You are on page 1of 517

A A

11111131 piV 11M ND

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com

QUICK REFERENCE INDEX


To find Sections, bend manual back
to locate black spots
SECTION Page

1 Front Suspension

permoaa 2 Rear Axle 21 00


3 Brakes-Power Brakes 39 100
SERVICE MANUAL 4 Clutch 59 1110

5 Wheels and Tires 61 10


Universal Joints and
Model 6 Propeller Shaft

7 Steering-Power Steering
75 00
81 00
P30 and P31 Q Frame-Rear Springs-
%) Shock Absorbers 135 010
Transmission-Overdrive-143 110
LP1 and LP2 9 PowerFlite-TorqueFlite

SECTION Page

DIAGNOSIS PROCEDURES Engines-V-8 and


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

1 Lubrication-Maintenance 495

2 Wiring Diagram 501


Litho in U.S.A.
20M 1-58 P58-501 Alphabetical Index 511 00

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
PLYMOUTH SERVICE MANUAL 3

7tee/4et4 POtito,w,d .5,ece.,.


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
4 PLYMOUTH SERVICE MANUAL

PLYMOUTH VEHICLE NUMBERS


Starting Vehicle Numbers
MODEL
Detroit Evansville Los Angeles Newark
P-30 Plaza, Savoy, Belvedere 14,280,001 20,860,001 25,215,001 28,100,001

P-31 Plaza, Savoy, Belvedere 16,083,001 22,330,001 26,595,001 28,525,001

LP1 (6 cyl.) Plaza, Savoy, Belvedere LP1-1001 LP1E-1001 LP1L-1001 LP1N-1001

LP2 (8 cyl.) Plaza, Savoy, Belvedere LP2-1001 LP2E-1001 LP2L-1001 LP2N-1001

VEHICLE NUMBER LOCATION


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

GENERAL DATA AND SPECIFICATIONS


-30
Model and P-31 LP-2
LP-1
Number of Cylinders 6 V-8

31/4x45/9 33/4x31/4
32%2x31/8 4%6x33/4
Bore and Stroke . 32%2 x 3%6 in.
in. in. in
Piston Displacement 230 cu. in. 277cu.in. 301 cu. in. 318 cu. in. 350 cu. in.
Compression Ratio 8.0 to 1 8.5 to 1 9.25 to 1 9.0 to 1 9.25 to 1 10.0 to 1

Maximum 132 at 197 at 215 at *235 at 1-290 at 225 at *250 at 1290 at *305 at
Brake Horsepower 3600 rpm 4400 rpm 4400 rpm 4400 rpm 5400 rpm 4400 rpm 4400 rpm 5200 rpm 5000 rpm
Taxable Horsepower 25.4 45.0 48.9 52.8

205 at 270 at 285 at 305 at 325 at 330 at 340 at 330 at 370 at


Maximum Torque
1600 2400 2800 2800 4000 2800 2800 3600 3600

Wheelbase 118 in. (122 in. Suburban Only)


Tread-Front 60.9 in.
Tread-Rear 59.6 in.
Overall Length 204.6 in.
Overall Width 78.2 in.
Turning Diameter 45.33 ft.

*Super-Pak frury *Golden Commando

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
PLYMOUTH SERVICE MANUAL 5

9ofteulaftell
This Plymouth Service Manual has been prepared as a reference book of
complete service information for the 1957 and 1958 Plymouth models.

For convenience, the contents of the manual have been arranged in four
parts. Each part has been subdivided into sections. Each section contains charts
of data and specifications, adjustments and repair information, and diagnosis
procedures. A list of the subjects covered in each section will be found at the
beginning of the section. A complete alphabetical index appears in the back
of the manual.

To help diagnose the service needs of the Plymouth car, this manual con-
tains over 300 diagnosis procedures. In most instances it is advisable to make
a road test to verify the condition.

Throughout the manual, service data and specifications are given in chart
form. The clearances and specifications shown are based on the type of
equipment normally available for service work and do not in all cases
represent the manufacturing specifications.

This manual contains service information for units originally installed on


Plymouth cars as "special equipment." No attempt has been made to designate
such units as "special equipment" in this manual.

CHRYSLER CORPORATION
Plymouth Division
Service Department
Detroit, Michigan

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
LOCKWASHERS SUPPORT BRACKET SWIVEL-04°
BO LT- BOLT LOCK
SUPPORT BRACKET-_
BUSHING NUTS LUBE FITTING
UPPER CONTROL ARM BALL JOINT-UPPER CAM
SHIM SHIM
SHOCK ABSORBER BUSHING
SEAT
NUT
BOLT
WASHER TORSION BAR
NUT
BUSHING SEAL-INNER
BUMPER SEAL-OUTER
BUSHING- RETAINER
SHAFT
WASHER'" BUMPER
STEERING KNUCKLE
NUT FLAT WASHER n
NUT
COTTERPIN
cot
NUT
FLAT WASHER
oFBOLT
COTTERPIN
BOLT
BOLT
-SEAL
COTTERPIN
LOWER CONTROL ARM
NUT
LOCKWASHERS
RETAINER
WASHER
NUT JOINT-LOWER
COTTERPIN---A NUTS
BUSHING WASHER LUBE FITTING
STRUT NUT
RETAINER RETAINER

58P 18

Figure 1-Front Suspension


MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
7

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

1. GENERAL INFORMATION BRACKETS -UPPER CONTROL ARM


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

ANCHOR BRACKET
LOCK RING
ORSION BAR PART NUMBER
FRAME CROSSMEMBER
CROSSMEMBER ATTACHING BOLT 57P71 LOWER CONTROL ARM 57P70

Figure 2-Torsion Bar Rear Support Assembly Figure 4-Lower Control Arm Mounting

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
8 CHASSIS

brackets and the frame side rails, establish the caster


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

2. FRONT SHOCK ABSORBERS


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

57x71
Figure 8-Removing or Installing Shock Absorber
Figure 7-Lower Control Arm Strut Mounting Lower Bushing

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRONT SUSPENSION 9

FRONT SUSPENSION SYSTEM


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

TORQUE SPECIFICATIONS

Upper Ball Joint Stud Nut 100 ft. lbs.


Lower Ball Joint Stud Nut 135 ft. lbs.
Upper Control Arm Inner Pivot Bushing Bolt Nut 55 ft. lbs.
Upper Control Arm Support Bracket Screw-Lower 50 ft. lbs.
Upper Control Arm Support Bracket Screw-Upper 70 ft. lbs.
Lower Control Arm Shaft Nut-Outer 180 ft. lbs.
Lower Control Arm Shaft Nut-Inner 125 ft. lbs.
Lower Control Arm Strut Bushing Nut 40 ft. lbs.
Lower Control Arm Strut Bolt Nut 65 ft. lbs.
Tie Rod Clamp Bolts 10 to 15 ft. lbs.

Remove shock absorber lower eye mounting bolt and Remove the lower mounting bushing from the shock
nut from mounting bracket. Push the shock absorber up absorber eye using Tool C-3553, as shown in Figure 8.
sufficiently to retract piston rod, then slide shock ab- Press bushing out of eye.
sorber down and out between lower control arm and
frame. The lower cup washer may remain in place or INSTALLATION
drop through when shock absorber is removed.
Place the lower mounting in position. Using Tool
Using a suitable drift, force the inner steel sleeve out C-3553, press bushing into shock absorber eye until
of bushing, then remove bushing from frame opening. centered.
Check bushing for deterioration or fatigue. Install new
bushing as required. Before installing new bushing, in-
sert steel sleeve then dip bushing in water. Place in CAUTION
position on frame. Using a hammer and rod of suitable
size, drive bushing into opening of frame. When in- Always press against steel sleeve to avoid dam-
stalled properly, the groove in bushing will index with age to the assembly.
opening in frame.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
10 CHASSIS

BALL JOINT
STEERING KNUCKLE

TOOL

UPPER CONTROL ARM

TOOL STEERING KNUCKLE

57P66 57x 73 BALL JOINT

Figure 9-Removing Upper Ball Joint from Knuckle Figure 10-Removing Upper Ball Joint from
Control Arm

