..

2. Dragging low band.

Car Will Not Move In
Reverse Only
1. Low band needs adjusting.
2. Clutch relief valve stuck.
3. Clutch plates binding in hub or
flange.
4. Clutch plates not properly installed.
5. Clutch piston stuck.
6. Reverse band strut broken .
Excessive Slip In All Ranges
1. Low oil level.
2. Manual con trol linkage improperly
adjusted.
3. Oil suction pipe damaged or not seat-
ing properly, allowing air to be
sucked into pumps.
4. Oil suction screen clogged.
5. Front oil pump worn or damaged.
6. Faulty pressure regulator valve or
gasket.
7. On 1950-52 units, free wheeling
stator rollers or secondary pump not
properly assembled.
Excessive Slip In Drive Range
Only ( 1950-52 )
1. Manual control linkage improperly
adjusted.
2. Worn or burned clutch plates.
3. Defective clutch piston seals.
4. Defective clutch drum oil seals.
5. Defective clutch release valve.
Excessive Slip In Manual Low &
First Gear In Drive Range
( 1953-59 )
1. Improper linkage adjustment.
2. Improper low band adjustment or
broken band.
3. Modulator piston stuck (to 1954) .
4. Accumulator valve stuck.
5. Broken low servo piston ring.
6. Worn clutch drum.
7. Defective servo-to-case gasket.
8. Defective valve body gaskets.
Excessive Slip In Reverse Only
1. I mproper linkage adjustment.
2. Improper reverse band adjustment,
or broken band.
TROUBLE SHOOTING
3. No oil pressure due t o stuck accumu-
lator valve, s t uck modulator lever
or piston (to 1954) .
4. Brok en reverse servo piston ring .
5. Defective valve body gaskets.
Car Creeps In Neutral
1. I mproper linkage adjustment.
2. Low band adju sted too tight.
3. Clutch inoperative due to:
(a) Clutch plates not properly as-
sembled.
(b) Clutch plates sticking.
(c) Clutch relief valve stuck closed.
(d) Defective valve body gasket.
(e) Con trol lever not attached t o
manual valve inside transmis-
sion.
Car Creeps Forward In Reverse
or Backward In Low
1. I mproper manual linkage adjust-
men t.
Low-To-Direct Shift
Abnormally Rough
1. I mproper low band adjustmen t.
2. Worn clutch plates.
3. Clutch plates bin di ng in drum or
f la nge.
4. Modulator piston stuck (to 1954).
5. Inoperative accumulator dump valve.
6. Modulator vacuum line leaking
(1950-54 & 1958-59).
7. Vacuum modulator valve stuck
(1958-59) .
8. Throttle linkage misadjusted (1955-
57).
Engine Races On Low-To-Direct
Shift
1. Clutch pl ates worn or burned.
2. Modulator spring weak (1950-54 &
1958-59).
3. Oil passage to clutch restricted.
4. Throttle linkage misadjusted (1955-
57).
Rough Shift, Direct To Low
1. I mproper low band adjustment.
2. Modulator piston stuck (to 1954).
3. Vacuum modulator v a 1 v e stuck
(1958-59) .
4. Throttle linkage misadjusted (1955-
57) .
No Upshift In Drive Range
( 1953-59)
1. Defective governor.
2. Stuck shift valve.
3. Clutch plates worn or burned.
No Down Shift From Direct-To-Low
With Accelerator Floored
( 1953-59)
1. Throttle linkage misadjusted.
2. Sticky shifter valve .
Rough Shift, Neutral to Reverse
1. Accumulator piston stuck closed.
2. Improper reverse ban d adjustment.
3. Modulator piston stuck (to 1954).
4. E ngine idling speed too high.
5. Excessive end play in transmission.
mainshaft.
Chatter In Manual Low ( 1950-52)
Chatter In Manual Low & First
Gear Drive Range ( 1953-59 )
1. I mproper low ban d adjustment.
2. Worn low band or drum.
3. Defective clutch plates.
4. Clutch piston stuck.
5. Clutch relief valve stuck.
Chatter In Reverse
1. I mproper reverse band adjustment.
2. Worn reverse band or drum.
3. Worn or damaged reverse ring gear
bushing .
4. Worn or damaged transmission case
rear bushing.
Bu:z::z:ing In All Ranges
1. Low oil level.
2. Fron t andj or rear pump not fun c-
tioning properly .
Ringing Noise In Converter
1. Low oil level.
2. Oil suction pipe damaged or not
seating properly.
3. Defective pressure regulator valve.
4. Front oil pump worn .
Chevrolet Turboglide Troubles
No Drive In Any Selector
Position. Cannot Load Engine
1. Front pump assembled backwards.
No Drive Except In Hill Retard.
Cannot Load Engine
1. Both overrun clutches assembled
backwards.
No Drive Except In Hill Retard
& Reverse. Cannot Load Engine
In Drive
1. Outer overrun clutch assembled
backwards.
2. Forward a nd neutral clutch not ap-
plied due to severe leakage in f or-
ward clutch hydraulic circuit.
Drive Is Poor At Low Speeds,
No Reverse, Hill Retard Normal
1. Inner overrun clutch assembled
backwards.
Car Drives Very Slightly In
Neutral, Reverse Normal
1. Neutral clutch not released.
Car Drives Normal In Neutral &
Drive At Low Speeds, No Reverse
1. F orward clutch not released.
Transmission Will Not "Shift"
to Performance Stator Angle
1. Stator control linkage out of ad-
justment.
2. Converter charging pressure is low
for one of the following reasons:
a . Leakage which will reduce line
pressure enough to cause pressure
regulator valve to shut off con-
verter in line.
b. Leakage in converter circuit.
c. Stator control pressure leaking
to converter out across front oil
seal ring or second oil seal ring
on second turbine shaft.
21
TROUBLE SHOOTING
Unable To Push Start
1. Rear oil pump drive pin broken
or missing.
Clutch Slippage On Wide Open
Throttle Starts
1. Low oil pressure due to leakage.
Especially check forward pressure
tube "0" ring.
2. Mechanical interference which will
prevent forward or neutral piston
to fully apply.
3. Neutral or forward clutch facing
bond failure.
Second Turbine Seal Ring Lands
Interfering With I. D. of Stator
Shaft
1. Case locating dowels on engine or
dowel holes in case mislocated.
Check by indicating front pump
bore in case from crankshaft.
Hill Retard Slow to Apply
1. Control linkage out of adjustment,
preventing manual valve getting in-
to hill retard position.
2. Leakage to hill retard clutch. Check
pressure tube "0" ring seals and
other sources.
3. Mechanical interference of hill re-
tard piston.
4. Glazed hill retard plates (check neu-
tral clutch for release ) . If neutral
clutch does not disengage during
hill retard, hill retard plate may be
destroyed.
No Drive, Reverse Normal , No
Hill Retard
1. Reverse clut ch not disengaged.
Hill Retard Brakes Violently.
Stator Checking Pressure Reads
High
1. Vacuum hose disconnected.
Shifts From Standstill Very Slow
1. Check linkage to asqertain that
shift lever is positioned by trans-
mission detents.
2. Accumula tor control valve stuck
closed.
3. Leakage in hydraulic system. Check
pressure tube " 0" rings and other
seals and gaskets.
Shifts From Standstill Very Fast
& Harsh
1. Accumula tor control valve spring
too strong or valve stuck open.
Chrysler Semi-Automatic Transmission Troubles
In diagnosing trouble with this trans-
mission, the main thing to remember is
that the transmission electrical system is
used to keep the transmission in third or
first speed gear, depending on the po-
sition of the gear shift lever, and that
the hydraulic control mechanism is used
to keep the transmission in second or
fourth speed gear, depending on the po-
sition of the gear shift lever.
No Upshift
1. Low oil level.
2. Wrong grade of oil.
3. Low oil pump pressure.
4. Solenoid washer left off.
5. Engine idling too fast.
Slow Upshift
1. Engine speed too fast due to stick-
ing throttle linkage or idle speed
adjustment.
2. Low oil pump pressure.
3. Wrong grade of oil.
22
Engine Misfires During Upshift
Caused by resistance in ignition cir-
cuits due to loose or dirty wiring connec-
tions, or spark plugs which are fouled or
gapped incorrectly.
