FFF(d)

_--~

Fig. FFF(d). 16

Rear clutch-s-exploded view o

(2) Pressure plate, distance piece (if sintered press ure plate), inner plates, and ou te r plates (coned). NOTE.-Coning may be either way round, bat must be in the same direction. To remove the piston use Service too l 18G676 to compress the clut ch spring. Remo ve the following parts: Fig. FFF(d).14

Withdrawing the rear clutcb and forward sun gear group NO TE.-Remo. e the needle thrust washers at the front and rear of the sun gear. Also remove : (1) T wo oil ring s (at the front of the shaft). Hookended rings on early production, butt-ended rings lat er.

(I ) Spring seat sna p ring with Service tool l 8G675 (rotate the snap ring gap to the milled flat o n the drum boss).

(2) Spri ng seat and spring. (3) Pisto n with valve . (4) Sealin g ring (rubbe r) an d '0' ring. NOTE.-The front and rear clutch paper-ba sed inner plates are identical but must not be interchanged after use. Outer plates are not interchangeable.

(2) One oil ring (at the rear of the shaft). I

'O T E.-{I) Butt -ended rings to be used as replacements. (2) T etton ring standard : to fit on early boxes the modified sun gear shaft is required .

Dismantling the rear clutch Fro m the rear of the assembly remove: ( I) Three o il rings . Fro m the fro nt end of the assembly remove : (I) Soap ring (screwd river).

Section FFF(d).9 D1S:\1A, rfL L'\' G THE FRO:'IT BAND A.' \'D S E RVO Remove the two /0-18 servo retainin g bo lts with sprin g lock washers (! in. socket). NOTE. -The rear bolt is the longer one and acts athe dowel.

Fig. FFF(d). 15

The f orward SWl gea r components .... Oil sealing rines front

clutch. &.

Forward

asaembly.

sun

&ear

c. Needle thrust w ashen . u. Oil sealing rin&. governor feed,

Magnetle (Mark IV) and 4/Seventy Two.

Issue 4. 66674

Fig. FFf1dJ.17

Removing the spring seat snap ring FFF(d).7

THE AUTOMATIC TRANSMISSION Section FFF(d).l 0 DIS~IA:"TLING

TilE C ENT RE SUPPORT

A. 'D PLANET GEARS (I ) From the outside of the tran smissio n case remove

the two centre suppo rt screws with I in. lock washers (.,. in. socket). Also rem ove the rear servo retaini ng screw , i.e. the front o ne of the pai r. Bet ween tra nsmissio ns numbered EA20500 to 21 9~9 o ne cent re suppo rt screw ho le was sha llow. When dismantling the se boxe s ma rk the screws and boxes to ensure correct replacement of the lo ng and short screws.

Fig. FFF(d).IS

The front servo assembly dismantled

Lift the fro nt servo assembly clea r together with the strut. Squ eeze the ban d ends toget her with the fingers and rem ove the band to the fronl. Dismantling tbe front servo Rem ove :

(2) Withd raw the centre support towards the fr ont, together with the planet cover, gears. rear drum assembly , needle thrust bearing, and plate.

(1) Sna p rin g (small screwd river).

(3) Sepa rate the centre support from the planet gears assembly.

(2) Piston .

(~)

(3) Large '0 ' ring .

(5) Withdraw the one-way clut ch.

(4) Small '0' ring.

(6) Remove th e one-way clut ch ou ter race.

(5) Sleeve (collar fits inwards).

(61 Oil sea ling ring (squ are-sect io n). (7) Sp ring- servo piston -retracting. (8) Housing.

Remove the snap ring (sc rewd river),

:"OTE.-The thrust bearing plate inside the planet gears assembly has its lip towards the rear. The plan et cove r gears and rear drum assem bly is serviced by rep lacement o nly.

(9) Lever (10) Lever pivet pin. ( 1I) Slotted spring pin

U in.

[3' 175 mm.) d ia, d rift) .

(12) Screw - servo adju stin g. (13) Nut i -16.

"'""

Fig. FFF(d) .20

Rear sen o assembly dismantled - fir st type

Fig. FFF(d) .I9

Section FFF(d).lI

The gear train components A. In put sha ft a nd frun l clutch group.

Rear clutch and forwar d sun gear group. c. Centre support. B.

FFF(d).8

One -way clutch. E. Planet gears and rear drum asse mbly . F. Dr iven sha ft and rinB gear asse mbly.

REAR BRAKE BAND ANI) SERVO

(1) Squeezing the bra ke ban d ends with the fingers, tilt the band and withd raw it th rou gh the front end of the tran smission case. Magnette (Mark IV) and 4/Se\'enty Two.

Issue 4.

66674

THE AUTOMATIC TRANSMISSIO N

Fig. FFF(d).21 " 9385 .

Rear servo assembly dismant led-i-second type Fig. FFf1dJ.23 TIle go vernor and driven shaft

(2) Remove the rear servo strut.

(3) Remo ve the boll and spring lock washer i-16 X

Ball bearing.

It in. hexagon head (If in. soc ket) and rear servo screw.

B. Governor assembly. c. Snap ring.

(4) Pull the rear servo assembly clear.

Section FFF(d).12 Dismantling the rear servo

DISMANTLING TilE S I' EEl>OMET EIl GEAR A:\D GO VER" O ll

First Iype (I ) Remove the snap ring (screwd river), sp ring retai ner and spring (large diameter facing the retainer ).

S peedometer gear Remove:

(2) Withdraw the piston a nd '0' ring assembly. (3) Drive o ut the slotted pin and lever pivot pin to release the lever . S ecolld type

(I) Snap ring . (2) Speedometer drive gear spacing washer.

(3) Speedometer drive gear.

( I) Release the return spring an d extract the piston and '0' ring assembl y. (2) Drive o ut th e lever pivot pin from the side awa y from the return spring to relea se the lever.

(4) Woodruff key

'0 .

(5) Snap ring.

Fig. FFF(dJ.22

Fig. fTF(d).24

Removing speedometer gear snap ring

TIle governor assembly dismantled

Magneue (Mark IV) and 4/Seventy Two.

Issue 4.

66674

FFFtt/J.9

THE AUTOMATIC TRANSMISSION Dismantling the rear pump Remove: (I) Drive gear (mark the o utside face of the pump gears prior to removal). (2) Rear pump drive key. (3) Rear pump plate. (4) Driven shaft and ring gear assembly (through the front of the gearbox) ; do not damage the whitemetal bush in the rear wall of the transmission case. This bush is not serviced separately.

NOTE.-Remove the thrust ...asher with three tabs between the ootpot shaft and the rear ...aU of the transmission case. A'ilJ76

Fig. FFF(d).25 Withdrawing the driven shaf: and ring gear assembl y

Separate : (I) Snap rin g (selective for ring gear to give minimum clearan ce), 路055, '057, o r 路059 in. (1'39. 1路44, or ' ,49 mrn.).

(2) Transmission ring gear.