Compress the shock absorber piston rod to its full Tool C-3560, tighten until ball joint housing is seated
travel, then slide lower cup washer (concave side up) on control arm.
over rod and down into position. Slide shock absorber
up into position between control arm and frame (be sure
CAUTION
piston rod enters steel sleeve through upper bushing and
into position). If torque required to seat the ball joint is less than
125 foot-pounds the upper control arm will have to
Holding shock absorber in installed position, slide the be replaced.
cup washer (concave side down) over piston rod and
down on bushing. Install nut finger tight. Position the
lower end of shock absorber in mounting bracket on Slide seal and dust cover up into position, over stud
lower arm, then install retaining bolt, lockwasher and then position stud in steering knuckle. Install washer
nut. Tighten nut to 40 foot-pounds. Now, tighten the pis- and nut. Tighten from 80 to 120 foot-pounds. Install
ton rod nut to 25 foot-pounds. cotterpin. Install lubrication fitting with fitting pointing
to front of car and lubricate ball joint, using a good
3. BALL JOINTS grade of chassis lubricant. Then reinstall wheel and tire.
UPPER BALL JOINT LOWER BALL JOINT
1. REMOVAL-Place a jack under the lower control I. REMOVAL-Place jack under lower control arm as
arm as close to the wheel as possible. Raise wheel off close to the wheel as possible but allowing enough
floor. Then remove wheel and tire as an assembly. clearance to remove lower ball joint. Then remove wheel
Remove cotter pin from the upper ball joint nut, then and tire as an assembly.
loosen nut one or two turns. Install Tool C-3564 so that Remove ball joint nut cotterpin. Loosen nut one or two
the tool seats evenly against the ends of the upper and turns. Install Tool C-3564 so that the tool seats evenly
lower ball joint stud, as shown in Figure 9. Spread tool against the ends of the upper and lower ball joint studs.
enough to place studs under pressure, then rap knuckle See Figure 11. Spread tool sufficiently to place studs
sharply to loosen stud in knuckle. Do not force ball joint under pressure, then rap knuckle sharply to loosen stud
from knuckle with tool alone. in knuckle. Do not force ball joint from knuckle with
Remove tool, nut and washer, then disengage ball tool alone.
joint from knuckle. Remove ball joint dust cover and Remove tool, nut and washer, then disengage ball
grease seal. Remove the lubrication fitting from top of joint from knuckle. Remove ball joint dust cover and
ball joint, then using Tool C-3560, as shown in Figure 10, seal.
unscrew ball joint from upper control arm. 2. INSTALLATION-Remove the lubrication fitting
2. INSTALLATION-When installing new ball joint, from bottom of ball joint, then using Tool C-3560, as
it is very important that the ball joint threads engage shown in Figure 9, unscrew ball joint from lower control
those of the control arm squarely. arm. When installing new ball joint, it is very important
With the lubrication fitting removed, screw ball joint that the ball joint threads engage those of the control
into control arm as far as possible by hand. Then using arm squarely.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRONT SUSPENSION 11

With the lubrication fitting removed, screw ball joint


into control arm as far as possible by hand. Using Tool
C-3560, tighten until ball joint housing is seated on con-
trol arm.

CAUTION
If torque required to seat the ball joint is less than
125 foot-pounds the lower control arm will have to LOCK RING
be replaced.

Slide seal and dust cover up into position, over stud


then position stud in steering knuckle. Install washer
and nut. Tighten from 110 to 160 foot-pounds. Install TORSION BAR
cotterpin.
Install lubrication fitting and lubricate ball joint, using 57x105
a good grade of chassis lubricant. Reinstall wheel and Figure 12-Removing or Installing Torsion Bar
tire. Lock Ring

4. LOWER CONTROL ARMS the nuts, lockwashers and bolts that attach the strut to
the lower control arm.
REMOVAL
Remove the cotterpin from the lower ball joint nut,
Place a jack under the frame front crossmember and then loosen nut one or two turns. Install Tool C-3564 so
raise the vehicle until both front wheels clear the floor. that the tool seats evenly against the ends of the upper
Release load from torsion bar by backing out the anchor and lower ball joint studs. See Figure 11. Apply sufficient
adjusting bolt, as shown in Figure 2. Remove bolt and pressure to place studs under pressure, then rap knuckle
swivel. If bolt is removed alone the swivel may fall sharply to loosen stud in knuckle. Do not force ball joint
inside of bracket. from knuckle with tool alone.
Using pliers, remove the lockring from the rear of Remove tool, nut and washer, then disengage ball
torsion bar anchor, as shown in Figure 12. Slide torsion joint from knuckle. Remove cotterpin, nut and washer
bar back through anchor sufficiently to disengage for- that attaches the lower control arm shaft to the frame.
ward end from lower control arm. Now, slide bar for- With washer and cotterpin removed, reinstall nut until
ward and down, disengaging from anchor. Remove flush with end of shaft.
from under car. Using a hammer and brass drift, loosen shaft (a ta-
Remove wheel and tire as an assembly. Disconnect pered fit in front crossmember), then remove nut. Now,
shock absorber at lower control arm bracket, then push slide the lower control arm and shaft out from rear of
shock absorber up into frame out of the way. Remove crossmember.

STEERING
KNUCKLE

WASHER FLANGE

TOOL

BALL JOINT
_rilr".w'
BUSHING

57x74
57P65

Figure 11-Removing Lower Ball Joint from Knuckle Figure 13-Lower Control Arm Shaft Bushing

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
12 CHASSIS

NOTE
SHAFT AND
The torsion bars are marked R (right) and L (left)
BUSHING
on the end. It is very important that each bar be in-
stalled on its respective side of the vehicle as indi-
LOWER
cated. The part number of the bar is stamped on the
CONTROL
ARM
...- TOOL opposite end. This end is to be installed on the
anchor end for identification purposes.
111111ft..-__

Turn bar until anchor cam is positioned as close to the


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRONT SUSPENSION 13

WOOD BLOCK UPPER CONTROL ARM


BUSHING WOOD BLOCK
UPPER CONTROL ARM

BUSHING

TOOL TOOL

57x77

Figure 15-Removing Upper Control Arm Bushing Figure 16-Installing Upper Control Arm Bushing

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

UPPER CONTROL ARM BUSHINGS INSTALLATION


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
14 CHASSIS
MyMopar.com

LOWER BALL
FRONT JOINT HOUSING
CROSS MEMBER
LOWER CONTROL ARM
STRUT BUSHING BUSHING HOUSING

LOWER CONTROL ARM STRUT RETAINING WASHERS


A4600
57P73

57P74

Figure 17-Lower Control Arm Strut to


Figure 18-Measuring Front Suspension Height
Frame Mounting

7. LOWER CONTROL ARM STRUT


NOTE
REMOVAL
The torsion bars are not interchangeable side for
Remove cotterpin, nut and bushing retainer from the side. They will be identified as either left or right by
forward end of strut at crossmember. Remove the strut the Letter R or 1 stamped on the end of the bar.
to lower control arm mounting bolts and nuts. Slide
strut and inner bushing retainer from bushing in frame,
as shown in Figure 17. Remove bushing from front of Place jack under center of front crossmember and
frame. raise vehicle off floor. Then back out adjusting bolt and
seat, then remove bolt, seat and swivel. When reinstall-
INSTALLATION
ing, tighten adjusting bolt until approximately 1 inch of
Dip new bushing in water and with the tapered portion threads show above swivel. This is an approximate
toward rear of vehicle, install in opening in frame using setting and should be used as a starting point when
a twisting motion until groove in bushing indexes prop- setting suspension height.
erly with frame. With the cupped side out, slide the This setting is necessary to place a load on the torsion
washer over threaded end of strut, push strut through bar before lowering vehicle to floor. Check and set
bushing in frame.
suspension height.
Slide outer washer over end of strut (cupped side in).
Install nut and tighten sufficiently to install the strut to 9. CHECKING FRONT SUSPENSION
lower control arm mounting bolts. Install bolts, lock-
washers and nuts and tighten to 65 foot-pounds. Tighten HEIGHT
nut on forward end of strut from 35 to 40 foot-pounds. Front suspension height should be checked and if
necessary, reset whenever service work has been done
8. TORSION BARS on the front suspension. To check and adjust front sus-
Should it become necessary to remove and install pension height, place vehicle on level floor. Be sure
either torsion bar, place a jack under the frame front tires are inflated to recommended pressure. Be sure only
crossmember and raise the vehicle until both front the weight of the vehicle is on the torsion bars. (No load
wheels clear the floor. Release load from torsion bar by or passengers.)
backing out the anchor adjusting bolt then remove bolt Using a rule, measure from the floor to the lowest point
and swivel. Using pliers, remove the lockring from the of the ball joint and from the floor to the bottom of the
rear of torsion bar anchor. Slide torsion bar back lower control arm bushing housing, as shown in Figure
through anchor sufficiently to disengage forward end 18.
from lower control arm. Now slide bar forward and The difference in these two dimensions should be
down disengaging from anchor. Remove from car. within 21/B to 21/4 inches on all sedans and coupes. On
The only parts of the torsion bar rear anchor that may Suburban models the difference should be within 2%
require replacement are the adjusting bolts and swivel. to 23/4 inches. Fury models 1% to 13/4 inches.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRONT SUSPENSION 15