No Downshift
Inoperative governor, solenoid, inter-
rupter switch, circuit breaker, or resistor.
Loose or dirty wiring connections.
No Kickdown
Inoperative kickdown switch due to
faulty switch or incorrect throttle ad-
justment. Inoperative solenoid or inter-
rupter switch. Loose or dirty wiring con-
nections or broken resistor .
Kickdown At Other Than
Recommended Speeds
Caused by malfunction of kickdown
switch upper limit control piston in car-
buretor.
- -
Engine Stalling
Ca used by points in the interrupter
switch being held in closed position, or
faulty switch. Stalling on deceleration
possibly due to anti-stall dashpot on car-
buretor not operating or out of adjust-
ment.
Shuttling Transmission In Neutral
and Car Coasting
This is a normal condition caused by
mainshaft driving the countershaft which
makes the governor function.
Jumps Out of Gear, 4th to 3rd
Speed
Loss of oil pressure, possibly due to
scored pump rotors or housing. Mis-
alignment of transmission with flywheel
housing.
Excessive Creeping
Engine idle speed set too high.
- . ~ - .... - . ~ ~ - FfJ:..# -
TURBOGLIDE
Fig. 1 Turboglide transmission
CONTENTS
Description ........ ................. .. 345
Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . 21
Maintenance
Adding Oil ....... .. .. .... 346
Changing Oil .......... . 346
"In Car" Repairs
Air Pressure Checks ..... .. . .. ..... 346
Oil Pressure Tests . .... . ... ... ...... ..... 34 7
Rear Oil Pump .... , . . 347
Valve Body . , ...... 349
DESCRIPTION
The Turboglide automatic transmis-
sion, Fig. 1, consists of a five-element
torque converter and two planetary
gearsets providing two reduction ratios,
direct drive and reverse. Although three
forward ratios are provided, there is no
shifting of gears. Starting from rest
with a maximum torque ratio of 4.3 to 1,
there is a gradual transition to direct
drive as speed increases. Fig. 2 illus-
Repairs Requiring
Transmission Removal
Transmission, Disassemble ......... .... .. . 350
Torque Converter .... .. .... ..... ....... . 350
Rear Planet Carrier .......... . .......... . 351
Front Planet Carrier ..... ................ 352
Front Pump and Reverse Piston .... . ....... 352
l'ront Sun Gear Freewheel Assembly .. . .... 352
Neutral Clutch and Ring Gear .. .. ........ 354
Forward and Brake Piston and Support ..... 355
Transmission, Assemble . .. ..... ... . ..... 355
trates the operational phases.
Each of the three turbines can drive
the transmission output shaft. As the car
starts, the pump, driven by the engine,
directs most of the oil in the converter
against the vanes of the first turbine,
which drives the sun gear of the rear
planetary. A one-way roller clutch holds
the ring gear, causing the rear planet
carrier and output shaft to be driven at
increased torque and reduced speed.
As car speed increases, a greater por-
tion of the oil strikes the vanes of the
second turbine. The first turbine grad-
ually fades out of the picture, and the
second turbine takes over, driving the
output shaft through the front ring gear
and planet pinions, which walk around
the sun gear, held stationary by its one-
way clutch. Reduction in this range is
less than in the starting range because
the front planetary has a lower gear
ratio than the rear.
As the car approaches cruising speed,
oil flow is concentrated against the third
turbine, which drives the output shaft
directly, with no gear reduction. From
this point on, action is similar to a con-
ventional converter. When a speed is
reached when the unit can no longer pro-
vide torque multiplication, the stator
free wheels and the converter becomes a
simple fluid coupling. The stator is prov-
ided with variable pitch vanes. When
the accelerator is floored past the detent,
the pitch is increased, giving greater
torque multiplication and allowing the
engine to turn at a speed where it can
develop more power.
The five positions on the quadrant
are: Park, Reverse, Neutral, Drive and
Hill Retarder. A separate low range is
unnecessary because maximum torque
multiplication is available in Drive.
When the car is descending a steep
grade, the selector can be placed in the
Hill Retarder position to obtain more
effective braking through the engine and
transmission. Under this condition, a
345
TURBOGLIDE
'VARIABLE PITCH
STATOR ENGINE
DRIVEN PUMP
NOMENCLATURE
THIRD TURBINE
THIRD TURBINE SHAFT
CONNECTED DIRECTLY
TO TRANSMISSION
OUTPUT SHAFT THROUGH
PLANET CARRIERS
FINAL DRIVE (THIRD TURBINE PHASE)
1
4
disc clutch holds the rear ring gear, per-
mitting the rear wheels to drive the first
turbine at 2.67 times the speed of the
output shaft. This high turbine speed
creates turbulance in the converter,
changing the kenetic energy of the des-
cending car into heat. Engine speed is
also increased, providing further braking
effect.
Cone clutches are used for neutral,
forward and reverse. Service on this
transmission is easier becattse all bands
have been eliminated. And since there is
no automatic shifting, no governor is
necessary, and the throttle linkage is
simplified.
MAINTENANCE
Adding Oil
In order to check oil level accurately,
FIRST TURBINE PHASE
FIRST TURBINE
REVERSE
FIRST TURBINE SHAFT
DRIVES REAR PLANETARY
GEARSET WHICH PROVIDES
REVERSE BY REACTION
TORQUE FROM FRONT
PLANETARY GEARSET
Fig. 2 Turbogli de oper ation phases
2
5
the engine should be running at idle
speed with the transmission oil hot and
the control lever in Drive position.
It is important that the oil level be
maintained no higher than the "FULL"
mark on the oil level dipstick. Do not
overfill, for when the oil level is at the
full mark on the dipstick, it is just
slightly below the planetary gear unit.
If the level is above the full mark, the
planetary unit will run in the oil, causing
the oil to foam and aerate. This aerated
oil may cause malfunction of the trans-
mission, resulting in cavitation noise in
the converter and improper action of pis-
tons or spewing from the filler pipe or
breather.
Changing Oil
Every 25,000 miles the transmission
"In Car" Repairs
AIR PRESSURE CHECKS
Five air checks can be made on this
transmission which are of value in de-
termining the cause of a complaint prior
to overhaul or as a means of checking
clutch applications and seals during
transmission overhaul. In order to per-
form the checks an air source of 100 lbs.
pressure is required as well as an adapter
(Tool 4353-1) to apply the air pressure.
To make the following checks with the
transmission in the car, drain the oil,
346
then remove the converter cover pan,
transmission oil pan and the main valve
body. The oil pressure tubes shown in the
Forward Clutch and Grade Retarder ap-
ply ports, Fig. 3, must be installed to
make the checks.
Caution- If the checks are being per-
formed during transmission overhaul, re-
build to the stage shown in Fig-. 3 and
install Converter Holding Tool (No.
5384) to prevent the possibility of the
converter being blown out of the trans-
mission.
NEUTRAL CLUTCH
ENGAGED
SECOND TURBINE PHASE
FIRST TURBINE
HILL RETARDER
FIRST TURBINE SHAFT
DRIVEN AT 2.67 TIMES
OUTPUT SHAFT SPEED
THROUGH REAR PLANETARY
GEARSET
3
6
should be drained and refilled. The trans-
mission should be warmed up before it is
drained.
1. Remove transmission oil pan plug.
2. After draining, install drain plug.
3. Pour in 3% quarts of automatic
transmission fluid. (3% quarts will
not be adequate if transmission has
been setting for a long period with-
out operating due to partial draining
of converter.)
4. Start and allow engine to idle for a
few minutes in Neutral until oil is
hot or at operating temperature.
Then, with selector lever in Drive,
check to see that the oil level is at
the full mark on the dipstick. Add
oil as required but do not overfill.
Reverse Clutch
Apply air to the reverse clutch port,
visually check that the reverse cone
moves rearward, and check for air leaks.
If the reverse cone does not move,
determine whether the front pump-to-
transmission case gasket is incorrectly
positioned and blocking oil passages or
if the reverse piston is cocked or bound.
If air leaks are heard, check for a
damaged front pump-to-transmission
case gasket or for damaged seals in the
reverse piston.