Governor

NOTE.-lbe governor may be serviced with the transmission in situ after removal or the extension housing. Remove:

(3) Driven shaft and plug assembly. :-OOTE. -The white-metal bush in the rear wall of the main case is oot serviced separately. The cup plug in the driven shaft must be an oil-tight lit.

(I) Snap ring . (2) Governor assembly (cover-plate towards the rear). (3) Retrieve the ball bearing. Dismantling the governor (kit service applies) Remove :

(I) Two screws and spring lock washers i-20 x I i in. (2) Governor sleeve.

(3) Retainer-governor spring. (4) Spring-governor. (5) Valve.

Section FFF(d).14 SHAFf, PARKING PAWL, AND LEVERS Remove: ( 1) Two parking pawl to rsion lever clips (needle-nose plier s).

(2) Leave the linkage rod in POSitiOD but slightly withdraw it to wards the inside of the case. With a screwdriver release the toggle lever spring from the lift lever.

(6) Governor weight . (7) Two screws and spring lock washers No. 1(}-24 x i in. flat head.

(8) Cover-plate. (9) Governor body.

Section FFF(d).13 DISMANTLING THE REAR I'UMP Remove: (I) Five bolts and spring lock washers i-20 x Ii in. (2) One screw and internal tooth lock washer No. 1(}-24 x Ii in.

(3) Withdraw the rear pump housing. (4) Driven gear (mark the outside face of this gear prior to removal). (5) Al so remove the three oil sealing rin gs from the output shaft after removal of the rear pu mp . FFF(d) .IO

Fig. FFF(J) .26 Driven shaft details A.

Rina gear and drivcn shaft. a. Oil sealing rings. e. Thrust washer. Macnclte (Mark IV) and 4/Seventy Two. Issue 4. 66674

THE AUTOMATIC TRANSMISSION (3) No w remove t he linkage rod. (4) Retaining springs (t. in. [7,93 mm.] centres. needlenose pliers) . (5) Washer (i in. [15,875 mm.] 0 10). (6) Pa rking brake torsion lever . (7) Toggle lift lever assembly and toggle lever spring. These parts ca n now be separated. To d ismantle the parking pawl : (I) Remo ve the anchor pin. This is thc lower of the two pins as viewed wit h the gearbox in verted. Wit hdraw this pin with a magnet or drop out by upend ing t he gearbox. (2) Next drive inwa rds the It X I in. (3-96X 22路2 mm.) roll pin retaining the parking brake toggle pin (i in. [3'175 mm .] dia. drift). (3) Wit hd raw the parking brake toggle pin to the rear. (4) Remove the '0' ring.

Next withd raw: (5) Retaining sp ring (i in. [6' 35 mm.] cent res, needle nose pliers). (6) Anchor release spring. (7) Release the spring retainer (flanged). (8) Parking brake washer (/r in. [14'28 mm .] 0 10) (not fitted on lat er models). (9) T oggle link pin. (10) Parkin g brake pawl. ( II) Bra ke toggle pin (bali-ended). Separate : (12) Toggle link lever. (13) T oggle link.

Fig FFF(cl).28 Filling linkage rod retaining clip

The pivot shaft is not serviced sepa rately from the

main case. Remove : (I) Man ual con trol shaft collar. (2) Roll pin (3) Roll pin

(i (i

in. X i in.) with in. X

in.) with

in. drift.

(4) Spring-manual shift bias. (5) Manual valve detent lever assembly.

(6) Man ual valve lever shaft. (7)

in. diameter ball.

(8) Spring -manual valve detent.

Section FFF(d).15 DISMAr-.'TLI NG TilE T KA. 'S MISS ION CASE AND I. 'II1BIT O R SWITC II Transrnission case

Re move : (I) Adaptor- tube co nnec tor. (2) Wa sher-s-self-cent ring. (3) Control shaft oil seals. I

(4) Rea r band adju sti ng screw with locknut. (5) t--27 Dryseal headle ss pipe plug . The case has two -fr in. (4'76 mm .) bosses for name-

plate attachment.

Down-shift valve cab le adap tor If necessa ry, unscre w from the case (span ner size i in. A.F.).

.r: ~

Starter inhibitor switch A9'JP

Fig. FFF(d).27 Mounting the detent lever on the manual control shal l Magncttc (Mark IV) and 4/Scventy Two .

Issue 3.

55274

Using Service tool 18G 679, remov e from the tr ansmission case: ( I) Inhibitor switch with locknut.

FFF(d). 11

FFF(d)

r Ln Ln

'"<

...

o z

o ~ ~

THE AUTOMATIC TRANSMISSION Section FFF(d).16 ASS E ~ IBU "f'~GE:"F. R A L

T orqu e tlghten ing fi~u re, a re ~iven on p a~e F FF(d). t7 and ' pring identi fication ta ble on pag e FFF( d).18. For all assembly operations high sta nda rds of cleanliness are essential. Rags used mu st be clea n and free from lint , preferably nylon. A set of new gaskets mu st be available. Prior to assembly all parts must be scrupulously cleaned with petrol, paraffin, or industrial solvent. Any defective items mu st be renewed; lubricate parts with approved Automatic Transmission Flu id befo re installation. The assembly seq ue nce is illustrated in such a manne r that the front of the transmission is to the left of th e operator. All screws, bolt s, and nuts must be tightened to the figures of the Torque Chart. Care is necessary to avoid damage to light-alloy components and their screw th reads.

Fig. FFF(d).30

Rear pump plate correctly installed If the thread in the check point hole has been da maged , a salvage plug and '0' ring arc available in kit form. Screw the assembly into the hole and tigh ten to 4 to 5 lb. ft. (0'5 to 0 路7 kg. rn.),

Section FFF(d).18 ASSEMBU1\G THE S HAFT, PARKI"G PA WL, A:"D LEVERS Retention of t he par kin g pawl toggle lever ass emb ly is by a spring reta iner which is placed in position with the fingers after assembly of the two levers with the lever spring on their common pin, Subsequently install the linkage co nnecting th e dete nt lever assem bly with th e torsio n lever. A screwdriver is then used to leve r the spring int o position in such a manner that the lever will be spring-loaded in a forward direction. The detent ball on its sp ring under the detent lever assem bly is best installed using a short length of tubing to ho ld do wn th e ball while the de tent lever assembly is pushed outwa rds. Driven shaft T he driven shaft thrust washer ha s three ta bs an d is stuck to the t ransmission ca se with some pelroleumjelly.

A93bO

Fig . FFF(d).29

Installing the driven shaft and ring gear assembly A.

Thrust w asher.

A sealer is used on the pressure point plug and inhibitor switch t hread s. 1\OTE.-llems nol descri bed in this secti on are assembled in the reverse order of dlsmantl lng, Spare parts are available only from BMC Service Ltd.

Section FFF(d).17 ASSE:\IIIU1\G TIlE T RA:"S l\lISSIO:" CASE T he tra nsmissio n case is inverted on the bench cradle. Verify t hat the output shaft bush, parking brake torsion lever pin , a nd t he brake anchor pin are tight in the case . Magnette (M ark IV) and 4/Sc\enty Two.