SUPPORT BRACKET 2. Check the upper and lower ball joints for excessive
looseness. Check tie rod ends and idler arm for exces-
SHIM PACK
sive looseness. Check the rear spring "U" bolts for
tightness and that the rear axle has not shifted out of
position.
3. Check the vehicles wheel base (both sides) from
center to center of axles. This will determine if the front
suspension or frame is bent or if the rear axle has shifted.
4. Grasp the front bumper at the center and work the
front bumper up and down several times. This will place
the torsion bars and shock absorbers in their "normal"
SHIM position. The car must remain in a normal position, while
SUB SIDE RAIL checking camber, caster, and steering axis inclination.
CASTER AND CAMBER
57P23
Caster and camber adjustments are made by the use
Figure 19-Removing or Installing Shims of IA 6 and Y32 inch shims placed between the upper
control arm support brackets and the frame sub side
Take measurements on the opposite side of the car in rails (refer to Figure 19). Shims may be changed at either
the same manner. After the differential measurements the front or rear bracket to change the caster setting.
have been established for each side, they should be Shims changed equally at both brackets change the
compared. The results must be held within 1/16 inch of camber.
each other. The removal of shims at the rear bracket or the addi-
tion of shims to the front bracket will decrease positive
10. FRONT WHEEL ALIGNMENT caster. One shim (y,, 6 inch) will change caster approxi-
After front wheel alignment has been once adjusted, mately % °. The addition of shims at both front and rear
it should only be necessary to check the alignment once support brackets will decrease positive camber. One
a year under normal driving conditions. However, if shim OA 6 inch) at each bracket will change camber 5/ 6 °.
there is reason to suspect that the wheels are out of line Jack up that side of the vehicle on which adjustment
because the vehicle does not steer properly, or has been is to be made. (Place jack under lower control arm as
damaged in an accident, a careful diagnosis should be near to the wheel as possible.) Loosen the upper control
made first to see if the wheels need aligning or if new arm support bracket bolts and add or remove shims as
parts need be installed. required, as shown in Figure 19. Retighten bolts, remove
When making adjustments or installing new suspen- jack and bounce front of car to allow all parts to assume
sion parts, the alignment angles in both front wheels their normal position.
should be checked in the following order: DETERMINING SHIM CHANGE
(a) Front Suspension Height On page 16 is a handy chart which will enable you
(b) Camber to approximate the shim changes necessary to bring
(c) Caster a car within the preferred specifications.
(d) Steering Axis Inclination The chart is designed to operate much in the same
(e) Toe-in and Toe-out fashion as is the mileage charts found on most road
All parts of the front suspension have been heat maps. The chart may be used for either left or right
treated and should any of these parts become bent, they wheels, as well as for cars equipped with manual or
must be replaced. Under no circumstances should these power steering. The camber figures for the right wheel
parts be heated in order to straighten. will be found across the top of the chart and the figures
for the camber reading for the left wheel will be found
PRELIMINARY ALIGNMENT CHECKS across the bottom of the chart. Figures for the caster on
When checking front wheel alignment, the following a power steering equipped car will be found along the
inspections should be made to determine the necessity left side. The figures for the manual steering car will
for repair or replacement of parts of the suspension or be found along the right side.
steering and accomplished before proceeding further. To use the chart, proceed as follows:
1. Check type of tire wear. Inflate all tires to recom- 1. The car should be bounced so as to allow it to
mended pressure (tires with equal wear on front). Check assume its normal setting.
adjustment of front wheel bearings. (Continued on Page 18)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com

m. w w
m m am

pmmmmmmmmmmmpmmmm
mmmmmmmm- 1111111111111111111
111111111111111111111- 1=11
> 111111111111111111111- MUNN_
111111111111118g =NUMMI
AUOURRUNNUI1111111111111111
z q I 111111111111 ANNOUNINNUOUN
i2,

1111111 ANUMUNIONIIIIMIIII
IIIIIII8P URNANNIANNNINAI -INN
ANNIUNNONINANNANOUNURI1111111
t2
ININNINNNUMINNANOMMIIIII
ANNINNININNUNNINANUINUMEN01
8 =MANN -1111111111111151NRANNN
118111118115511=MINONANNONORII-
z T ANNANNINNNNWEINNONANNNIIIII
0
11111WrT, NNNNNN ANIANNANNIONNA
U=1111111111-; 4111111111111
-611 - NAMINNI11111111111 ANNANNNA
41-1111111.1111111111111111111
7111111111111111111111111111111.
1111 ARAMINNIIIIIIIIIIIIII
1=11E1111111111111111111M
ANAR111111111111111111111111
1111111111111 11111111111111
II IIIIIiiiii 11111 Mill il
Hama) Iha sides left and right (Set DEGREES 0 TO +11/2

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
+ .75 18 18 16 16 15 15 13 13 12 12 10 10 9 9 8 8 6 6 4 4 3 3 1 1 0 0 1+ 1 3+ 3 4+ 4 6+ 6 8+ 8 9+ 9 10+10 12+12 13+13 +15+15 16+16 +16+18 - .75
16 6 +10 -1.00
0z
+ '5°M-17 ILENE 10 MEM= 111111111111:111111 111111=11111:
+ 25 MEE 10 8 111:13131111111 11111 IMITICIESSI 11111111111=1=11 -115
1- 00
MEE 4
1° EICIIIMMEIMMEIMI
EMEICIEMIMESSE 10 +14 ME MI -1.58 3 0®
-25
== OE
EIMMIECE -14- 0 ME -10- 111111111111111111111011111111111111111111 MERE 10 +14 1111111=11 -135
-5° -17 -10 6
-22° 0
Mil EMEIMENEEME Min= 0+ 6 11111111111111HEIBIETIM 1° 7 11EIN
- '75 MIMI 17 1°
Ele- 4- 7 1311111-10- MNEEMEMS111111111111 11111111111111= MI IN-2'25
0 -1.00 9 0 0 9 2 1° EMEDIZELMEM111111/ -2'5°
11111111111011 MEM IME111111111111
-125 9 3 6 Mil 0 9 1 +11
Cif MIEMMIIIIIMIZIETEEI MEM 1ZEITIMENISMIMINNI -235
0 0 1 1 +10 0
Li -1.5MINIMMIIIIIIME Ell 12 111111111121111111E11 2 METIONIMICE MIMI -3'00
ur -1'75 O -12 0 9 3 10 0 2 EMEESIEUEEIMMININ -315
MMMM1111311 EMEMMICIEM
-2.00 ° 4
MIEIMIMIMMITEIMENISIZEI 11111 ME
-225 4 -3.75
V IMMENEMINIZIET 1211111-10 MEM= 111111111101111
111:111111MMINIMMI-3'5°
-2'50
MMMEIMINIIIIETIMIEMICESTILIMISISIMMEMMEMEM 111111EMM111-4'00
-2'75 -16 01CTEMEMEN 10 10 11111111111MINE 0 +18 MMIMMIMIll -4.25
SIM
-3.00

-3.25
-----
----- M =ME 6 METIMMEINIZETIMMIENTIMEMEINEMMEMM
4
E-10 +10 11111111SESMEIMMINEMMIMMIN -4'75
MIIM-4'50
-3.50 -5.00

-3.15
IMIGELIIIMMILIEMEMICIEMETIMMEMEMISMINIZIMMMMINNIM
1111111MMM IMIMIMIEEIIIIIIEEIEIIIIIEIEIIIMCIEIIEIIIIMMMIMIMMMIM -515
-4.00 -16+
-4.25
-------- CIES IM SEISTIMEMMENIMMOMMINI-5.5° -11 +14 111110111111

-4'50
MMINIIMMIMMMIINIMEEMIE ---- -5.15 10

-4'75
MNIIMMINIMMIMMIIIISI -16 101E= 16 111111 M------- -6.00 16+ 9

-5.00
MIIMMIIMIMMIMMMI ESIMICIEMEEMINEIMMEMMMMEIMI -629
-515
MENIIMM=IMMMMMEMICE SEIM MINNIIIIIIMI M-6'50
-550
MMMMMEINEMIMIMCIMIZZEIESOMENEMM MEI IM -6'75
-5.75