FORWARD
CLUTCH
PORT
GRADE
RETARDER
PORT
Fig . 3 Air check points
Stator Piston
Apply air tc;> the stator piston port and
listen for air leaks. If air leaks are de-
tected, check for a mispositioned or
damaged front pump-to-transmission
case gasket, broken or warped seal rings
on second turbine shaft, defective stator
piston seal, or damaged or worn brass
seal in the inside diameter of the stator
support. If the brass seal is at fault, the
stator support must be replaced as the
brass seal cannot be serviced separately.
Neutral Clutch
With air applied to the neutral clutch
port, listen for application of the clutch
and for air leaks.
If no clutch application is heard, deter-
mine if the front pump-to-transmission
case gasket is incorrectly positioned and
blocking oil passages. If not, disassemble
the neutral clutch and check for a lock-
ed-up or binding condition.
Possible causes if air leaks are heard
are a torn or distorted front pump-to-
transmission case gasket, worn or broken
seal rings on second or third turbine
shafts, defective seals in the neutral
clutch piston, or defective brass seal in
inside diameter of second turbine shaft.
If the brass seal is faulty, replace the
front ring gear hub and shaft assembly.
Forward Clutch
With the oil transfer tube installed as
shown in Fig. 3, apply air to the tube,
observe that the forward clutch applies,
and listen for air leaks.
Failure of the clutch to apply can be
the result of a wedged forward piston or
Grade Retarder piston, probably caused
by cocked piston "0" rings. A blockage
of the oil feed orifice in the forward and
brake piston support could also prevent
clutch application.
The first place t o check if air leaks are
found is the "0" ring seals on the oil
pressure tube in the forward clutch port;
otherwise check the forward piston-to-
support seals.
Grade Retarder Piston
Apply air to the Grade Retarder port
with the oil pressure tube installed.
Check the Grade Retarder application by
watching for the movement of the Grade
Retarder reaction plate which will occur
as the brake plates are forced against it
by the piston moving rearward.
If the Grader Retarder piston does not
move, check for cocked "0" ring seals in
both the Grade Retarder and forward pis-
tons or check for blocked orifice in piston
support.
Leakage could only occur at either the
oil pressure tube "0" ring seal or the
brake piston "0" ring seal.
OIL PRESSURE TESTS
1. Connect pressure gauge to test point
on left side of transmission, Fig. 4.
2. Connect vacuum gauge and tacho-
meter to engine.
3. Warm up transmission and engine
and check transmission fluid level.
4. With selector lever in "D" and then
in "R" range, pressure gauge should
read 50-60 psi at 18" engine vacuum.
5. With selector lever in "D" range and
at car speed of about 30 mph, push
on accelerator to wide-open throttle
condition. The pressure should rise to
195-210 psi at 2" engine vacuum. At
any car speed, with foot off the
throttle, pressure gauge should read
50-60 psi with 18-25" engine vacuum.
6. With selector lever in "D" range and
a road speed of 45 mph, and foot off
throttle, pressure gauge should read
50-60 psi.
7. Place selector lever in "GR" range at
45 mph and pressure should drop to
TURBOGLIDE
Fig. 4 Oil pressure test plug
Fig. 5 Removing rear pump drive pin
PARKING PAWl
SPRING
Fig. 6 Transmission
with oil pan removed
0 psi. The engine speed will drop
momentarily (during manual shift
from "D" to "GR") and then the
grade retarder clutch will set down
and engine speed will increase.
Caution- Due to rapid temperature rises
of the fluid within the transmission, stall
tests must not be performed on the turbo-
glide transmission as serious damage to
the transmission can result.
REAR PUMP
Removal
Remove oil pan. Remove capscrew and
retaining clip holding speedometer gear
TURBOGLIDE
._
-
-
-
-
-
-
-
3
-
- s

6
4
8 10
Fig. 7 Valve body components. 1957
1. Valve screws
2. Vacuum modulator screws
3. Front valve body gasket
4. Rear valve body gasket
5. Pressure tube "0" rings
6. Oil pressure tubes
7. Ditch plate
8. Ditch plate gasket
9. Transfer plate
1 '
1P
\
SCREWS
1
COVER
. 1
COVER
GASKET
10. Transfer plate gasket
11. Hydraulic modulator valve
12. Pressure regulator valve
spring
13. Main valve body
14. Valve body screen
15. Screen screw
16. Gasket
17. Vacuum modulator valve
BODY
BASE
GASKET
Fig. 9 Vacuum modulator valve
MODULATOR VALVE
SCREW
I
SPRING
TRANSFER PLATE
""'
MAIN VALVE BODY
348
y
GASKET
GASKET
VACUUM MODULATOR
VALVE
Fig. 8 Valve body components. 1958
BODY
VACUUM MODULATOR VAl
Fig. 10 Removing accumu-
lator valve retaining ring
HYDRAUliC
MODUlATOR PRESSURE
VAlVE REGULATOR

SEAT WASHER
ACCUMUlATOR
VAlVE
lOWER
RETAINER
dRlNG
Fig. 11 Hydraulic modulator valve
GASKET
BOLT
l.
"O''RINGS

SCREWS
"O"RINGS PRESSURE \\.._
GASKET TUBES \......-..
5
8
6
r
7
13
12


Fig. 12 Main valve body. 1957
housing in extension. Unfasten and re-
move extension from transmission case.
Use puller to remove speedometer drive
gear. Unfasten and remove pump body
and seal ring from transmission. Remove
pump driven gear, drive gear and drive
pin. Fig. 5.
Inspection
Blow out all oil delivery holes and in-
spect all parts for visible damage. I n-
stall gears and check all clearances. All
clearance measurements are the same as
for comparable parts of the front pump.
If a new bushing is required in the pump
body, install it so it is flush with the neck
of the body.
Installation
Wlliillllill r.

/1 INNER tRING \
ROLL PIN OUTER SPRING
STATOR DETENT VALVE
TURBOGLIDE
1. Roll pin
2 . Detent spring
3 . Detent ball
4 . Retaining pin
5. Plug
6 . Spring
7. Accumulator control valve
8 . Lube relief valve
9. Spring
10. Rear check valve
11 . Spring
12. Front check valve
13. Spring
14. Main valve body
15. Manual control valve
16. Stator detent roll pin
1 7. Stator detent valve spring
1 8 . Stator detent valve
19. Pressure regulator valve
20. Spring seal washer
21. Pressure regulator spring
22. Accumulator valve
23. Inner spring
24. Outer spring
25. Washer
26. Ring
ACCUMULATOR CONTROL
VALVE
I I-ROLL PIN
.-

MANUAL CONTROL VALVE
Q---DETENT BALL
After assembling the pump, install it
in the transmission in the reverse order
of its removaL
ROLL PIN
'-DETENT SPRING
VALV BODY
Removal
Take down the oil pan. Remove park-
ing pawl spring, Fig. 6. Unfasten and re-
move valve body from transmission. All
three units of the valve body will come
off as an assembly. Bolts are two dif-
ferent sizes. Rear bolt is hollow to per-
mit oil pressure to valve body.
Disassemble
Refer to Figs. 7 to 13, observing the
following: When removing the hydraulic
accumulator valve from the hydraulic
modulator, hold the unit in a vise or with
a "C" clamp as the accumulator springs
are under 90 lbs. pressure. Then remove
snap ring and take out seat, springs and
piston.
Inspection
Wash all parts in cleaning solvent, air
dry and blow out all passages. Then in-
spect as follows:
1. Check detent valve spring for dis-
tortion or damage.
Fig. 11A Oil passage pipe plugs
2. Inspect detent valve for nicks, burrs,
scoring or galling. Also check valve
for freedom of operation in its bore.
3. Inspect lands of manual valve for
wear or scratches.
4. Inspect modulator valve housing for
galling or scoring. Check retaining
ring grooves.
Fig. 13 Main valve body. 1958
5. Inspect modulator valve and hous-
ing.
6. I nspect all pistons for freedom of
operation in their respective bores.
7. Inspect springs for distortion or
damage.
8. Clean sump screen thoroughly. In-
spect rubber by-pass valve.