Issue 4. 66674

A9363

Fig . FFF(d).31

Installing the driven shaft oil rings FFF(d) .13

FFF(d)

THE AUTOMATIC TRANSMISSION grooves. Subsequently the pump body with driven gear is installed and the five retaining bolts and one screw tightened on their lock washers. The governor assembly is next installed on the i in. (6'35 mrn.) dia. ball located in the mainshaft, the governor cover-plate facing the rear. The governor snap ring is then fitted with the aid of snap ring pliers. Next fit a snap ring and install the speedometer drive gear with the spacer washer and No.2 Woodruff key. Fit the second snap ring with snap ring pliers.

Section FFF(d).20 ASSEMBLING THE REAR BAND AND SERVO Fig. FFF(d).32

Sub-assembling the centre support, one-way clutch, and planet gears

Install the rear band, holding the two band ends together to facilitate installation. Next the rear servo assembly is fined with its strut. The longer rear servo

The tabs of the washer embrace the boss at the rear of the case so that one tab will be pointing upwards, as seen with the box inverted. The driven shaft, having been fitted previously to the ring gear by means of a selective snap ring, is then installed into the transmission case from the front.

Section FFF(d).19 ASSEMBLIl'G THE REAR PUMP Install the rear pump plate, taking care that its two holes, passing line pressure and governor pressure respectively, line up with those of the case. Next insert the pump drive key and install the pump driving gear. It is recommended to line up all three driven shaft oil sealing rings with their gaps uppermost, as viewed with the box inverted, thus ensuring that the gaps are below the ring

Fig, FFF(d ).34

Installing the rear clutch and forward sun gear group A.

Rear clutch. R. Needle thrust washers. c . Needle thrust bearing plate.

screw is fined to the front as this screw also locates the centre support. It is therefore left slack on its lock washer at this stage, but tighten the second bolt on its spring lock washer. Attach the magnet to the head of the bolt (later boxes).

Section FFF(d).21

..'" Fig. FFF(d).33

Installing the front servo FFF(d).I4

ASSEMBLING THE RUNNING GEAR The needle thrust bearing and its plate are stuck to the planet cover with some petroleum jelly. The assembly is inverted for fitting of the one-way clutch (flange towards the front) and centre support. This group is installed into the transmission case, making sure that the one-way clutch lubrication and rear clotch feed holes of the centre Magnette (Mark IV) and 4/Seventy Two.

Issue 4. 66674

THE AUTOMATIC TRA NSMISSIO support are uppermost as viewed with the gearbox inverted. The two centre support screws are filled with their lock washers and tightened at the outside of the transmission case. NOTE.-Th e lock washers of the cent re support scre ws also act as oil retaine rs and must be filled with the sealing rim facing the transmission case. Now also tighten the servo screw locating the suppo rt.

Section FFF(d).22 ASSEMBLING THE FRONT BAND AN D SERVO In stall the front brake band on its anchor pin. Stick th e strut 10 the servo lever with some petroleum jell y. Next install the fron t servo assembly o n its two retaining bol ts with spring lock washers; the rear bolt is i in. (9 ,5 mm .) lon ger than the front boll. Make sure that the servo strut is correctly engaged with the slot in the brake band.

Section FFF(d).23 ASSEMBLING THE REAR CLUTC H If the clu tch has been dismantled , verify o n earlier models by shaking the piston assembl y that the ball check valve is free and inspect for cleanl iness. Reas sembl y o n the bench co mmences with installat ion of th e piston with its '0' ring and o il sca ling rin g, using Service T ool 18G702. Install one steel o uter plate first, and then alternating inner and ou te r pla tes. Note th at the o uter plates are coned, unlike th ose of the front clut ch. I nstall the distance piece (if used ), pressure plate, and snap ring. Install the rear clutch spring with its spr ing seal. Using Service to ol 18G676, compress the spring and fit the snap ring, using sna p ring plier s 18G675. Place a needle thrust washer again st the front face of the forward sun gea r and install the forward sun gear assem bly into the rear clutch assembl y. Fit the three small o il rings o n the forward sun gea r assembly. Also fit a needle thrust washer to the rear face of the sun gear.

FFF(d)

This sub-assembled gro up is no w install ed into the gea rbox together with the needle th rust bearing pla te.

Section FFF(d).24 ASS EMBLING T ilE FRO:".'T CLUTC H Fit a new '0' ring in the drum and install the fron t clutch pisto n sealing ri ng. Insert the piston, and fit the front clutch spring (dishing to the rear) with its snap rin g. Install the pressure plate (rid ge facing the spring), the clutch hub, and the appropriate number of inner and o uter clutch plat es alt ernately. Rotate the hub to align the spl ines of the plat es. Place this sub-assem bly into the gearbox together with the br onze and steel thrust washers. Place the fro nt clutc h hub thrust washer aga inst the clu tch hub and then install the input sha ft and bu sh assembl y with its snap ring .

Section FFF(d).25 ASSEM BLING T Il E FRO NT P UMP (f dismantled, this is sub-assembled on the bench, commencing with the installation of the driv ing gear onto the pump adaptor and convener support. Next the d riven gear is filled int o the front pu mp body a nd bu sh assembly; the '0' ring is filled to t he o utsid e of this asse mbly. Fit the front pump body and bush assembly with driven gear to the pump adaptor and converter suppon. Install and tighten the five bolts and one screw on their spring lock washers. This component is now filled to the gearbox sticking the (selective) input shaft thrust washe r to the pump adaptor and convener support assembly with som e petroleum j elly. A new paper gasket is filled between the pu mp adapto r and converter sup port assembly and transmission case. Tighten the six bolts reta ining the front pum p assembly to the transmission case onto their spri ng lock washers. Now check the gear trai n end-float as described in Section FFF(d).6.

Section FFF(d).26 ASSEM BLII"G T IlE EXTEI"SJON I10USII"G Fit the extension ho using with a new gasket and tighten the four retaining bolts on their spring lock washers ,

Section FFF(d).27 ASS EMBLING T IlE VALVE BODIES

Fig. FFF(tI).35

Installation sequence-thrust washers and front clutch Magnettc (Mark. IV) and 4,Sc,,'cnty Two. Issue 3. 55274

NOTE.- No gaskets are used in the valve bodies assembly. Torque settings where indicat ed most be strictly adhered to. Co mpo nent pans which have been dismantled sho uld be scrupulously cleaned and lubricated with approved Au tomatic Transmission Fluid pri or to reassembly in FFF(tI).IS

FFF(d)

THE AUTOMATIC TRANSMISSION

the reverse or der of dismantling. Make sure that the component parts of the valve bodies assembly are co rrectly lined up (using two reta ining bolts), otherwise difficulty w; 1I subsequen tly be experienced when mounting the assembly to the transmission case. Verify the free mo vement of all val ves in their bores. Care is necessary to avo id str ipping of screw threads in the alloy valve bodies. Install the front pump and co nverter tubes into the pump ad aptor and place th e val ve bod ies assembly in position, ma king sure th at it seats co rrec tly on the transmission ca se. Fit an d tighten the three retaining screws. Do not overtighten . Co n nect the cable to the down- shift valve cam. Strainers must be nat to concave in. (,794 mm .) and free from kinks to ensure a complete seal when screwed down .