-6.00
M NEMINIMMMMMISZEMEEMM MMMMMMIN
-625
IMININIM IM11111111111111111111111111113MMINIMIMMMMMIMIN-73°
-7'75
-6.50
1............................
IMMMMMIIIIIMINIMIMMEMESMMMMMIMIEMMIIMMIIIII
LT.* -2.75 -2.50 -2.25 -2.00 -1.75 -1.50 -1.25 -1.00 -.75 -.50 -.25 0'
-18+18
+.25 +.50 +35 +1.00 +1.25 +1.50 +1.75 +2.00 +3.00
-8.00

+2.25 +2.50 +2.75 +3.25

CAMBER-LEFT WHEEL +1/2 TO 0 DEGREES, Ye PREFERRED

57P393
MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
18 CHASSIS

Determining Shim Change (Cont'd) STEERING AXIS INCLINATION

2. The car height should be checked and adjusted if When camber can be adjusted within the recom-
it's not within the specifications. THE FRONT SUS- mended limits, it is usually unnecessary to check the
PENSION MUST ALWAYS BE SET AT THE PROPER steering axis inclination. However, if camber cannot be
HEIGHT BEFORE ALIGNMENT CHECKS OR WORK adjusted within the recommended limits, steering axis
ARE PERFORMED. inclination must be checked. If the axis inclination is not
within 51/2 to 7° check for a bent frame, steering knuckle
3. A wheel alignment reading should be taken to or control arm.
determine the present caster and camber settings for
each wheel. These settings should be recorded so they TOE-IN ADJUSTMENT
will not be forgotten.
With the steering wheel in a straight ahead position
4. Locate on the chart, the camber reading for the
loosen the clamping bolts on the ends of tie rods and
right wheel using the camber figures across the top of adjust tie rods in the proper direction until toe-in is 1/4
the chart. Also locate the caster reading for the right inch. With toe-in adjustment set, position the ends of the
wheel using either the caster figures at the left side if tie rods in the sockets so that both studs are against
the car is equipped with power steering or right side either the front or back sides of the sockets, then tighten
of the chart, if the car is equipped with manual steering. the clamp bolts from 10 to 15 foot-pounds. This provides
Follow the columns until they cross. The square where sufficient angular rotation of the tie rod on the ball studs
the two columns cross or intersect indicates the shim and prevents interference on extreme turns. Always
change necessary to bring the right wheel within pre- check mid position of steering wheel after adjusting
ferred setting range. toe-in.
The first figure in the square indicates the shim change
necessary at the front bracket. The second figure indi- 11. FRONT SUSPENSION LUBRICATION
cates the shim change necessary at the rear bracket. There are 8 lubrication fittings on the front suspension
A plus mark (+) indicates the addition of shims, a minus which should be lubricated at 1,000 miles or 30 day
mark (-) indicates the removal of shims. intervals. The lubrication fittings are located as follows:
One at each ball joint and one at each tie rod end.
NOTE The rubber bushings used in the front suspension are
designed to grip the contacting metal parts firmly and
The chart is based on a 1/32 inch shim to enable operate as a flexible medium between parts. The use of
more accurate settings to the preferred specifications. lubricants will destroy the necessary friction and cause
It is advisable to use 1/16 inch shims where pos- noise as well as premature failure of the bushings.
sible to reduce the number of shims that have to be
handled. The shim pack should NOT exceed 9/16 Do not lubricate the rubber bushings with any form of
inch. (Eighteen 1/32 inch shims or nine 1/16 inch oil, powder, brake fluid, rubber lubricant or other similar
shims). lubricants.

12. DIAGNOSIS PROCEDURES


The same procedure should be repeated using the CAR LEADS TO ONE SIDE
appropriate figures for the left wheel. After the shims
have been changed as indicated by the chart, the align- The tendency of a car to lead to one side continuously
ment should be rechecked with the gauges to complete is sometimes referred to as "pulling to the left," or "pull-
the operation. ing to the right." Be sure to determine whether the
condition is due to driving on highly crowned roads.
SHIM TABLE 1. CAMBER AND CASTER-If camber and caster is
not equal on each side, the car will lead to one side on
Front Rear a level road.
Direction
Bracket Bracket
With unequal camber, the car may lead to the side
Camber Increase Remove Shims Remove Shims which has the highest camber reading. If caster is not
(Positive) Decrease Add Shims Add Shims equal, the car may lead to the side having the lowest
caster reading.
Caster Increase Remove Shims or Add Shims
On most cars, the camber setting should agree with
(Positive) Decrease Add Shims or Remove Shims the specifications shown on page 9, but when the car

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRONT SUSPENSION 19

is driven on a highly crowned road, the camber can be 1. STEERING WHEEL-An improperly centered steer-
increased on the left side. However, the camber for the ing wheel will give the effect of wander. The steering
left wheel should not be more than 1/2 degree greater wheel is correctly centered when the spokes are equally
than that for the right wheel within the specified limits. positioned, with the front wheels pointing straight ahead.
If the camber setting exceeds this recommendation,
excessive wear on the left front tire may result. 2. TIRES-A smooth tread on front tires, may cause
wander when the car is driven over gravel or "black-
2. TIRES-Unequal tire pressure will cause the car to top" roads. Under-inflation of both front or rear tires may
lead to the side having the lowest pressure. cause unstable steering and result in wander.
3. FRAME AND SUSPENSION UNITS-Bent suspen- 3. CASTER-Bent front wheel suspension parts, or
sion parts, or unequal wheelbase may create a change unequal wheelbase may create a change in the caster
in camber and caster great enough to cause the car to great enough to cause the car to wander. To check for
pull to one side. To check for these conditions, measure these conditions, measure the wheelbase, center-to-
the wheelbase, center-to-center, between the front and center between the front and rear wheels on both sides.
rear wheels on both sides. These measurements should These measurements should be equal. If they are not,
be equal. If they are not, look for; a broken main leaf in look for: a broken main leaf in rear springs; a broken
rear spring; a broken center bolt in rear spring; bent center bolt in rear spring; bent parts in front suspension
parts in front suspension system; or a bent frame. system; or bent frame.

4. BRAKES-Inspect the adjustment of each front and FRONT END NOISES


rear wheel brakes for "Dragging."
1. CONTROL ARM PIVOT BUSHING-Worn or loose.
5. STEERING TUBE AND WORM ASSEMBLY-A bent 2. CONTROL ARM MOUNTINGS-Loose.
steering tube and worm assembly will cause hard steer- 3. STRUT BUSHINGS-Worn or loose.
ing and may result in the car pulling to one side. To test 4. SHOCK ABSORBER-Loose.
for this condition, jack up the front end of the car and 5. WHEEL BEARINGS-Loose or worn.
turn steering wheel to extreme right and left. If inter- 6. TIE ROD ENDS-Ball joints worn.
mittent drag is felt tube may be bent.
TIRE WEAR
WANDER 1. STRUT BUSHINGS-Loose or worn.
The term "Wander" means the tendency of the car to 2. TIE ROD ENDS-Worn or loose.
drift slightly to one side, then to the other, under normal 3. TIRE PRESSURE-Low or uneven.
driving conditions while the driver attempts to steer 4. WHEELS-Improperly aligned.
straight ahead. It is generally caused by tightness in the
system. WHEEL BEARINGS

This condition should not be confused with normal To determine if the wheel bearings are worn or dam-
wander caused by high or gusty winds striking the side aged, road test the car and apply brakes. This action
of the car when driving at high speeds. will take some of the load off the wheel bearings, and
noise if present, will diminish, indicating that the bear-
If tightness appears to originate in the steering gear ings are at fault. Raise front wheels and check for loose
or steering column, disconnect the steering gear arm bearings by moving wheels in and out. If a wheel is
and turn the steering wheel, to check for a bind in the loose, remove it and check condition of bearings and
steering column. bearing cups before tightening the bearings.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
20 CHASSIS