Assemble
Refer to Figs. 7 to 13, observing the
following: Do not confuse the pressure
regulator spring with the accumulator
outer spring. The pressure regulator is
the heavier with a free length of 314".
Install stator detent valve spring in
valve body, then install detent valve with
hollow end indexing over spring. Hold
valve in and press roll pin to engage in
groove in end of valve. Do not install pin
too deep; end of pin should not touch
bottom of groove. Check freedom of as-
sembly by stroking valve.
The accumulator spring is the lightest
spring of the valve body and the check
valve has a hole in the center.
349
TURBOGLIDE
Repairs Requiring Transmission Removal
TRANSMISSION
DISASSEMBLE
1. With transmission r emoved from car
and mounted in holding fixture,
proceed as follows:
2. Remove converter assembly.
3. Remove oil pan.
4. Remove capscrew and retaining clip
holding speedometer gear housing
in extension.
5. Remove transmission extension.
6. Remove speedometer drive gear 3:nd
rear oil pump. When pump dnve
gear is removed, drive pin, Fig. 5,
can fall out if hole is on bottom of
shaft.
7. Remove parking pawl spring, Fig. 6.
8. Remove valve body.
9. Remove two oil pressure tubes, Fig.
14.
10. Place transmission with input shaft
facing upward and remove front
pump capscrews.
11. Remove front pump, stator support
and reverse piston assembly, noting
two threaded holes to mount puller,
Fig. 15. .
12. Remove reverse cone and spnng.
Then place transmission horizontal
with bench.
13. Remove neutral clutch and front
ring gear assembly, which includes
turbine shaft, neutral shaft and
neutral clutch piston.
14. Remove reverse cone ring (tanged
to case) with soft drift and hammer.
15. Remove front planet carrier.
16. Remove front sun gear and freewheel
assembly (gear section forward).
17. Remove forward cone retaining ring,
Fig. 16.
18. Remove forward cone ring and for-
ward cone. By exerting slight pres-
sure on output shaft, both ring and
cone can readily be removed.
Fig. 14 Valve body
and oil pressure tubes
Fig. 1 S Removing front
pump with pullers
19. Remove forward and brake piston
and support as an assembly.
20. Remove rear unit ring gear and out-
put shaft and rear planet carrier as
a unit.
21. Remove both brake clutch plates and
aluminum separator.
22. Disassemble rear ring gear from
rear planet carrier by removing re-
taining ring and remove two races
and needle bearing from extension
in carrier. Remove caged needle
bearing from output shaft.
23. Remove detent control lever, Fig. 17.
24. Remove manual selector lever.
25. Remove parking brake bracket and
parking lock actuator assembly.
26. Remove parking brake pawl, pin and
"0" ring. Pin is removed by driving
its front end.
27. Remove by-pass valve. Spring under
cover in v alv e is under tension and
care should be used when cover i s r e-
r emoved, Figs. 18 and 19.
28. Remove vacuum diaphragm, Fig. 20.
Fig. 16 Removing for-
ward cone retaining ring
..
by holding valve body and removing
retaining nut from inside of trans-
mission case. Valve strut will come
off with retaining nut.
CONVERTER
Refer to Figs. 21 and 22 when disas-
sembling and assembling the converter.
Before disassembling, mark the cover
and housing for alignment and balance
upon reassembly. When disassembling
the turbine assembly, note that the first
turbine inner ring and turbine shell are
marked to assure correct relationship of
parts for balance on reassembly.
When disassembled, wash and air-dry
all parts. Then inspect the following
parts for scoring or galling: Converter
hub outer surfaces, converter hub thrust
washers, turbine hubs and thrust
washers, converter cover bushing, stator
race and cam rollers. Check converter
PARKING BRAKE
BRACKET AND SCREWS
Fig. 17 Valve body controls (typical)
pump vanes and turbine vanes for loose-
ness or damage. Inspect cam springs for
distortion. Check stator blades for ex-
cessive wear or damage.
When reassembling, refer to Figs. 21
and 22. When installing the stator
blades, the trailing or sharp edges of the
blades should point downward after in-
stallation in stator. Neck of stator piston
must be pushed fully through rear carrier
to install stator blades. When installing
the turbines, align the balance marks.
Then install first turbine inner ring with
inner flat surface facing up in turbine
shell.
REAR PLANET CARRIER
1. Wash planet carrier and gears, blow
out all oil passages and air-dry.
2. Inspect planet pinions for nicks or
other tooth damage. Check pinion
shafts for pitting or irregular bear-
ing surface, Figs. 23 and 24.
3. Check end clearance of planet gears,
measuring between gears and output
shaft flange thrust washers. This
clearance should be .006" to .030".
Check thrust washer for looseness
and wear on rear planet carrier.
4. Check sun gear for tooth damage.
Also check planet needle thrust
bearing for damage.
5. Inspect output shaft bearing surface
for nicks or scoring and output shaft
bushing.
6. Inspect output shaft splines for nicks
and damage and check fit to trans-
mission case. Also check fit of rear
carrier to front carrier output shaft.
7. Inspect bearing surface of speed-
ometer gear on output shaft. Speed-
ometer drive gear is pressed on shaft
and looseness will result in driven
gear failure.
When disassembling, mark the carrier
and output shaft for correct relationship
on reassembly. The separation of the car-
rier from the output shaft will enable
all parts of the rear carrier assembly to
be removed. The carrier pinion shafts
will remain in either the carrier or the
output shaft, depending on which piece
has the closer fit. Do not attempt
removal of pinion shafts by breaking
four way stake. Pinion shafts must be
removed by disassembling the planetary
carrier only. Damaging the stake marks
will ruin the retaining qualities of the
carrier or output shaft and necessitate
Fig. 19 By-pass valve. 1958
TURBOGLIDE
VACUUM DIAPHRAGM
il
NUT STRUT
RETAINER
DIAPHRAGM
RELIEF
SPRING
THERMAL BY-PASS VALVE
RETURN RING
SPRING SEAL
Fig. 1 8 Thermal by-pass valve and vacuum diaphragm. 1957
TURBINE AND
CONVERTER PUMP
STATOR
BOLTS
FIRST
TURBINE
RING
SECOND
TURBINE
Fig. 21 Exploded view of torque converter
replacement of the carrier and output
shaft assembly. The output shaft bushing
is precision bored in place during assem-
bly; this bushing is not replaceable.
1
STRUT DIAPHRAGM
COVER
Metal sometimes is shaved from
carrier pinion shafts during reassembly
when shafts are entering holes in hard-
ened carrier. If shavings are not re-
moved, false clearance readings can be
obtained, Fig. 25. Pinian end clearance
should be checked between washer and
pinion as shown. Checking clearance be-
tween washer a nd carrier (location of
shavings) will give false clearance read-
ings.
Fig. 20 Vacuum modulator. 1958
351
TURBOGLIDE
Align alignment marks on carrier to
marks on output shaft and insert dowels
of carrier into respective holes in output
shaft. While installing carrier to output
si1aft, align tangs of thrust washers to
lock holes in carrier. To accomplish
mating of the carrier and output shaft,
install the assembly in an arbor press,
Fig. 25.
FRONT PLANET CARRIER
Due to the similarity between t he front
planet carrier, Figs. 26 and 27, and the
rear planet carrier, inspection and service
procedures are almost identical. The
front planet carrier is different inasmuch
as it is minus the sun gear and sun gear
thrust washers. All gear clearances for
the rear planet carrier apply to the front
planet carrier. The carrier bushing is
precision bored in place in the carrier
during assembly and is not replaceable.
FRONT PUMP &
REVERSE PISTON
When disassembling and reassembling,
refer to Fig. 28. When disassembled,
wash all parts, blow out all oil passages
and air-dry parts. Then inspect as fol-
lows:
1. Pump gears for nicks or damage.
2. Stator support pump face for nicks
or being scored.
3. Pump body for nicks or scores.
4. If pump body oil seal shows excess-
ive wear, hardness, damage or evi-
dence of leakage, pry it out and
press in a new seal.
5. Splines of stator shaft for wear.
6. Both ends of stator shaft inner dia-
meter for wear.
7. If square seal ring (rubber) is dam-
aged, install a new one.