Oiltubes Push the four sup ply tubes to the fro nt servo, rea r servo, and rear clutch fully hom e into their respecti ve locations. Take care not to distort the t ubes . Oil pan Install the oil pan with a new gasket and tight en th e 15 bolts on their lock washe rs. Tig hten the i in. sq uare socket pipe plug.

Section FFF(d).28 ASSEMBLING THE CONVERTER HO USING If this ha s been removed from the car to gether with th e gearbo x, assemble the co nvert er housing o nto its register and fit the six retaining screws with loc k washers fro m the rear. Tighten the screws.

Front clutch and governor feed Apply air pre ssure to the passage ( I) of the trans, mission ca se rear wall. Listen for a thump, ind icat ing th at the clut ch is fun ctio ning ; o n the bench also verify by rot atin g the input shaft with a ir pressur e applied. Keep air pressure applied for several seco nds to chec k for leak s ill the circuit. If the extension housin g has bcen removed, rot ate the o utput shaft so that the governo r weight will be at the bottom of the assembly. Verify tha t the weight moves inward s with air pressure ap plied. Rcar clutch Apply air pressure to the passage (2) of the tr an sm ission ca se web. On th e bench, verify by t urning the input shaft that the clutch is functioning. Keep air pre ssure appl ied for severa l seco nds to check for leaks. Then listen fo r a thump indica ting th at the clu tch is releasing. Front servo Apply air pressure to the appl y tube location (3) immediately adjacen t to the rea r retaining bolt. Observe the movement of the pisto n pin. Rear servo Appl y air pressure to the tube location (4) of the servo bod y. Ob serve the movement of the servo lever, Co nclusion" If the cl utch an d band s o perate satisfacto rily with air pressure, faulty o peration of th e transmissio n mu st be due to malfunction of the hydraulic control system. The valve bod ies assembly must then be dismantled, clea ned, inspected, and reassembl ed.

Torque converter When installing the torque conv erter at this (o r any other) stage it is imperati ve that the dri ve fingers of the converter hub are in correct and full enga gement wit h the slots in the front pu mp driving gear. See 'RE:\IO\'lNG A rn REPLACI"G TilE TRAl'\SMISSIO. ".

Section FFF(d).29 AIR PRESSURE CHECKS Air pressure checks can be made o n the gea rbox assembly in det ermining whethe r the clutch a nd brake ban ds are operating. These checks can be made with the tran smission in the ca r o r o n th e bench. In either event , drain the fluid from the gearbox a nd remove th e oil pa n as well as the valve bodi es assemb ly with oil t ubes. (See Fig. FFF(d) .36.)

FFF(d ).16

Fig. FFF(dJ.36 I. Front clutch and governor feed. 2. Rear clutch.

~t a llnc tt c ( ~ tark

3. Front servo apply. 4. Rear servo.

IV) and 4/Se路vent y Two.

Issue 3. 55274

THE AUTOMATIC TRANSMISSION TORQ UE CHART

Description

Application

Ib· fl.

kg. m.

No. off

Torque converter to dr ive plate

2S-30

Transmission case to co nverter ho using

8- 10 8- 10 8- 10 8- 10 8- 10 10- 13 10-13 2-3 17- 22 8- IS'S 4- 5

3-45-4 ' 14 1·1 0-1· 38 1,1 0-1, 38 1·1 0-1 ·38 1·1 0-1 ·38 1,1 0-1 ·38 1·38-1 ·79 1·38-1 ·79 0·27...()-4 1

4 6 4 15 I

j -24 UN F. f.- 18 UNC . 2A X i in. Extension hous ing to transmissio n case f.- 18 UNC. 2A X I in. Oil pan to transmission case f<- IS UNC. 2A X i in. Front servo to transmission case .. f. -1 8 UNC. 2A X I in. h - 18 UNC. 2A X I i in. Rear servo to transmission case i - 16 UNC . 2A X Ii in. Screw-rear servo Pump adaptor to front pump body No. 10-24 UNC. 2A X i in. f.-I8 UNC. 2A X i in. f. - IS UNC. 2A X i in. Pump ada ptor to tran smission case Rear pump to transmission case .. 1-20 UNC. 2A X It in. No. 10-24 UNC. 2A x l ! in. Screw-eentre support Centre supp ort to transmission case Outer lever to manu al valve shaft f. - 24 UNF. 2B Pressure point 1-27 Dryseal N. P.T.!'. headless pipe plug Oil pan drain plug i - IS Dryseal N. P.T. F. headless pipe plug Oil tube collector to lower body No. 10-24 UNC . 2A X t! in. 1'0.1 0-24 UNC. 2A x i in. Governo r line plate to lower body No . 10-24 UNC. 2A X I in. (Includes rear pump strainer) No. 10-24 UNC. 2A X 2 in. Lower bod y end plate to lower body No. 10-24 UNC. 2A X f. in. Upper body end plate front or rear to upper body No. 10-24 UNC. 2A X 1 in. No. 10-24 UNC. 2A x ". in. Upper body to lower body No. 10-24 UNC. 2A x I in. No. 10-24 UNC . 2A X Ii in. No. 10-24 UN C. 2A X i in. Valve bodie s assembl y to transmissio n case i -20 UNC. 2A X Ii in. (Includes rear pump strainer) i - 20 UNC. 2A X 2 in. Front pump strainer to lower body No. 10-24 UNC. 2A X i in. Rear pump strainer to lower body No. 10-24 UNC. 2A X I i in. No. 10-24 UNC. 2A x! in. Down- shift valve cam bracket to valve body No. 10-32 U NF. 2A X I". in.

Governor Body to govern or sleeve

i-20 UN C. 2A X I i in.

1·1 0- 2·56

I I 1 5 6

0 ·SS...()·69

1 2

S- 6

0·23...()·34 1·38-1 ·79 1' 38- 2'07 0·69-0· 83

10-14

1·38-1 ·93

1'7- 2'S 1·7-2 ·S 1·7-2·S

0·23...()·34 0·23...()·34 0·23...()·34 0·23...()·34 0,23-0,34 0·23-0·34 0·23...()·34 0·23...()·34 0·23-0·34 0·23...()·34

1·7-2·S

10-1 3 10-1 5

1,7- 2,5 1'7- 2' S 1'7- 2' S 1'7- 2'S

1·7- 2·5

2·3S- 3·04

6 2 2 2 3 S I 5

0·23...()·34 0·23...()·34 0·23...()·34 0·23...()·34

I 2 1 2 4 2 2 2

Tightcn fully with large screwdriver 0·23...()·34 1'7-2'S

2 2

1'7-2'S

1·7- 2·S 4- S 4-S 1·7-2·S 1·7-2·S 1'7-2'S

1·7- 2·5

0·SS...()·69 0 ·5S...()·69

Cover-plate to governo r body

No. 10-24 UNC. 2A X

Band adjustment Adjusting screw lockn ut to front servo lever Adjusting screw locking nut rear servo to case

i - 16 UNC. 2B -{.- 14 UNC. 2B

15- 20

2·07-2·76

2S- 30

3·4S-4· 14

1'. -14 UNC. 2B

8- 10

1'10-1 ·38

1-13 UNC . 2A 1-14 Dryseal N.P .S.F. 1""-16 UNC. No.8 thd. speed screw

S-9 9-10 17-18 1·4-1 ·6

1·1 0-1 ·24 1·24-1 ·38 2·35-2-48 0·19...()·22

in.