NUT
LOCK WASHER
OIL SEAL

CONE AND ROLLER

CUP
FLANGE
CARRIER

CONE AND ROLLER


GUARD
CUP SHAFT SPACER
ADJUSTER
fir- PLUG
CASE CUP
CONE AND ROLLER
CAP WASHER
SHIMS
GEAR AND
PIN PINION SET
NUT

CONE AND ROLLER

ADJUSTER
LOCK LOCK
BOLT PINION ., WASHER
7
SPACER
BOLT
CAP
GEAR

WASHER
..1-WASHER
GEAR
,1
BLOCK , PINION
BOLT

Ck LOCKWASHER
----WASHER
SCREW
52x7191
Figure 1-Rear Axle 6 Cylinder-8'A inch Ring Gear

THRUST
WASHER BOLT AND LOCKWASHER
SHAFT
BEARING DIFFERENTIAL CASE LOCK SPACER
CONE I PIN BEAR NG CONE GUARD
BEARING CONE ADJUSTER
CUP CUP SEAL FLANGE
CUP
BOLT SHIMS
DRIVE GEAR AND

0 PINION

WASHER

PLUG

CUP CARRIER

SIDE GEAR BOLT LOCK


ADJUSTING WASHER
THRUST WASHER CAP
PINION BEARING CONE
THRUST BLOCK ADJUSTER BOLT AND LOCKWASHER
SIDE GEAR
THRUST WASHER THRUST WASHER
57 x 2

Figure 2-Rear Axle V-8-83/4 inch Ring Gear

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
21

PART ONE-CHASSIS
SECTION II REAR AXLE
Pages
Data and Specifications 22
1. General Information 21
2. Differential and Carrier 21
3. Carrier Disassembly 22
4. Differential 24
5. Rear Axle Adjustment 25
6. Pinion Setting 27
7. Carrier Assembly 28
8. Differential Bearing Pre-Load and Backlash 29
9. Rear Axle Installation 32
10. Axle Shaft End Play 32
11. Sure-Grip Differential 33
12. Diagnosis Procedures 37

1. GENERAL INFORMATION
The rear axle assemblies used on the new Plymouth NOTE
are of the 2 pinion semi-floating type, as shown in Fig- Cleanliness and inspection are vital factors to
ure 1 or 2. remember when overhauling or repairing a rear
The differential, drive pinion and axle shafts are car- axle assembly.
ried on adjustable taper roller bearings. The ring gear Always clean all parts after disassembly and
is mounted on the differential case flange by special keep them clean throughout assembly. Metal chips,
alloy steel bolts. In order to insure quiet, smooth opera- or particles of grit and dirt that may drop into the
tion, the ring gear and pinion are serviced only in lubricant, will cause excessive wear and eventually
matched sets. result in failure of the axle.
The splined ends of the axle shafts engage in the Always inspect all parts before assembly and re-
differential side gears. The outer ends of the axle shafts place those that are worn or scored. Remove any
are tapered and are provided with keyways for attach- burrs, nicks, scratches or rough spots on mating
ing the rear wheel hubs, which are supported by adjust- surfaces of replacement parts, caused by rough
able tapered roller bearings pressed on the axle shafts. handling.
Side thrust from the wheels is transferred from one
shaft to the other by the medium of a thrust block located
in the center of the differential case.
Block the brake pedal so it cannot be depressed. Dis-
connect the brake line at the wheel cylinders, then re-
2. DIFFERENTIAL AND CARRIER move the rear axle drive shaft key, the brake and dust
shield.
REMOVAL
Remove the shims from each end of the axle housing.
Raise the car and remove the rear wheels, hub and Each set should be kept separate so that at reassembly,
drum assembly, using wheel puller Tool C-845. the central location of the axle, shafts, wheels and
thrust block will be assured. Then remove the axle
shafts and bearings from the housing, using puller Tool
C-499. If necessary, remove the bearings from the axle
CAUTION shafts, using bearing puller Tool C-293-13. See Figure 3.

Do not strike the end of axle shaft to loosen the


Remove the rear axle inner oil seals, using puller
Tool C-637. Disconnect the rear universal joint and drop
hub; otherwise, possible damage to the axle shaft
the propeller shaft. Remove the bolts that hold the car-
bearings and thrust block might result.
rier assembly to the axle housing, then lift out the car-
rier assembly.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
22 CHASSIS

REAR AXLE
DATA AND SPECIFICATIONS

Models P-30 LP-1 P-31 LP-2


318 cu. in. 350 Cu.. in.
Type Semi-Floating
Drive Gear Type Hypoid
Ratios Conventional 3.73 3.73 3.54 3.54 3.73
Optional-Mountains
and hilly country 4.1 4.1 3.9 3.9
Overdrive 4.1 4.1 3.9 3.9 -
PowerFlite 3.73 3.73 3.54 3.31
Optional-Mountains
and hilly country 3.9 3.9 3.73 3.73
TorqueFlite 3.36 3.18 3.31
Ring Gear 81/4 in. 81/4 83/4 ' . 83/4 in. VA in.
Ring Gear to Drive Pinion .006 to .008 in.
Differential Case Run-Out 0 to .003 in.
Differential Side Gear Clearance 0 to .008 in.
Axle Shaft End Play .013 to .018 in.
Drive Pinion Bearing Preload 20-30 in. lbs. without seal
Lubricant Capacity VA pts. 31/4 pts. 31/4 pts. 31/2 pts. 31/2 pts.

TORQUE SPECIFICATIONS
Axle Shaft Nuts 145 ft. lbs. (min.)
Rear Axle Ring Gear Bolt Nuts 40 ft. lbs.
Differential Bearing Cap Screws 85 to 90 ft. lbs.
Drive Pinion Flange Nut 240 to 280 ft. lbs.

3. CARRIER DISASSEMBLY
Check gear tooth pattern before disassembling the
carrier assembly, refer to Figure 1. With the carrier
assembly mounted in stand, mark both the differential
bearing adjusting nuts and caps. See Figure 4.

NOTE

The caps must not be interchanged as they are


line bored with the carrier housing at manufacture.

6X57
Remove the companion flange retaining cotterpin,
nut and flat washer. See Figure 5. Using puller Tool
Figure 3-Removing Bearing from Axle C-452, and flange holding Tool C-784, remove the com-
Drive Shaft (Puller C- 293 -13) panion flange. See Figure 6.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 23

Insert Pinion shaft oil seal puller Tool C-748 into seal
SCRIBE MARKS PUNCH MARKS and remove from housing. See Figure 7.
Remove the pinion bearing oil slinger, bearing cone,
pre-load shims and spacer then remove the adjusting
nut locks and loosen the differential bearing cap retain-
ing bolts and adjusting nuts to relieve the load on the
bearings. Remove the caps and adjusting nuts.
Lift the differential assembly out then remove the
differential bearing cups from the bearings. Slide the
drive pinion out through the gear end of the differential
carrier. If necessary, remove the rear bearing from the
pinion shaft, using puller Tool C-293. See Figure 8.

NOTE
When using Tool C-293, be sure and use number
57x3
36 plates.
Figure 4-Marking Bearing Caps and Nuts
Before Removal

TOOL

FLANGE

57x4 57x6
Figure 5-Removing or Installing Companion Figure 7-Removing Drive Pinion Bearing Oil Seal
Flange Nut

52x374 A
Figure 6---Removing Companion Flange Figure 8-Removing Bearing from Pinion

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
24 CHASSIS

PLATES (TOOL)
-......r.,,,-

57x7 PLATES (TOOL)


Figure 9-Checking Ring Gear Mounting Flange
Run-out

If necessary, remove both bearing cups from the car-


rier housing, using a suitable drift. Place a drift alter-
nately in the two machined slots, in order to drive the
cups out evenly.