8. Facing material on reverse piston
and ring for cracks or flaking;
questionable clutch facings should
be replaced.
9. If reverse cone shows evidence of
excessive heat, replace it.
10. Inspect pump bushing for scoring
or galling. Check clearance between
bushing and converter pump hub;
clearance should be .005" maximum.
~ .
;;;;.o e
()CJ
\ STAt
PISTON PISTON
SEAl RETAINING
STATOR RING
PISTON
e
o e..,
STATOR BlADE
REAR CARRIER
RACE
<:;;\ \ FREE WHEEL
SPRINGS STATOR SLADE
ROUERS FRONT CARRIER
FRONT
THRUST
PAD
\
STATOR
fREE WHEEl
CAM
Fig. 22 Exploded view of stator
OUTPUT
SHAFT
Fig. 23 Rear planetary carrier and output shaft. 1957
11. Install pump gears and check:
Clearance between outside diameter
of driven gear and body should be
. 0025" to .0055". Clearance between
internal gear and crescent should be
.003 to .009". With scale and feeler
gauge check gear end clearance,
which should be .0005" to .0015".
Assemble
Remove gears from pump body, oil
generously and replace in pump body.
The drive gear is installed in the pump
body with the lug toward the body. The
lug mates with the slot in the converter
housing. If drive gear is installed im-
properly the pump will not operate .
FRONT SUN GEAR FREE
WHEEL ASSEMBLY
When disassembling and reassembling,
refer to Fig. 29. The sprag assembly
should not be disassembled. An arrow
stamped on the outer cage of the sprag
NEEDLE THRUST PINION
PINION PIN
LOCK PLATE
SUN GEAR REAR
THRUST WASHER
NEEDLE
BEARINGS
~ / ~ ~
~ i
BEARING THRUST WASHER
=\ RETAINER . \
I
0;
352
OUTPUT
SHAFT
~ 0
~ 0 ~
Oo
REAR SUN
GEAR
=
=
PINION
GEAR
0
= Co ot
r 1 H
PINION
SHAFT
NEEDLE THRUST
BEARING RACE
Fig. 24 Rear planet gearset. 1958
CARRIER
Fig. 25 Installing rear
carrier to output shaft
assembly designates front of transmis-
sion.
When disassembled, wash all parts,
air-dry and inspect for damage as
follows:
1. Inspect inner race of cam for exces-
sive scoring or burning. Also check
Jugs on outer perimeter of cam for
nicks or burrs.
2. Check bushings in sun gear for
looseness or bushing scoring. Bush-
ings must be replaced in pairs and
while sun gear is removed from free-
wheel unit. Before installing bush-
ings, note position of oil grooves in
bushings. Grooves must point out-
ward to maintain oil reservoir in sun
gear.
3. Inspect sun gear teeth for nicks and
burrs. Check sun gear for fit into
front planetary unit.
4. Inspect internal and external races
of sun gear for excessive scoring or
burning.
5. Inspect sprag bearing for excessive
wear.
6. If sprag wear is indicated, replace
sprag assembly.
When reassembling, the sprag is in-
DRIVE PLATE HUB
OIL SEAL RING
I
/
//r
PLANET
PINION
SPACER
//
./}
c ~ ~
I
""G!
PINION
THRUST WASHER
TURBOGLIDE
PLANET
CARRIER
Fig. 26 Front planet carrier assembly. 1957
SEAL
DRIVE
GEAR
SQUARE
Oil RING
I
7
STATOR
SUPPORT
SEAL RING REVERSE
PISTON,
SEAL RING
DRIVEN
GEAR
STATOR
SUPPORT REVERSE
PISTON
GASKET
Fig. 28 Front pump and reverse piston assembly
stalled with the stamped arrow on its
outer cage toward front of transmission.
Sprags are assembled correctly if they
will slip while holding outer cam station-
ary and turning sun gear clockwise as
viewed from the front.
When installing the sun gear retainer,
index the tang of the new retainer into
the hole in the rear of the sun gear a nd
clamp in a vise, using the fixture shown
in Fig. 30. Use care when staking not to
bend the retainer due to the close toler-
ance between the retainer and sprag
bearings.
Index the sun gear in the forward cone
sprag, twisting counterclockwise to en-
able cams to twist, allowing sun gear
race to seat under sprags while twistmg.
WASHERS
NEEDLE BEARINGS
( 17 EACH)
PINION
GEARS
WASHERS
PINION THRUST
WASHERS
)* ; : 1 ~
PINION THRUST PINION ~
~
BOLTS
FLANGE WASHERS SHAFTS WASHERS
Fig. 27 Front planet gearset. 1958
NEEDLE BEARINGS
(17EACH)
353
TURBOGLIDE
Q
RETAINER
RING
~
SUN
GEAR
SUSHING
~ ~
REAR RING REAR RING
FORWARD
CONE
SPRAG
BEARING
FORWARD
CONE
SPRAG
FORWARD
CONE
SPRAG
SEARII-IG
SUN
GEAR
GEAR SPRAG GEAR SPRAG RETAINER
BEARING BEARING RING
REAR RING
GEAR SPRAG
SUN GEAR
RETAINER
Fig. 29 Front sun gear freewheeling assembly
NEUTRAL CLUTCH & RING
GEAR
When disassembling and assembling,
refer to Figs. 31 and 32. The gear thrust
washer (3) is available in different thick-
nesses to give proper clearance within the
transmission. To aid in r emoving t he
neutral clutch piston, apply air pr essure
into the ball check hole in the hub. The
piston is doweled to the hub and there-
fore will not rota te independent of the
hub. The ball check in t he hub is not re-
movable. Wash all parts and air-dry.
Then inspect for the following condi-
tions:
1. Splines in hub for nicks and burrs.
v ~ O

~
OOOQ:J
I 2 3
""'
5 6 7 8 9

I<)
Check hub for fit in third turbine.
2. Ball check in hub for looseness. If
leakage is suspected, hub may be
checked by filling cavity with oil
and observing check ball.
3. Inspect inner race of hub for exces-
sive scoring or burning. Surface on
which piston moves must be micro
smooth to eliminate possibility of
oil ring breakage.
4. Check all ring lands for nicks or
burrs which may hamper freedom of
ring movement.
5. Check bushing in center of hub. If
bushing is scored or loose, or hub
inner race is damaged, replace hub
and shaft assembly.
6. Check neutral clutch piston for
COD
0
12 13 14 IS
16 17 18
19
Fig. 31 Neutral clutch and ring gear. 1957
1. Converter oil seal ring 11 . Inner seal
2. Turbine shaft oil seal rings 12. Neutral clutch piston '
3. Gear thrust washer
13. Outer seal
4. Front ring gear hub
5. Ri ng gear hub bushing
6. Race
7. Needle bearing
8. Race
14. Piston spring
15. Clutch cone
16. Cone ring
17. Cone ring retainer
9. Oil rings
18. Ring gear
10. Clutch hub 19. Ring gear retaining ring
PISTON SPRING
Fig. 30 Staking sun gear
retainer to sun gear
burred or nicked groove for piston
outer seal or inner race being scored
or pitted. Any surface r oughness in
contact with rubber seals will cause
seal failur e.
7. Inspect neutral clutch inner and
outer facings for cracks or flaking.
Questionable clutch facing damages
should be repaired by replacement.
8. Check all tangs and keyways for
proper engagement. The smallest
burr will hamper assembly and pos-
sibly accelerate wear.
9. If neutral cone surface (1957) indi-
cates excessive heat, replace.
10. Inspect driven pla.te facings (1958)
for cracks or flaking. Questionable
clutch facings should be replaced.
11. Inspect front ring gear teeth for
wear and chips.
Before assembling any part to or with
an "0" type r ound or square seal,
lubricate all contacting parts with auto-
matic transmission fluid. Assemble all
parts except items 1, 2 and 3, Figs. 31,
32. These parts are not installed at this
time due to their being removed during
selective washer checking operation.