Special threaded parts Starter inhibitor switch locknut Down-shift valve cable ada pto r 10 transmission case ..

Filler tube conne ctor sleeve to transmis sion case . . Filler tube to connector sleeve nut Stone-guards to con verter housing Magnette (Mark IV) and 4/Seventy Two.

Issue 3.

55274

I I 4 FFF(tf). 17

THE AUTOMATIC TRANSMISSION

TABLE OF SPRINGS-VALVE BODIES ASSEMBLY Approximate free length

Spring

Outer diameter

Diameter of wire

Number of coils

·.

2·785 in. (70,7 mm.) ·613 in. (15'9 mm.) ·054 in. (1'37 mm.)

·.

2·85 in. (72,4 mm.)

·.

2·593 in. (74,4 mrn.) ·5 in. (12'7 mrn.)

·056 in. (1'42 mm.)

18·5

1-2 shift valve

1·094 in. (27-8 mm.) ·239 in. (6 mm .)

·024 in. ('52 mm.)

2-3 shift valve inner

J ·539 in. (40,3 mm.) ·354 in. (9 mm.)

·036 in. ('91 mm.)

23·5

Modulator valve

1·069 in . (27,1 mm.) ·209 in. (5'16 mm.) ·028 in. ('71 mm.)

22·5

Servo orifice control valve . .

1·086 in. (27'5 mm.) ·203 in. (5,16 mrn.) ·025 in. ('63 mm.)

25·5

Primary regulator valve (Alternative) Secondary regulator valve

(Alternative) Throttle valve return

·613 in. (15,9 mm.) ·056 in. ( 1,42 mm .)

1·21 in. (30'8 mm.)

·203 in. (5'16 mm.) ·024 in. (,52 mrn.)

·787 in . (20 mm.)

·136 in. (3'57 mm.) ·018 in. ('25 mm.)

25 approx, 29·5

1·156 in. (29'5 mm.) ·232 in. (5'95 mm.) ·032 in. ('81 mm .)

1·175 to 1·185 in. (29'84 to 30· 1 mm.)

·232 in. (5,95 mm.) ·032 in. (-81 mm.)

19·5

Converter 'out' check valve

·669 in. (17 mm.)

·215 in. (5'56 mm.) '018 in. ('25 mm.)

Rear pump check valve

·59 1 in. (15 mm.)

·410 in. (11'2 mm.) ·024 in. (,52 mm .)

Down-shift valve return (Alternative)

FFF(d).18

MagDcuc [Mark IV) and 4/Scventy Two.

4·25

Issue 3.

55274

KEYS TO ASSEMBLIES

Magnette (Mark IV) and 4jSeventy Two. lasue 1. 55274

FFF(d).19

_ -.-_

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THE GEARBOX CASE ASSEMBLY

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KEY TO THE GEARBOX CASE ASSEMBLY No.

Description

No.

1. Houslng-e-converter,

22.

2. Screw-housing to case.

Washer-spring-screw.

Description

No.

Retainer-release spring .

O,.scriplion

42.

Ball.

23. Spring-retaining.

43.

Pan assembly -c-oil.

24.

44.

Gasket-oil pan.

Pin-toggle.

4. Stcneguard.

25. '0' ring-toggle pin.

45.

Plug-drain.

26.

Pin-slotted spring.

46.

Bolt assembly-pan to case .

Pin-parking-brake anchor.

47.

Housing assembly-c-extension .

Nut-eaptive.

6. Screw -stoneguard to housing .

27.

§ ·i

7. Converter assembly .

28. Lever assembly -toggle lift.

48. Seal -oil.

9. Case assembly .

29. Spring-toggle lever.

49.

10. Screw-rear servo adjusting."

30. Lever-torsion.

SO. SCrew-housing to case.

II.

31.

51.

Washer-s-spring-e-screw.

52.

Pinion -speedometer.

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31. Spring-manual shaft bias .

57.

washer-c-shakeproor-c-screw.

18. Washer -parking brake (earl y models only).

38.

Pin roll.

58.

Tube-oil filler and breather.

39.

Collar.

59.

Rod -oil dipper.

..f

Washer.

32. Spring-retainer.

13.

Adaptor-tube connector.

33.

Linkage-parking brake and valve detent lever.

53. Oil seal-speedometer pinion.

14.

Switch -inhibitor.

34.

Clip-linkage rod .

54.

Bush-speedometer pinion.

15.

Pawl -parking brake.

35.

Cable assembly.

55.

Joint-speedometer pinion bush .

16.

Link-toggle.

36.

Shan-manual-control valve lever.

56.

SCrew-speedometer pinion bush .

20. Lever-toggle.

40. Pin roll .

60.

Screw-drive plate to convener.

21.

41. Spring-manual control valve detent.

61.

Washer-lock-screw.

19.

Spring-parking brake release.

Pin-toagle.

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- Increased diameter from EA1920 J. Coarse thread from EA20369.

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17. Pin-e-toggle link .

12. Scal-oiJ-eontrol shan.

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Nut-locking-adjusting screw."

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Gasket -extension to case .

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PUMPS, CLUTCHES, AND GEAR ASSEMBLIES

74 75 70

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KEY TO THE PUMPS, CLUTCHES, AND GEAR ASSEMBLIES

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No.

Descrtptton Pump assem bly- fro nt. Seal-oil. '0' ring . Screw-c-pum p-c-adapt or to fro nt pump. Wa sher -c-spring-c-ecrew. SCrew assembly. '0' ring-pump inlet tube.

Gasket-adaptor and converter support .

Screw-pump to case. Wa sher-s-screw, 11. Washer-thrust- '061 10 ·063 in. (1'549 1·600 mrn.)-input shaft. 12. Cylinder-front clutch. 13• '0' ring-inner piston seal. 14. Piston-front clutch. 15. Ring-sealing-fronl clutch. 16. Ring-front clutch-spring bearing 17. Spring-front clutch. 18. Ring-snap-front clut ch-e-spring. 19. Hub-e-Iront clutch. 20. Washer-thrust-front clutch hub. 21. Shaft and bush assembly- input. 22. Ring-snap-front clutch. 23. Drum assembly-front. 24. ' 0 ' ring rear clutch-inner piston seal. 25. Ring-sealing-rear clutch piston-outer. 26. Piston and ball assembl y-rear clutch. 27. Ring-snap. 28. Spring-rear clut ch. 29. Seat-s-spring-e-rear clutch. 30. R ing-snap-c1utch spring seat. 31. Ring-oil sealing -e-clutch to centre sup port. 32. Washer-front clut ch cylinder-thrust. 33. Washer- front clutch cylinder-thrust. 34. Gear assembly-forward sun.· 35. R ing-oil sealing-e-sun gear to front clutch. • Teflon ring from EA 16492.