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 25

PINIONS
THRUST
V' WASHERS

TOOL

GEARS

PINION SHAFT HOLE


THRUST
BEARING BLOCK
57x10 qw,

Figure 12-Removing or Installing Differential


Gears and Washers

ASSEMBLY AND ADJUSTMENT


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
26 CHASSIS MyMopar.com

COMPRESSION SLEEVE DRIVE PINION REAR BEARING CONE


(TOOL)
CENTRALIZING
WASHER
(TOOL)

SP-1730 SLEEVE
FRONT BEARING
NUT
(TOOL)
57x12
Figure 14-Compression Sleeve and Centralizing 52x379
Washer in Position
Figure 16-Installing Bearing on Tool
Press the bearing cups into place by tightening the
tool nut. See Figure 15. Allow the Tool to rotate slightly to "burn up" under a driving load-the rollers might
in order not to damage bearings or cups during this score the cups, causing bearings to gall or flake, result-
operation. ing in premature axle failure.
Correct cone distance is obtaining by the use of a
PINION BEARING PRE-LOAD ADJUSTMENT spacer and washer combination. Do not install the
The importance of correct pinion bearing pre-load pinion oil seal during the pre-load and pinion setting
cannot be over-emphasized. operations, otherwise, there will be an added drag on
The selection of washers to give the desired pre-load the pinion shaft which would give a false bearing pre-
should be carefully made. load reading on the torque wrench.
When pinion bearings are installed without pre-load- To check and adjust the pinion bearing pre-load, coat
ing, the cones are not drawn far enough into their cups the drive pinion bearings with differential lubricant
to bring the rollers in full contact with the thrust ribs (multi-purpose SAE 90). Assemble the drive pinion shaft
on the cones. Bearings installed in this manner would rear bearing on the main body of Tool C-758-D2, as
allow the pinion to "walk" backward and forward under shown in Figure 16.
operating loads. This causes a variation in tooth con- Slide SP-1730 sleeve, drive pinion bearing spacer and
tact pattern, resulting in excessive wear and scoring of bearing adjusting shims over tool and then insert the
gears, and usually is accompanied by noise. assembly into the carrier. Slide the front pinion bearing
On the other hand, where the pinion bearing cones over the tool and down into position in the bearing cup.
are drawn too far into their cups, the bearings are over- Now, slide compression sleeve SP-535 and centralizing
loaded even before they have to withstand operating washer over tool and slide down into position, as shown
loads imposed upon them by the gears. They are apt in Figure 14. Install the compression nut, tighten the
tool nut with a torque wrench from 180 to 200 foot -
pounds. See Figure 17.
Turn the tool with a speed wrench to permit the bear-
ings to seat. After the bearings have seated, check the
bearing pre-load by revolving the tool with an inch-
pound torque wrench. With the bearings lubricated with
hypoid gear oil, the pre-load should read from 20 to 30
inch-pounds. See Figure 18.
A bearing adjustment that does not meet specifica-
tions, it will be necessary to change the shim pack.
Use a thicker shim pack if the pre-load is above 30 inch-
pounds or a thinner shim pack if the pre-load is below
20 inch-pounds. After the correct pre-load has been
57x13 obtained, leave the tool in position in the carrier with
the compression nut tightened at 180 to 200 foot-pounds.
Figure 15-Seating Bearing Cups in Carrier Housing This is necessary to obtain the correct pinion setting.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 27

6. PINION SETTING
When replacing a ring gear and pinion, remember
that they are matched and lapped in pairs. The position
in which the best tooth contact is obtained is etched on
the end of the pinion shaft.
The pinion is generally etched with a plus ( +) or
minus (-) sign, followed by a number (ranging from
1 to 4), or it may be marked zero (0).
If the old and new pinions have the same markings,
the old washer may be used providing new bearings
and cups are also used. If the pinion being replaced is
57x14 marked zero (0) and the new pinion to be installed is
marked plus two (+2), a thinner washer may be used.
Figure 17-Tightening Compression Nut with If the new pinion were marked minus two (-2), a
Torque Wrench thicker washer could be used. Pinion marked plus ( +)
generally use a thinner washer while pinion marked
(-) use a thicker washer.
Pinion spacer washers are available in nine different
sizes.
WASHER THICKNESS
.084 in. .094 in.
.086 in. .096 in.
.088 in. .098 in.
. 090 in. .100 in.
. 092 in.
Fasten the gauge block SP-528 to the rear of the tool,
as shown in Figure 19. Tighten the set screw securely.
(SP-528 takes the place of the drive pinion during the
setting operation.)
Place SP-561 arbor, in the differential carrier bearing
57x15
supports, see Figure 21. Assemble the bearing caps and
bolts to the carrier housing. Tighten the bolts to 10 foot-
Figure 18-Checking Preload Torque (Inch-Pounds) pounds. Before installing the arbor, remove any burrs
or upsets in the bearing bores. Any foreign material in
the bores will not allow the arbor to seat properly.
The distance represented between the gauge block
GAUGE BLOCK and the arbor determines the thickness of the spacer
(TOOL)

11
PINION LOCATING WASHER OR SHIM

SP-56
C.\ ASSEMBLY OF SP-526
CARRIER
SP-528 \ /ASSEMBLY
SP-2919
SP -2919 iI\ --

SP-1730 57x 152

Figure 20-Setting Pinion Bearing Pre-load with


Figure 19-Installing Gauge Block on Tool Tool C-758-D2-3

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
28 CHASSIS

7. CARRIER ASSEMBLY
Slide the previously selected washer over the pinion
ARBOR
shaft and down against the machined surface of the
GAUGE drive pinion. Now, slide the rear bearing down over the
(TOOL) BLOCK
(TOOL/ pinion shaft and press into position using Tool DD-996
and an arbor press.
Slide the bearing spacer over pinion shaft, followed
by the shim pack selected during preload operation.
Insert the drive pinion, bearing, spacer and shim pack
into the differential carrier housing. Be sure the bearings
are coated with Hypoid gear oil. Slide the front bearing
57x17 over the pinion shaft and down into position in the cup,
then install the bearing oil slinger.
Figure 21-Installing Arbor SP-561
Install a new oil seal over the pinion shaft and drive
into position, using Tool C-359, as shown in Figure 23.

NOTE
When installing new leather oil seals, care must
be taken to make certain the leather is in good condi-
tion, soft and pliable. New seals should be soaked
AO. in thin oil for about 30 minutes, then work the leather
by rolling with a smooth bar, before installing. Syn-
thetic seals require no preparation except initial
lubrication.

Install the companion flange on the pinion shaft, using


49x615 Tool C-496. Install the companion flange retaining
washer and nut. Hold the companion flange with Tool
Figure 22-Determining Spacer Washer Thickness C-784, and tighten the nut from 180 to 200 foot-pounds.
Place the differential bearing cups over the bearings,
then install complete assembly in the carrier housing.
washer that should be used to give the correct pinion
Seat the adjusting nuts in the pedestals of the carrier
setting. Select a pinion washer of sufficient thickness
that will just pass between the arbor and the gauge housing, then install the caps and bolts. Be sure the
block. See Figure 22.
caps are on the same side from which they were
removed.
For an example, if a .090 inch washer can be inserted
but a .092 inch washer cannot be forced between the
two surfaces by hand, the .090 inch washer should be
used, even though it might feel loose.
Check the end of the drive pinion as it may indicate
the amount that should be added or subtracted from the
washer that was selected in the above mentioned check.
As an example, if the mark on the pinion shaft indi-
cates +2, a .002 inch thinner washer should be used for
the final assembly. If a spacer selected by the use of
the tool is .090 inch, it is necessary to deduct .002 inch,
therefore, the correct washer for final assembly would
be .088 inch. OIL SEAL

When the correct washer has been selected for the -NO 57x18
drive pinion, disassemble the tool from the differential
carrier housing. Figure 23-Installing the Drive Pinion Oil Seal

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 29

57x20
57x19 IMMNik
Figure 25-Adjusting Differential Bearings
Figure 24-Checking Ring Gear Run-out

Mount a dial indicator with the pointer resting against


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

8. DIFFERENTIAL BEARING PRE-LOAD


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
30 CHASSIS

CENTER OF GEAR
46x255
BACKLASH
TO E

HEE
CLEARANCE

FLAN K
45x416

Figure 28-Gear Tooth Nomenclature

HEAVY FACE CONTACT


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 31

PINION GEAR

THICKER THINNER
WASHER WASHER

CORRECT TOOTH
CONTACT
HEAVY FACE

jInstall thicker washer be- Install thinner washer be-


hind pinion. If necessary hind pinion. If necessary
to readjust backlash, move to readjust backlash, move
4 ring gear away from pinion ring gear toward pinion.
HEAVY TOE I HEA HEEL

Move ring gear away from Move ring gear toward pin-
pinion. If necessary to re- ion. If necessary to readjust
adjust backlash, install backlash, install thinner
45x419 thicker washer. washer behind pinion.
Figure 29-Gear Tooth Contact Patterns

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
32 CHASSIS

`Tool

-SHIMS

17x55A
57P291
Figure 30-Installing Axle Shaft Oil Seal Figure 32-Axle Shaft Bearing Adjusting Shims
Checking Axle Shaft End Play