REAR DRIVE PLATE
SNAP RING
( 16 USED) DRIVE PLATES
0
1
o ~ 0 0 d ~
SEAL /sNAP RING\
FRONT RING GEAR HUB NEUTRAL CLUTCH HUB RETAINER DRIVEN PLATES FRONT RING GEAR
Fig. 32 Neutral clutch and front ring gear. 1958
354
FORWARD & BRAKE
PISTON & SUPPORT
Refer to Fig. 33 when servicing this
unit. When disassembled, inspect for the
following conditions:
1. Inspect splines of hub for nicks or
burrs. Check hub of brake piston for
fit into hub or forward piston.
2. Inspect all surfaces contacting "0"
rings or square seal rings for scoring
or burning. All surfaces must be
micro smooth to preven t seal fail-
ures.
3. Inspect piston a nd cone ring facing
material for cracks or flaking. Re-
place facings if at all questionable.
4. If forward cone surface shows signs
of excessive heat, replace cone.
5. Inspect Hill Retarder composition
plates. If facings are at all question-
able, replace them.
When assembling, lightly lubricate all
"0" ring seals and square seals to in-
sure proper mating of parts to seals to
prevent damage of seal during assembly.
1957 TRANSMISSION,
ASSEMBLE
1. Install parking pawl and shaft with
"0" ring in case, Fig. 34.
2. Index manual control lever into
manual control rod and park pawl
lock rod (bullet type) and secure
with bolt and nut (see Fig. 17).
3. Install stator lever through control
lever and install detent control lever
plate, securing with hairpin clip.
4. Install parking lever bracket.
5. Install rear race and needle bearing
assembly on front of output shaft
carrier, then install front race over
shaft.
6. Install caged needle thrust bearing
on rear of output shaft, using grease
sparingly to hold bearings in place.
7. Install rear ring gear onto rear plan-
et carrier and output shaft. Use
grease sparingly to hold bearing in
place.
8. Install output shaft and rear ring
gear into case from front .
9. Install brake drive plate (compos-
ition) by indexing ring gear. Then
Fig. 34 I nstalling
stator contr ol lever
0
I
RETURN
SPRING
FORWARD
PISTON
SUPPORT
o RING
TURBOGLIDE
BRAKE
PISTON
o RI NG
BRAKE
PISTON
RETAINER
RI NG
Fig. 33 Forward and brake piston and support
index brake reaction plate (alumi-
num) to case a nd follow up with the
other brake drive plate.
10. I nstall forward cone on piston.
11. I nstall forward cone ring over spr-
ing on forward piston, making sure
notches of ring fully engage outer
tangs on edge of spring.
12. I nstall forward a nd brake pistons
and support in case. Index outer
support and forward cone ring to
case a nd the six lugs on brake piston
to case, being careful not to remove
cone ring from over spring. K eep
taper section of forward piston to
front of transmission.
13. I nstall forward cone ring retainer to
secure unit to case. Outer forward
cone ring may have to be tapped
gently to compress spring in piston
to provide enough space to install
retainer. Be sure retainer is firmly
seated in its groove.
14. Install needle thrust bearing race
over extension of front planet carri-
er and install needle bearing over
race.
15. Install tanged washer onto front end
of front planetary, using a small
amount of grease to keep washer
located.
16. Holding neutral clutch assembly
with one hand with shaft pointing
up, lift front planetary with tanged
washer installed a nd index keyways
on front planetary housing to cone
lugs in neutral clutch assembly.
17. After planetary is installed, rest
shaft of neutral clutch on bench and
install freewheeling sprag over rear
extension of planetary. Twist sprag
to mate sun gear to planetary gears.
18. Install needle thrust bearing over
extension of front planetary gear
extending through freewheel unit.
19. Install unit in case, twisting shaft to
engage lugs of freewheeling outer
cam to forward cone in forward
clutch mounted in case. Forward
cone is loose and may be turned to
align with lugs of freewheeling cam.
20. Turn transmission so input shaft is
facing up.
21. Install reverse cone ring in case with
tapered portion forward. Ta ng fits
in case and drain back notch should
be at bottom of case.
22. At this time the end play of the
transmission should be checked,
using equipment shown in Figs. 35
and 36. With gauge mounted as
shown in Fig. 35, note highest read-
ing as indicated at several points on
pump mounting. Then install gauge
as shown in Fig. 36 and note the
highest reading. Subtract the read-
ing obtained with Fig. 35 with that
of Fig. 36. This difference will give
the thickness of the thrust washer to
install. Allowable clearance is .008"
to .028". Install the thrust washer
which will give the proper clearance.
Washers are available in thicknesses
of .068", .085" and .103".
23. I nstall four oil seal rings to exten-
sion on front ring gear hub.
24. Install reverse cone into case, mesh-
ing tangs with slots in neutral clutch
and front ring gear.
25. Install reverse cone spring into case.
26. Install two guide studs in case to
guide pump to avoid damage to oil
seal rings on front ring gear hub
shaft.
Fig. 35 Dial gauge mounted
on rear of front pump
355
TURBOGLIDE
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
Fig. 36 Dial gauge In-
stalled i n transmission case
Install stator support gasket.
Install square seal ring on outer lip
of stator support. Align tang of oil
pump drive gear to bottom of pump
housing. It is important that trans-
mission be in vertical position with
front end facing up. The installation
of pump over oil seal rings on second
turbine shaft is accomplished by
sliding pump down easily and center-
ing pump over guide studs. Also, this
will enable converter to be installed
without damaging oil seal rings.
Pump housing may have to be tap-
ped to fully seat in case.
Remove guide studs and install
pump attaching screws.
Install converter driving lug of
pump to mate with keyway of front
pump drive gear. Converter may be
rotated to complete mating of
splines. A minimum measurement of
%, " from front of case to front of
converter must be present, assuring
that all parts are properly engaged.
Install converter holding tool, Fig.
37.
Place transmission parallel to floor.
Turn output shaft to locate drive
pin hole to top of output shaft and
install drive pin (see Fig. 5).
Position pump on output shaft, in-
dexing drive gear to drive pin.
Install pump attaching bolts. Then
install square ring seal over pump.
Converter mttst be assembled to
transmission before oil pump can be
tightened.
Install by-pass valve.
Install vacuum diaphragm outside of
case along with vacuum modulator
strut and attaching nut.
Install oil pressure tubes.
Install valve body.
Install speedometer drive gear.
Install rear extension.
Install speedometer driven gear.
Install transmission oil pan.
1958 TRANSMISSION
ASSEMBLE
1. Install parking pawl and shaft with
"0" ring in case.
356
2. Index manual control lever into man-
ual control rod and parking lock
pawl rod and secure with bolt and
nut.
3. Install stator lever through control
lever, Fig. 34.
4. Install parking lever bracket and
torque bolts to 15-18 lb. ft.
5. Install rear race, needle bearing and
front race on front of output shaft
carrier.
6. Install caged needle thrust bearing
on rear of output shaft.
7. Install ring gear on rear planet
carrier and output shaft.
8. Install output shaft and rear ring
gear into case from front.
9. Install grade retarder members in
following order:
Thin reaction plate (steel)
Brake plate (lined)
Thick reaction plate (steel)
Brake plate (lined)
Thick reaction plate
Brake plate
Thin reaction plate
10. Install forward and brake piston
support in case with forward piston
toward front. Check that this unit is
fully seated in case by seeing that
the oil transfer tube holes in case
and piston support line up.
11. Install forward cone (steel) and
forward cone ring.
12. Install forward cone ring retainer.
Outer forward cone ring may have
to be tapped gently to compress
spring in forward piston to provide
space to install retainer.
13. Install needle thrust bearing and
race over extension of f:-ont planet
carrier.
14. Install tanged washer onto front of
front planetary.
15. Holding neutral c l u ~ c h assembly
with one hand with shaft pointing
up, lift front planetary with tanged
washer installed and index keyways
on front planetary housing to driven
plate lugs in neutral clutch.
16. After planetary unit is installed,
rest shaft of neutral clutch on bench
and install front sun gear free-
wheeling unit over rear extension of
planetary. Twist sprag assembly to
mate sun gear to planetary gears.
Install needle thrust bearing over
extension of front planetary gear
extending through freewheel unit.
17. Install unit in case, twisting shaft
to engage lugs of freewheeling unit
outer cam to forward cone in clutch
unit mounted in transmission case.