Description

36. Ring -c-oil sealing-sun gear to output shaft.· 37. Support-c-cent re-e-with plug assembly . 38. Screw-s-centre su ppo rt. 39. w esbee-ctcck-cscrew . 40. Planet gear and rear drum assembly. 41. Race ass em bly-c-one-way c:Iutch-outer. 42. Ring-s-sn a p-s-one-way clutch-c-outer race . 43. Clutch assembly-one-way. 44. Bearing-e-need le-c-thrus t. 45. Plate- thrust washer-rear sun gear to planet cover. 46. Plat o-rear pump. 47. Key-rear pump dri ve. 48. Bolt assembly. 49. Screw assembly. 50. Ring-oil sealing-rea r pump to output shaft. 51. Shaft and plug assembly-driven. 52. G ear -transmission ring . 53. Ring-snap-'OOS in. ('127 mm .) . 54. Bearing-needle thrust. 55. Plat e -needle tbrust bearing. 56. Washer-Ihrust-driven shaft. 57. Lever-front servo . 58. Housing-c-Iront servo. 59. Piston -front servo-with pin . 60. '0' ring . 6 1. Sleeve - front servo . 62. Ring -oil sealing. 63. '0' rin g. 64. Ring -snap . 65. Spring-front servo. 66. Pin -e-lever-s-pivot . 67. Scre w-s-servo adj usting. 68. Nut. 69. Pin- slott ed spring . 70. Screw.

71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 8 1. 82. 83. 84. 85. 86. 87. 88. 89. 90. 91. 92. 93. 94. 95 . 96. 97. 98.

99. 100 . 101. 102. \OJ . 104. lOS. 106 .

Description W auher-sprina-screw. Screw. Was her-s-spring-e-screw.

Body-rear servo. Piston -rear servo. '0 ' ring-rear servo piston. Spring-rear servo. Retainer- rear servo spring. Ring-s-snap . Le..'er-e-rear servo . Pin-lever-pivot . Pin-slotted- spring. Screw -rear servo. Dolt. Washer-c-spring -c-boh. Band assembl y-brake. Stru t-s-servo. Governo r asse mbly. Screw assembly. Screw assembl y-body to governor sleeve.

nail. Ring -snap-governor . Gear-cepeedorneter drive. Washer-spacer- speed ometer drive gear. Ring -c-snap-c-speedcmeter gear . Distance piece - front clutch . Plates- inner and outer-fro nt clut ch. Pla tes-inner and o uter- rea r clutc h. Pressure plate-rear clutch. Bod y-rear servo .t Piston -rear scrvo.t '0' ring - rear servo piston.f Lever-rear servo .t Pin-lever pivot .] Spring-c-ret um .f Magner.j

: Seco nd type-large diameter from EA20369 . Fr o nt EA 19846.

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I 66674 _·················_·····--

..................... .. ....... ... ............ Magnette . ....- .. . (......... Mark ..... IV).............. and 4/Sevcn ty T....'o• Issue 4.

.....

__ __ _ , ..

;

KEY TO TilE VALVE BODIES ASSEMBLY

".... I

Description

Descrip tion

•'\'0.

Lower valve bod)' (ma rked 'E N').

17.

Vah'e- ..econ dary regulat o r.

33.

Valve-manua l co ntrol.

T ube-fron t pump inlet with '0' ring.

18.

Spring -secondary regula to r valve.

34.

Cam assem bly-a-down-s hi ft and thr ottle valve .

i :

Check valve-s-conve rter 'out'.

19.

Yalve-c-prlmary regulator."

35.

Plat e

Spring-check valve converter 'o ut',

20. Spring- p rimary regulator valve .

36.

Upper valve

Check. val ve- fro nt pump.

21.

Sleeve-s-pr imary regu lator va lve."

37.

End pla te-upper valve -body rear .

Valve- servo orifice control.

22.

End pla te-lo wer body .

38.

Va lve- 2- 3- shi ft.

Spring-servo orifice control valve.

23.

Tube- rear servo.

39.

Sprins-valvc-2-3 shift.

Stop-servo orifice control valve.

24. Tube- rea r dutch .

40.

Plun ge:r- 2- 3 shift-s-valve.

Ret ai ner- mod ulator valve.

25. T ube- fr ont servo 'apply',

41.

End plate-upper valve body -front.

42.

Valve

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10. Valve -modulator .

26. Tube - front servo

' release',

separating." body (mar ked TN ') .

1-2 shift .

II.

Plug - modulat or valve.

27.

Yalve-c-down -shift.

·0.

Plunger- I- 2 shift va lve.

12.

Sp ring -e-mod ula tor valve.

28. Spring-t hro tt le valve.

44.

Spring - 1- 2 sh ift valve.

45.

Oil tube collector .

46.

Tube c- cc nverter-c-in and o ut.

47.

Tu be-s-fro nt pump- outlet.

13. Dowel-s-modulat or ..'alve retainer.

29.

Valve -c-throttle.

14.

Check ..-al ve-c-rea r pump.

30. Spring - th rott le valve return.

15.

Spring- rear p ump check valve.

31. Strainer

16.

Strainer- o il rear pump.

32.

o il - fro nt pum p.

Plate-s-go ve rn o r linc .

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FFF(e)

SECTION FFF(e) ROAD TEST AND SYSTEMATIC DIAGNOSIS Sectio n

Converter diagnosis

FFF(e).3

Fault diagnosis

FFF(e). 2

Road speed change points . .

FFF(e) .5

Road-test procedure

FFF(e). 1

Stall speed tests

FFF(e).4

Megneue (Mark IV) and 4/Se路venty Two.

Issue 4. 66674

FFF(e).\

THE AUTOMATIC T RANSM ISSION Section FFF(e),l ROAD-TEST PROCEDURE (To be used in Conjunctiou with Fa ult I>ia~nosis [Section FFF(e).2j) It is imp ortant to gain as much information as possible on the precise nature of any fault. In all cases the following road-test procedure should be co mpletely car ried out, as there may be more than o ne fa ult.

Test No. I Check th at the sta rte r will o perate onl y with the

selecto r in 'P' and 'N' a nd that the reverse light (when fitted) operates o nly in 'R'. Apply the brakes and, with the engine at normal idling speed, select 'N-D', 'N-L', 'N-R'. Transmission engagement should be felt in each position selected. Check con verter sta ll speed (Section F FF(e).4) in 'L' and 'R' . Check for clutch slip. NOTE.-Do not stall for longer than 10 seconds, or the transmission will overheat. With the tr an smission at normal runn ing temperature select 'D'. Release the brakes and accelerate with min imum throttle opening. Check for 1-2 and 2-3 shifts according to tabl e (Section FFF(e).5). NOTE.-At minimum throttle opening the shifts may be difficult to detect. Confirmation that the transmisslon is in third gear rna)' be obtained by selecting 'I.', .. hen a 3-2 downshift should be felt.