9. REAR AXLE INSTALLATION Install the axle drive shaft outer bearing cup (if re-
Install the carrier assembly to the axle housing, using moved), using Tool C-413. Install shims in the same
a new gasket. Tighten the mounting nuts from 40 to 45 manner as they were removed, so as to maintain the
foot-pounds. Reinstall the rear axle drive shaft inner oil central position of the axle shaft thrust block. Install
seal, using Tool C-839. See Figure 30. sleeve Tool C-757 in the axle bearing outer oil seal
before mounting the brake support plate to the axle
housing. This will protect seal from being damaged by
the axle shaft keyway during installation.
NOTE

Whenever oil seals have been removed, or dis- 10. AXLE SHAFT END PLAY
turbed, always install new seals at reassembly. Axle shaft bearings are adjusted by removing or in-
stalling shims; which are available in various thick-
nesses. One or more of these shims should be used as
To reinstall the axle shaft, first replace the bearing required to obtain proper adjustment.
on the axle shaft, using Tool C-158. See Figure 31. Insert When checking axle shaft end play, if it is necessary
the axle shaft in the housing, making sure the shaft and to add or remove more than .020 inch shims, half of the
differential side gears splines are in alignment. amount should be added or removed on each side to
retain the center position of the thrust block on the dif-
ferential pin, between the two axle shafts.
REAR AXLE SHAFT
To check axle end play, remove wheel and hub, then
tighten the brake support plate attaching nuts securely.
BEARING CONE AND ROLLERS Tap each axle shaft lightly to be sure the bearings are
seated, then place a dial indicator on the axle drive
shaft and housing, as shown in Figure 32. Pull out and
push in on the shaft to obtain the end play reading on
the indicator.
If the dial indicator shows less than .013 inch or more
than .018 inch end play, remove the brake support plate
TOOL and oil seal and add or remove shims as required (see
Figure 32). As a final operation, check the end play
again with the dial indicator to make sure it comes
within the .013 to .018 inch limits. Tighten support plate
49x714 retaining nuts from 30 to 35 foot-pounds. Connect brake
tubes and bleed brakes. Fill the rear axle differential
Figure 31-Installing Axle Shaft Bearing with the correct viscosity Hypoid oil.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 33

11. SURE -GRIP DIFFERENTIAL DESCRIPTION

GENERAL The sure-grip differential is similar to the conven-


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

Figure 33-Sure-Grip Differential (Cross-Section)


AXLE DRIVE GEAR AXLE DRIVE PINION

PINION SHAFT
DIFFERENTIAL PINION
DIFFERENTIAL CASE
DIFFERENTIAL CASE
CLUTCH PLATES

AXLE SHAFT
CLUTCH PLATES
AXLE SHAFT

DIFFERENTIAL
SIDE GEAR

AXLE SHAFT
AXLE SHAFT
DIFFERENTIAL PINION

PINION
THRUST MEMBER
DIFFERENTIAL PINION
58x261
PINION SHAFT
58x260

Figure 35-Power-Flow Axle Shafts


Figure 34-Sure-Grip Differential Cross-Section Turning at Same Speed

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
34 CHASSIS

are engaged, both axle shafts become clutched to the


case to a degree that varies with the amount of torque
transmitted.
This prevents momentary spinning of the wheels
when encountering poor traction. Refer to Figures 35
and 36 for "Power Flow".
CASE CAP
CLUTCH
CAUTION PLATES
Before raising a rear wheel off the ground, shut SIDE GEAR
off engine, set parking brake tightly, and carefully RETAINER
block front wheel diagonally opposite the one to
be removed against both forward and rearward
movement.

58P36

AXLE DRIVE GEAR AXLE DRIVE PINION

Figure 38-Removing or Installing Differential Case Cap

CLUTCH
DIFFERENTIAL CASE PLATES
CLUTCH PLATES

AXLE SHAFT
AXLE SHAFT
SIDE GEAR
RETAINER

*6_
DIFFERENTIAL
SIDE GEAR

DIFFERENTIAL PINION

58P37
58x262
Figure 39-Removing or Installing Clutch Plates
Figure 36-Power-Flow Axle Shafts
ICap Side)
Turning at Differential Speeds

SCRIBE
MARKS

SIDE GEAR
"V" RETAINER
GROOVE SIDE
"V" GEAR
GROOVE

4
4658 P 38

utr111 58P35

Figure 40-Removing or Installing Side Gear Retainer


Figure 37-Case Halves Scribed for Proper Reassembly (Cap Side)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 35

REMOVAL AND DISASSEMBLY SIDE GEAR


OF DIFFERENTIAL
Remove differential and carrier assembly in the same SIDE GEAR
manner as outlined on page 21. Remove axle drive RETAINER
gear. Check run-out of drive gear mounting flange. Re-
place both case halves if run-out exceeds .003 inch.
Before disassembling case halves, place scribe marks A
on each half to aid in aligning case when reassembling,
as shown in Figure 37.
Remove case cap attaching bolts and remove case-
cap, as shown in Figure 38. Remove clutch plates,
Figure 39, (noting relation of clutch plates). Remove
gear retainer Figure 40. Remove side gear Figure 41.
Remove pinion shafts with pinion gears Figure 42. Re-
move remaining side gear Figure 43, side gear retainer, 58P40
Figure 44 and clutch plates Figure 45. Remove axle
shaft thrust spacer by pressing out lock pin. Figure 43-Removing or Installing Side Gear from
Differential Case

SIDE GEAR
- SIDE GEAR RETAINER

DIFFERENTIAL CLUTCH
AXLE SHAFT CASE PLATES
THRUST SPACER

581'39
58P41

Figure 41-Removing or Installing Side Gear (Cap Side) Figure 44-Removing or Installing Side Gear Retainer
from Differential Case
PINION PINION
SHAFTS GEARS
CLUTCH
PLATES

AXLE SHAFT
THRUST SPACER 58x723 58P42
..40e
Figure 42-Removing or Installing Pinion Shafts and Figure 45-Removing or Installing Clutch Plates from
Pinion Gears Differential Case

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
CHASSIS
MyMopar.com
36

ASSEMBLY AND INSTALLATION


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

AXLE SHAFT
THRUST SPACER FEELER
GAUGE
PINION
SHAFTS

PINION
SHAFT

LOCK PIN

"V" IN CASE
FEELER
GAUGE
58x728
58P46

Figure 47-Checking Clearance Between Pinion Mate


Figure 46-Installing Axle Shaft Thrust Spacers Shafts and Case

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
REAR AXLE 37

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
38 CHASSIS MyMopar.com

BRAKES
DATA AND SPECIFICATIONS

Models P-30 LP-1 P-31 LP-2

SERVICE BRAKES
Type Hydraulic Total Contact Internal Expanding
Drum Diameter Front 11 in.
Rear 11 in.
Type Molded asbestos (Bonded)
tr Width 2 in.
Thickness 20 in.
Special Replacement Thickness .030 in. oversize
Brake Shoe Return Spring Force at
Master Cylinder Push Rod
40 to 45 ft. lbs.

Diameter of Wheel Cylinder Bore 1 Vs in.

Diameter of Master Cylinder Bore 11/8 in.


Desirable Piston Cylinder Clearance .003 to .0065 in.
Brake Pedal Return Spring Tension
Manual Brakes 9 to 11 lbs. @ i 1/16 in.
Power Brakes 29 to 32 lbs. @ 4.97 in.
Brake Pedal Free Play at Pedal
Manual Brakes 1/8 to % in.
Power Brakes 1/16 to 'A in.

HAND BRAKE
Type -
Internal Expanding PowerFlite TorqueFlite
External Contracting-3-Speed Transmission
-
Location Propeller shaft at rear of transmission
Drum Diameter External-6 in.-Internal-7 in.
Lining Type Woven asbestos
Width 2 in.
Thickness /35/
in
2 in.
Clearance Internal-.010 in.
External-.015 to .020 in.