Forward cone is loose and may be
turned to align with lugs.
18. Turn transmission so input shaft is
facing up.
19. Install reverse cone ring in case,
tapered portion forward. Oil return
grove should be at bottom of case.
20. Install reverse cone ring in case and
reverse cone. Mesh tangs of cone
with slots in neutral clutch and front
ring gear.
21. Install reverse cone spring in case
with rounded ends forward.
22. Install two guide studs in case to
guide front pump to avoid damag-
ing oil seal rings on front ring gear
hub shaft.
23. Install stator support gasket to case.
24. Install square seal ring on outer lip
25.
26.
27.
28.
29.
30.
31.
32.
Fig. 37 Installing con-
verter holding tool
of stator support. Align tangs of
oil pump drive gear to top and bot-
tom of pump housing.
It is important that transmission be
in vertical position with front end
up. The installation of pump over
seal rings is accomplished by sliding
pump down easily and centering
pump over guide studs. Also, this
will enable converter to be installed
without damaging oil seal rings.
At this time, check for correct thick-
ness of selective thrust washer to
be used as follows:
a. Install four of front pump-to-
case bolts.
b. Rotate transmission so that
transmission output shaft is
down.
c. Mount dial indicator so that plun-
ger is resting on end of neutral
clutch hub. Then zero indicator.
d. Push upward on output shaft and
observe total indicator move-
ment.
e. Indicator should read .008" to
.028". If within limits front
pump bolts should be coated with
sealer and installed.
f . If clearance is not within limits,
the selective thrust washer must
be changed to obtain the speci-
fied clearance.
Torque front pump bolts to 15-18
lb. ft. and remove the guide studs.
Install converter assembly. Lift con-
verter up and down while turning
slightly to engage pump lugs. This
engagement will be indicated when
the converter drops an additional
%". A minimum measurement of
%, " from front of case to front of
converter must be made to insure
all parts being properly engaged.
Install converter holding tool, Fig.
37; then turn transmission parallel
to floor.
Turn output shaft to locate drive
pin hole to top of output shaft; then
install wear plate and rear pump
drive pin.
Position rear pump on output shaft,
indexing drive gear to drive pin;
then install bolts and torque to 7-9
lb. ft. Install square seal ring over
pump.
Install thermal by-pass valve and
torque to 7-9 lb. ft.
Screw vacuum diaphragm into case;
then insert strut into vacuum modu-
lator.
33. Install two "0" rings on each oil
pressure tube and install tubes in
support (tapered end into support)
through case, making sure oil seal
rings are seated.
34. Perform the air checks outlined at
the beginning of this chapter before
installing valve body to check as-
sembly of the transmission up to
this point.
35. Install valve body, guiding detent
plate into groove, manual valve lever
to manual valve detent valve, and
carefully pick up manual valve, oil
pressure tubes and vacuum modula-
tor strut.
36. Install special drilled bolt at rear
of valve body to rear case. Hole in
bolt carries lube pressure to drilled
passages in case to output shaft
from valve body. Torque this hollow
bolt to 18-21 lb. ft.
37. Install remaining bolts in valve body
and torque to 8-10 lb. ft.
38. Index spring in parking lock pawl;
then index into bracket on rear bolt
of valve body.
TURBOGLIDE
39. Install speedometer gear on output
shaft. When fully installed, distance
from forward edge of gear to rear-
most surface of rear pump should
be 14 ".
40. Install rear extension housing and
torque to 23-26 lb. ft.
41. Install universal joint yoke and ro-
tate freely. If yoke is tight, remove
extension housing and tap rear
pump body to center output shaft
with extension bushing and seal.
42. Install speedometer driven gear.
43. Install transmission oil pan.
TWIN 1955-56
For Linkage Adjustment See Car Chapter
CONTENTS
Description ..... ... . .... ... ....... ..... 357
Trouble Shooting . . . . . . . . . . . . . . ...... 30
Adding Oil
Changing Oil
Maintenance
.................. 358
........ . ..... . ... 358
"In Car" Repairs
Bands, Adjust ............. 358
Control Valve ..... , , , , , , , , , .. 358
Throttle Pressure, Adjust . . ... ....... ..... 359
Governors . ... ........................ . 359
Repairs Requiring
Transmission Removal
Transmission, Disassemble ... .. .... .. ..... 360
Torque Converter ............. .. 360
Reverse Brake ............... . 361
low Range Brake .... ........ , ......... .. 361
High Range Clutch ... ................... 362
Planetary Unit . .... ....... .............. 363
Transmission, Assemble ......... . . ....... 364
DESCRIPTION
This transmission, Fig. 1, incorporates
(1) a torque converter, (2) a direct drive
clutch, (3) a high range clutch, (4) low
range and reverse brakes and bands,
(5) a compound planetary gear system,
and (6) an hydraulic control system.
Torque Converter
The torque converter provides maxi-
mum torque multiplication by the use of
a pump (driving member), a two-stage
turbine (driven member) and a stator
Fig. 1 Sectional view of Twin Ultramafic Transmission. 1954 (late), 1955-56
357
CHEVROLET
7. Disconnect engine rear mount on
transmission extension, then remove
transmission support crossmember.
8. Remove flywheel cover and flywheel-
to-converter attaching bolts.
9. Lower rear of transmission slightly
so that three upper transmission at-
taching bolts can be rea ched; use
universal socket and a 39-inch ex-
tension. Care must be taken not to
lower transmissi on too far as the dis-
t1ibutor housing may be forced a-
gai nst the dash causing damage to
the di stributor.
10. Support engine at oil pan rail with
a suitable jack capable of supporting
weight of engine when transmission
is removed.
11. Remove remaining transmission at-
taching bolts.
12. Move transmission slightly to the
rear and downward. Do not tip
front of trq,nsmission downward as
the conv eTteT cottld fall out as trans-
missi on is r emoved. Secure converter
in place with a suitable holding tool
to prevent it falling out.
13. Reverse removal procedure to install
transmission.
Removal, 1952-57
1. Remove toe pan plate and, on models
prior to 1955, remove transmission
hole cover.
2. Remove spark plugs.
3. On V8s, disconnect ground strap
from battery and wires from starter
solenoid.
4. Disconnect oil cooler lines at trans-
mission and speedometer cable from
driven gear fitting. Unclip cooler
lines and tie them to right frame side
rail.
5. Disconnect transmission control rods
from levers.
6. On 1955-57 models, split rear uni-
versal joint and remove propeller
shaft and front universal joint.
7. On models prior to 1955, disconnect
emergency brake rod from cross
shaft and drop cross shaft, cables
and spring. Unfasten and slide uni-
versal ball and collar back on pro-
peller shaft housing. Split the front
universal joint and lower front end
of propeller shaft.
8. Drain transmission.
9. Remove filler tube and dip stick and
tape filler tube opening.
10. On V8s, remove starting motor.
11. On V8s, disconnect exhaust pipe
from cross-over pipe. On 6-cylinder
models, disconnect exhaust pipe from
exhaust manifold.
12. Disconnect muffler from its bracket.
Then move exhaust pipe and muffler
to the left and tie to left frame side
member.
13. Remove flywheel inspection cover.
14. Using a suitable tool to turn engine
over, remove three flywheel-to-con-
verter attaching bolts through open-
ing in flywheel housing that is adja-
cent to the starting motor on V8s.
On 6-cylinder models, the opening
is on left side of engine.
15. Remove all converter housing-to-fly-
wheel housing bolts except the up-
per most three.
16. On models prior to 1955, remove
transmission support.
490
Fig. 30 Shift linkage ad-
justment. 1958 Turboglide
Typical of 1959
17. Install engine support bar or cradle
to support engine.
18. Position hydraulic jack under trans-
mission; raise and fasten handling
equipment to transmission.
19. Remove rear engine mountings.
20. Remove three remaining attaching
bolts through toe pan opening.
21. Move transmission to rear slightly
and install a suitable converter hold-
ing tool.
22. Lower transmission on jack and re-
move from under car.
23. Reverse the order of removal pro-
cedure to install the transmission.
TURBOGLIDE
For details on this transmission see
the Turboglide Chapter.