At j ust over 30 m.p. h. (48 krn.p .h.) select 'N', switch off the ignition, and let the ca r coast. At 30 m.p.h . (48 km.p.h.) switch on the ignit ion and select ' D' . The engine sho uld start th rou gh the rea r wheels, indicating th at the rear oil pump of the transmission is ope ra ting. 6 (a) Stop and restart, using full-throttle acceleration, i.e, accelerat or at the det ent. Check for 1-2 and 2-3 shifts according to the table o n page: F FF(e).4. (b) At 25 m.p.h. (40 km. p.h.), in third gea r, depress the accelerato r to full-t hrottle position . The car sho uld accelerate in third gear a nd sho uld not down-shift to second. (e) At 30 rn.p.h. (48 km .p.h.) in third gear depress the accelerato r to the kick-down posi tion, i.c. through the detent. The tran smission sho uld down-shift to second gea r. (d) At 15 rn.p.h. (24 krn.p.h.) in third gea r depress the accelerato r to the kick-down position. The transmission should down -shift to first gear. 7 (a) Stop and restart, using forced throttle acceleration (i.e, accelerator through the detent). Check for 1-2 and 2- 3 shifts according to the tabl e on page FFF(e).4. (b) At 40 m.p.h. (64 km.p.h .) in third gear release the accelerato r and select ' L' . Check for 3-2 down-shift and engine braking. Check for roll-ou t 2-1 down-shift and engine braking. FFF(e).2 5

Stop, a nd with 'L' still engaged release the brakes and, using full throttle, acceler ate to 20 m.p.h. (32 km.p.h .). Check for no clutch slip and sq uawk and no up-shift s. 9 Stop and select ' R' . Release the brakes and reverse , using full th rottl e if possible. Check for clutch slip a nd sq uawk. 10 Stop on brakes facing downhill on gradient and select 'P'. Release the brakes and check that the par king pawl will hold the car . Re-apply brakes before disengaging the parking pawl. Repeat with car facing uphill . Check that the selecto r is trapped by the gate in 'Park' positi on.

Section FFF(e).2 FAULT DIAGNOSIS (To be Used in Conjunction with 'Key to Actions' at cnd of sect ion) No. Fault Actio" I Starter will not operate in 'P' or 'N' 19 Starter operates in all selector positions . . 20 2 Excessive bump on engagement of 'D', 'L', or 'R' .. 4, 3 3 If stall speed higher than specified: (a) With slip and sq uawk in 'L' . . 1, 2. 3, 13, I I (b) With slip and sq uawk in 'R' .. 1,2.3, 13. 12 If stall speed lower than specified, check engine performance If stall speed more than 600 r.p .m, 21 lower than specified 4 No dri ve in '0' (if normal in ' L' omit I I and 13; if no drive in 'D', 'L', 1,2,3, 13, II , o r 'R' add 17) 16 3, 14, 13,5,6 Delayed or no 1-2 shift Slip on 1-2 shift 2,3,5,6,7,13 Dela yed or no 2- 3 shift (if normal 3, 14, 13,5,6, in OR' omit 12) . . 12 Slip o r engine run -up o n 2- 3 shift .. 2, 3, 5, 13, 12 3 Bumpy gear shifts . . Drag in 'D2' and '03' 8 5-6 Drag or binding on 2-3 shift 5 Engine \\;11 not sta rt through rear wheels . . 22 6 (a) Slip and squawk or ju dder on full1,2, 3, 13, II throttle take-off in ' D' . . Loss of performance and overheat21 ing in ' 0 3' (seized stator) Continu e as for 4 abo ve. 6 (b) Transmission down-shifts too easily 3 6 (e), (d) Transmission will not down-shift 3, 13, 14 7 (a) As test 6 (a) above . . 7 (b) No 3-2 down-shift or engine brakI, 5, 6, 7, 12 ing No 2-1 down-shift or engine braking 8, 9, 10 Magneue (Mark: IV) and 4jSc:venty Two.

Issue 4. 66674

FFF(e)

THE AUTOMATIC TRANSM ISS ION 8

Slip and squawk or judder on takeoffin 'L' .. Transmission up-shifts Slip and squawk o r judder on takeoffin ' R'. . Slip but no j udder on take-off in ' R' (if engine braking ava ilable in 'L1' o mit 8, 9, 10) Drag in 'R' .. .. No d rive in ' R' (if engine brak ing available in 'L1 ' om it 8, 9, 10) . . 0

'P'

1,2,3.13, I I I 1.2.3, \.1 ,12

1. 2,3, 8,9,10 5 I, 2, 3, 8, 13, 9,10,12 1.1 5

Miscellaneo us :

Screech or whine, increasing with engine speed 17 Grinding or grating no ise from gearbox 18 K nocking. noise from torque con-

verter area . . 23 At high speeds in ' 0 3' t ran smission down-shifts to ' 02' and immediately back to ' 0 3' 12 Key \, 2. 3. 4. 5. 6. 7. 8, 9, 10, 1\,

12. 13. 14. 15. 16, 17. 18. 19, 20. 21. 22, 23.

to actions Check manuallin kagc adj ust ment. C heck fluid level. Check adjustment of down-shift and throttle valve cab le. using linc pressure gauge and tacho meter. Redu ce engine idling speed. Check adjus tment of fro nt ba nd. Check fron t servo seals and fit of t ubes. C heck front ban d for wea r. Check adjustment of rear band. Check rear servo seal and fit o f tubes. C heck rear band fo r wea r. Examine front clutch and seals. also forward sun gea r shaft sca ling rings. Verify t ha t cup plu g in drive n shaft is no t leaking or d islodged . Examine rear clutch. check valve. and seals. Check fit of tubes. Strip valve bodies a nd clean. Strip gove rno r va lve a nd clea n. Exa min e pa rk ing pawl. gea r, and inte rna l linkage. Examine o ne-way clutch. Strip and examine fron t pump and drive tan gs. Strip and examine gear train. Adjust sta rter inhibi to r switch inwards. Adjust starter inhibi tor switch outwards. Replace torque co nverte r. C heck rear p um p d rive pin. Examine torque converter drive plate for cracks or fracture.

Section FFF(e).3 CONVERTER DIAGNOSIS (I) [fthe general vehicle performance is belo w sta nda rd check the engine stall speed with Service too l 18G677 or an accurate revolution ind icat or by applying maximu m p ressure on the foot brake Magnette (Mark IV) and 4!Sc\'cnty T.....o.

I ue 3. 55274

pedal , selecting lock -up, a nd fully depressing t he acceler at or. If the engine sta ll speed is u p to 300 r.p.m, below normal, th e engine is not de velopin g its full power. (2) In ability to sta rt on Sleep gradients combined with poor acce lera tio n from rest indicates t hat the co nverier stator o ne-way clutch is slippi ng o r th at th e stator support is fractured. This co ndition permits the stator to rota te in an opposite direction to the turbine and torque multiplication cannot occur.