TURBOGLIDE LINKAGE
1959 Adjustments
Shift Linkage--
1. Check transmission shift linkage for
proper adjustment as follows: With
engine stopped, move range selector
lever to the position where Drive de-
tent is felt. Slowly release lever to
feel if lever lock pin freely enters
lock plate. Check Reverse range in
similar manner. If lock pin does not
enter lock plate freely in both
ranges, adjust as follows:
2. Position selector lever in "D". Dis-
connect shift control rod at its
swivel attachment to the shift con-
trol lever on the lower end of the
mast jacket by loosening clamp nut.
3. Place transmission shift control
outer lever in Drive Position. (Drive
detent in transmission is the first
clockwise detent position from the
fully counterclockwise detent or
"GR" position, Fig. 30.)
4. Hold shift control lever (at lower
end of mast jacket) against the
Drive stop of the range selector lock
plate while at the same time adjust-
ing the length of the swivel on the
shift control rod for free entry into
the shift lever on the mast jacket.
With the linkage held in this posi-
tion, carefully retighten the swivel
clamp nut.
5. Test transmission shifts in all
ranges.
Throttle Detent Linkage--
1. Disconnect transmission throttle rod
from carburetor throttle lever and
accelerator rod from carburetor
throttle lever.
2. Pull throttle valve rod toward front
of car its full limit of travel, then
adjust TV rod swivel for free entry
into ca rburetor throttle lever with
lever in wide open throttle position.
Secure swivel to lever.
3. Check adjustment by placing car-
buretor throttle lever in wide open
position, then pushing downward
(counterclockwise) on transmission
throttle valve lever and noting if
transmission throttle valve rod at-
tached to carburetor throttle lever
deflects (transmission not on in-
ternal stop). If rod deflects or car-
buretor throttle lever will not reach
wide open position, repeat adjust-
ment.
4. Position carburetor throttle lever at
wide open throttle and with an
assistant depressing the accelerator
pedal to hold the accelerator . pedal
lever in contact with the lever stop,
adjust swivel on accelerator rod to
permit free entry into carburetor
throttle lever. Secure swivel to lever.
5. Check for detent feel by depressing
accelerator pedal by hand. Detent
should be felt before accelerator
pedal rod strikes carpet or floor mat.
Neutral Safety Switch-
1. Place gearshift lever in neutral.
2. Loosen screws securing switch re-
tainer. Then while holding ignition
switch in "Start", adjust position of
switch until engine turns over.
3. Hold switch in this position and
tighten screws.
4. Check adjustment by cranking in
both neutral and park.
1958 Adjustments
Shift Linkage--Follow instructions as
outlined for 1959 models.
Throttle Linkage-
1. Disconnect transmission throttle
valve (TV) rod at throttle bellcrank
on carburetor.
2. Place wood block %" thick beneath
accelerator pedal rod and carpet or
floor mat and have an assistant hold
accelerator pedal fully down to block.
3. Pull transmission TV rod toward
front of car its full limit of travel
(through detent) and adjust rod
swivel for free entry into hole in
throttle bellcrank.
4. Connect TV rod swivel to throttle
bellcrank with clip, remove block
from beneath accelerator pedal rod
and check for detent "feel" by de-
pressing accelerator pedal by hand.
Transmission detent should be felt
before pedal rod strikes carpet or
floor mat.
5. Road test and adjust to insure that
stator high angle is obtained at full
throttle.
Neutral Safety Switch-This adjustment
is obtained in the same manner given for
1959.
1957 Adjustments
Shift Linkage-
1. Loosen shifter tube lever clamp nut
to allow upper control rod to move
freely on the swivel.
2. Move selector lever on transmission
toward front of car to Neutral posi-
tion (3rd position forward).
3. Place hand control lever in Neutral.
4. Tighten shifter tube swivel clamp
nut.
5. Check operation of linkage.
Throttle Linkage-
1. Referring to Fig. 27, remove rod A
from throttle lever B.
2. Place lever B in wide open position
and pull rod A forward until stator
control valve spring tension is over-
come and lever is bottomed.
3. Adjust swivel on rod A for easy en-
trance in lever B before fixing swivel
in lever B.
Neutral Sa.fety Switch-
1. Loosen switch mounting screws.
2. Place selector lever in neutral.
3. Install cotter keys into two holes in
switch on each side of pointer.
Switch may be rotated to place
pointer between holes.
4. Tighten mounting screws and re-
move cotter keys.
5. If engine does not turn over after
adjustment is made, loosen screws
and rotate switch in the direction
necessary until it does. Be sure se-
lector lever is in neutral when per-
forming this operation.
TURBOGLIDE, REPLACE
1957
1. Remove toe pan plate.
2. Remove spark plugs.
3. Disconnect battery ground strap
from battery and wires from starter
solenoid.
4. Remove starter.
5. Remove oil filler pipe.
6. Disconnect oil cooler lines at ther-
mal by-pass valve, remove hose from
diaphragm and remove speedometer
cable. Tie cooler lines to right frame
side rail.
7. Disconnect linkage rods from trans-
mission levers.
8. Remove propeller shaft and front
universal joint.
9. Drain transmission fluid.
10. Disconnect muffler from its support
bracket and move muffler and ex-
haust pipe to the left and tie to
left frame side member.
11. Remove converter underpan.
12. Support rear of engine with a jack.
13 .. Unfasten flywheel from converter.
14. Place separate jack under trans-
mission.
CARBURETOR SWIVEL
15. Remove both rear engine mounts.
16. Unfasten transmission from engine.
17. Move transmission to rear slightly
and install a suitable converter
holding tool.
18. Lower transmission from under car.
19. Reverse foregoing procedure to in-
stall the transmission.
1958
1. Drain oil and remove filler pipe.
2. Disconnect oil cooler lines and speed-
ometer drive cable fitting at trans-
mission. Tie lines out of the way.
3. Disconnect body ground strap.
4. Disconnect shift control rods from
transmission.
5. Remove propeller shaft.
6. Attach a suitable transmission lift-
ing device.
7. Disconnect engine rear mount on
transmission extension and remove
transmission support crossmember.
8. Remove flywheel cover a nd flywheel-
to-converter attaching bolts.
9. Lower rear of transmission slightly
so that three upper transmission-to-
engine attaching bolts can be reached
(use a universal socket and a 39"
extension ). Care must be used not
to lower the transmission too far as
the distributor housing may be forced
back against the dash causing dam-
age to the distributor.
10. Support engine at oil pan rail with a
j ack capable of supporting engine
when transmission is removed.
11. Remove remaining attaching bolts.
12. Move transmission slightly to rear
and downward and out beneath car.
Do not tilt front of transmission
downward as the converter may
fall out.
13. To install, reverse removal proce-
dure.
1959
1. Remove drain plug (early) or filler
tube (late) to drain oil.
2. Disconnect oil cooler lines a nd speed-
ometer cable.
3. Remove crankcase ven tilation clamp
from transmission.
CHEVROLET
Fig. 31 Throttle linkage ad-
justment. 1958 Turboglide
4. Remove hose from vacuum modu-
lator and from clamped attachment
at side of transmission.
5. Disconnect rods from levers at
transmission.
6. Disconnect propeller shaft from
transmission.
7. Install suitable transmission lifting
rig or other lifting device.
8. Disconnect engine rear mount on
transmission extension, then remove
transmission support crossmember.
If shims are present, be sure to re-
install exactly the number present
as these effect drive line angles.
9. Remove transmission underpan.
10. Mark flywheel-to-converter relation-
ship for assembly. Then, using a
jumper to turn over engine, remove
flywheel-to-converter attaching
bolts. The "light" side of converter
is denoted by a "blue" stripe painted
across the ends of the converter
cover and housing. This marking
should be aligned as closely as pos-
sible with the "white" stripe painted
on the engine side of the flywheel
outer rim to maintain balance during
assembly.
11. Lower transmission slightly so that
3 upper transmission attaching bolts
can be reached for removal. Do not
lower transmission too far as there
is danger of the ignition distributor
housing being forced against the
dash.
12. Support engine with jack at oil pan
rail while transmission is removed.
13. Remove remaining attaching bolts
and remove transmission from ve-
hicle.