Check 'he stall speed . and if it is more t han 600 r. p.m. belo w normal the co nverter assembly mu st

be renewed. (3) Below standard acc elera tion in third gear above 30 m.p.h. (48 krn.p.h.), combined with a substantially redu ced maximum speed, indicates t hat t he sta to r one-way clutch has loc ked in the engaged condition. The sta to r will then not rotate with t he turbine and impelle r, the refore thc fluid flywheel phase o f t he converter performance can not occur. T his condition will also be ind icated by excessive ove rheating of the transmission, a ltho ugh the stall speed will remain norma l. T he con verter assembly mu st be replaced. (4) Stall speed higher th an normal indi cate s tha t the co nve rter is not receiving its required fluid supp ly o r t hat slip is occurring in t he clu tches o f t he automa tic gearbox.

The torque co nverters ar c sealed by welding a nd serviced by repl acement o nly. No drain plu g is provided as replenishmen t of fluid is not envisaged .

Section FFF(e).4 STALL SPEED TESTS This test provides a rap id check on t he correct functionin g of the converte r as well as the gea rbox. The stall speed is t he maximum speed at whi ch the engine ca n dri ve t he torque co nverter im peller whil e the tu rbine is held sta tionary. As the stall speed is depe ndent both o n engine a nd tor q ue co nverter charac terist ics, it will vary with the co nd itio n of th e engine as well as with th e co nditio n of th e tran smission . It will be necessary, therefo re, to determine the co nd itio n of the en gine in o rder to correctly interpret a low sta ll speed . T o obtain the sta ll speed, co nnect Service tool 18G 677 to the engine and place it where it can easily be read from t he d river's seat. Allow the engine and t he tr an smissio n to attain normal wo rking tempe rature, set the ha nd bra ke, chock the wheels, and apply t he foo t brake. Select 'L' or 'R' and fully depress the accelera tor. Note t he reading o n the revo lution ind icat or. N01'E, -To amid overheating, the period of stall tes t must not exceed 10 seconds. R.P.M.

Under 1.000 1,850 to 1.950 Over 2.000

Condition indicated

Stator free wheel slip. 'lormal. Slip in the transmission gearbox,

FFF(e). 3

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Section FFF(e).5 SHIFT SPEEDS

Up-shifts

1- 2

m .p.h,

Condition

'D' selected No throttl e ·. · Full throttle ·. ·. Forced thro ttle (kick-down)

m.p.h.

3-1

3-2

2-3 k m .ph,

Down-shifts

km .p.h,

m .p.h,

k m.p.h,

m.p.h,

2- 1 k m .p.h.

m .p .h.

km .p .h,

> c: ~

·. ·.

·.

·. ·. ·.

3-6 21-23 32-35

5- 10 34-37 52-56

5-8 33-38 49-53

8-13 53-61 79-85

10 -15 45-4 9

16-24 72- 79

2 2 25-29

3 3 40 -4 7

25-29

40-47

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4L selected t

No throttle ·. ·. For ced throttl e (kick-d own)

40" to fl' No an d full thr ottle

·.

·. ·. ·.

5 Below 20

8 Below 32

Above 5 rn.p.h. (8 krn.p.h.) 'L2' engaged. Below 5 m.p.h. (8 km .p.h.) ' L1 ' engaged.

iii

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l"OTES,-1. 2. 3.

Speed. quoted ar e true m.p.h. and rna)' not necessarily agree with speedometer readings, On selecting 'L' from 'D' the maximum safe road speed to prevent over-acceleration of the engine is 60 m.p.h , (96 km.p.h.) 'Full throttle' is obtained when the accelerator pedal button contacts the floor block, equalling approximately seven-eighths of earburetter butterfly opening .

-'J'J

'J'J 'J'J

o z

SECTION FFF(f) SERVICE TOOLS

Magnette (Mark IV) and 4/Scventy T.....o.

Issue 3.

55274

f"FF(j) I

THE AUTOMATIC TRA SMISSION SERVICE TOOLS

18G502A. lI ydraulic Pressure Gauge Used to record hydraulic pressure during adjustment of the down-shift valve cable and diagnosis.

18G502A

18G502K. Pressure 1I0se (8 It.) with Adaptor For use with 18G502A above. ...1012

18GS37. Torque Wrench- 5to 30 lb. fl . (,69 to 4'1 kg.m.) Used to apply the correct torque to nuts and bolts and to adju st the rear brake band. 4464K

18G673. Gearbox Cradle To support the gearbox duri ng dismantling and assembly ope rations.

18G673 FFF(fl 路2

Magnette (Mark IV) and 4jSe\"enty Two .

Issue 3.

55274

THE AUTOMATIC TRANSMISSION

FFF(fl

18G674. Gear Train End-Hoar Checking Tool For determining the end-float of the gear train in the transmission case.

18G674

18G675. Snap

Hin~

Pliers

Fo r removing and replacing snap rings.

18(;675

18G676. Clutch Spring Compressor Used to com press the rear clutch spring prior to removal and replacement of the snap ring.

18(;676 Magnene

l ~1 ark

IV) and 4/Scventy Two.

Issue 3.

55274

FFF(f).3

FFF(f)

THE AUTOMATIC TRANSMISSION

18G677. Pressure Test and Tac hometer Equipment

18..677

Used to record the engine revolution s during stall tests and hydra ulic pressures dur ing adjustment of the downshift valve cable. (Alterna tive to 180 502A and 180502K).

18G678. Front Servo Spaoner aod Gauge Used for the correct adju stment of the fron t band in conjun ction with torque screwdriver 180 681.

AQ0 02

18G678

FFF( f).4

Magnette (Mark IV) and 4/Seventy Two.

Issue 3. 55274

THE AUTOMATIC TRANSMISSION

FFF(f)

18G679. Inhibitor Switch Locknut S paoner To loosen and tighten the inhi bitor switch locknut wnh the transmission ill situ.

18G679

18G68I. Torque Screwdrher Set Used for the tighten ing of slotted screws and in conjunction with 18G678 for the adju stmen t of the front band .

18G68IA. Torque Screwdriver Bit For use with torque screwdriver 18G 681.

18G681B. Torque Screwdriver Bit Holder For use with torque screwdriver 18G681.

18G681

18G70J. Rear Band Adjusting Tools Used in conjunc tion with 18G537 to adjus t rear band with transmission in situ.

18G701

18G702. Rear Clutch Piston aod Seal Replacer Used on assembly 10 avo id damage ( 0 the rub ber seal.

"'9328

18G702 Magnelle (Mark IV) and 4/Sevenry Two.

Issue 3. 55274

FFF(/) .5

PII.1NTm IN ENGLAND IIY

THE NUFFm..D PRESS

uwnru

CO\\UV. OXfORD ~JJ4

(696H) 11/65-1.500