TORQUE SPECIFICATIONS
Rear Brake Support to Axle Housing Flange Bolts and Nuts 35 ft. lbs.
Brake Support to Wheel Cylinder Cap Screws-Rear 15 ft. lbs.
Master Cylinder Cover Bolt 50 in. lbs.
Power Brake Adjusting Nut 15 ft. lbs.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
39

PART ONE-CHASSIS
SECTION III-BRAKES
Pages
Data and Specifications 38
1. General Information 39
2. Brake Shoes 40
3. Support Plates 42
4. Wheel Cylinders 43
5. Bleeding the Brakes 44
6. Brake Adjustment 44
7. Master Cylinder 45
8. Hand Brake 46
9. Power Brake 48
10. Power Brake Disassembly 50
11. Assembly of Power Brake 52
12. Diagnosis Procedures 55

. GENERAL INFORMATION The total contact brake shoes have contoured webs,
(see Figure 1) which allow greater flexibility of the shoes
The service brake used on the Plymouth models is to match the drum shoe rigidity to give similar deflec-
known as the Total Contact Brake. The main features tions at any section. This eliminates high pressures at
of this brake are: less pedal effort for a given stop; the toe and heel of the shoe, when the drum becomes
more pedal reserve; less brake fade; longer lining life; more oval shaped than the shoes during hard or heavy
smoother operation; less frequent adjustment and, braking effort. This action allows uniform pressure dis-
when needed, simple servicing operations. tribution over the full length of the shoe lining arc and
results in less pedal effort for a given stop and have no
The brake shoe design and method of support are high pressure points on lining which will heat rapidly
shown in Figures 1, 2, 3, and 4. Full floating shoes, rather and fade.
than fixed anchor shoes; uniform pressure shoes, that The braking action is centralized between the two
have been designed to match drum deflection; a center support plates, as shown in Figure 2. These plates align
plane support of these shoes are between two steel the shoes and hold the anchors and wheel cylinders.
plates are some of the major improvements. The applying force from the piston and the shoe return

WHEEL BRAKE
TOE 57P244 CYLINDER BRAKE CYLINDER
COOLING FINS
WHEEL BRAKE CYLINDER
CONNECTING TUBE

OUTER SUPPORT PLATE

INNER SUPPORT PLATE

CONTOURED
CONSTANT WEB DEPTH
WEB DEPTH
BRAKE SHOE WEB ADJUSTING CAM

HEEL BRAKE SHIELD

BRAKE DRUM
TOTAL CONTACT 57P247
CONVENTIONAL BRAKE HEEL

Figure 1-Total Contact and Conventional Brake Shoes Figure 2-Total Contact Brake (Sectional View)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
40 CHASSIS

UPPER CYLINDER ANCHOR GUIDE SPRING


ASSEMBLY

SUPPORT PLATE

ADJUSTING CAM
SPRING LINK RETAINER

RETURN SPRING
RETURN SPRING
14 COILSI
14 COILSI

ADJUSTING CAM
RETAINER

LOWER CYLINDER
GUIDE SPRING ASSEMBLY
SHIELD

ANCHOR

57P246

57P243

Figure 3-Total Contact Brake Assembly (Left Front) Figure 6-Removing Shoe Return Spring (Front Wheel)

springs are all in a center plane. Thus, the shoes do not


tend to twist, (resulting in uneven contact) but are
aligned in a single, centrally located plane.
CYLINDER ASSEMBLY SHIELD
Side movement of the shoes is controlled by guides,
ADJUSTING CAM ADJUSTING CAM as shown in Figures 3 and 4. The guides maintain con-
SPRING LOOP
stant pressure against the web of the shoes.
RETURN SPRING
15 COILSI
The wheel cylinders operate in the same manner as
RETURN SPRING
15 COILSI the conventional cylinders but, are mounted on the
GUIDE SPRING brake support plate.
SPRING LINK
RETAINER Self energizing action is effective on all front brake
SEAL shoes and the rear brake front shoe, when the vehicle is
SUPPORT PLATE
traveling forward; and self energizing action on the rear
ANCHORS shoe of the rear brakes, when the vehicle is traveling
in reverse.
57P245
2. BRAKE SHOES
Figure 4-Total Contact Brake Assembly (Rear) REMOVAL
To remove the brake shoes for relining or complete
replacement, block the brake pedal to prevent any
downward movement of the pedal. Remove the front
wheel and drum as an assembly, after backing off the
adjusting cams. See Figures 3 and 4.
To remove rear brake shoes back off the adjusting
cams then remove the rear wheel as an assembly. Using
puller, Tool C-845, remove the rear wheel drum.
Using Tool C-3462, remove the shoe return springs, as
shown in Figures 5 and 6. The end of the Tool should be
inserted between the spring link and the support plate.
With the tool cam slot engaging the spring hook, turn
% TOOL handle of the tool to disengage the spring.

CAUTION
57P239 Do not use brake spring pliers, or damage to the
lining will result.
Figure 5-Removing Brake Shoe Return Spring

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 41

TOOL

57P238 3 57P241

Figure 7-Removing or Installing Shoe Guides Figure 9-Attaching Shoe Return Spring to Spring Link

Turn the brake shoe guide retainer 'A turn, then DRUM REFACING
remove the retainer and guide as shown in Figure 7. The
Measure the drum inside diameter with an accurate
lip on the end of guide, is used for positioning the guide
gauge. Drum diameter service limit should not exceed
on the outer support plate. Slide the shoes from between
.004 inch out of round. If the drum diameter is in excess
the support plates, as shown in Figure 8.
of .004 inch, the drum should be refaced. Do not remove
INSPECTING THE BRAKE SHOES more than .030 inch of metal during the refacing opera-
Wipe or brush clean (dry) the metal portions of the tion. The drum diameter measurement is then trans-
brake shoes. Examine the lining contact pattern to deter- ferred to the grinder and the lining ground to the required
mine if the shoes are true. The lining should show con- clearance of .010 to .024 inch, under drum diameter.
tact across the entire width, extending from heel to toe. The grinding of brake linings need only be done if the
Shoes showing contact on only one side should be dis- cyclebond process is done in the dealership.
carded. Shoes having sufficient lining but lack of contact
INSTALLATION
at toe and heel, should be checked for proper under-
drum diameter grind. Before installing the front brake shoes, apply a very
light coat of lubriplate on the shoe wherever it contacts
GRINDING RECOMMENDATIONS the support plate. Slide the brake shoes into position
New lining should be checked and ground to .010 to between the support plates. Be sure the ends of the
.024 inch under the drum diameter (if not pre-ground) cylinder push rods engage the toe end of the shoes
on a machine having a cylindrical grinding wheel. properly. (See Figure 7.)

LOOP TOOL

TOOL

57P240 57P242

Figure 10-Attaching Shoe Return Spring to Spring Link


Figure 8-Removing Shoes from Support Plates
(Rear Wheel)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
42 CHASSIS

Install the drum, and wheel and tire assembly, after


backing off the adjusting cams. Adjust the front wheel
bearings, as described in the Front Suspension Section.
Now adjust the brakes.

3. SUPPORT PLATES
MEDIUM
REMOVAL
1. FRONT SUPPORT PLATES-Remove the wheel and
SHORT
tire, then the brake drum. Remove the four retaining
nuts that attach the center plane support plates and
LONG dust shield to the steering knuckle. Disconnect the flex-
ible brake hose from the frame bracket then remove
the four bolts that hold the brake assembly to the steer-

57P248 DUST SEALS


Figure 11-Removing Brake Support Plates and Wheel
Cylinders (Front Wheel)
SEALING
COMPOUND

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 43

ing knuckle. (Refer to Figure 11 and note the location BLEEDER SCREW
and size of bolts.) Three different lengths are used. PISTON CUP

Remove the brake assembly (with dust shield) as


shown in Figure 11. Do not allow the dust shield to PISTON
PISTON SPRING
strike the bearing surface of knuckle as damage may
result. Remove the brake shoes and the connecting tube BOOT o
between the wheel cylinders. Do not distort tube.
Remove each wheel cylinder mounting bolt after re-
v./ 4 Aolti
moving sealer, as shown in Figure 12. Now, remove the
support plate assembly from the dust shield, as shown
in Figure 13 then remove the wheel cylinders. IND
2. REAR SUPPORT PLATES-Remove the rear brake
Kivez
shoes, then disconnect the brake tube at the wheel cyl-
inder. Remove the nuts and lockwashers that hold the
support plates and wheel cylinder to the dust shield and PUSH ROD CYLINDER
44/ 57P122
axle flange. Figure 15--Front Wheel Brake Cylinder
Slide the support plates out and away from the axle,
as shown in Figure 14. When removing the dust shield,
it is advisable to install the seal protector C-745, then INSTALLING THE SUPPORT PLATES AND WHEEL
slide dust shield and seal off axle. CYLINDERS

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
44 CHASSIS

CYLINDER Pump brake fluid by pushing the brake pedal down


and let it return slowly, to avoid air being drawn into
RETURN SPRING PISTON CUP the system. Bleed intermittently, opening and closing
the valve about every four seconds. This causes a whirl-
ing action in the cylinder which helps expel the air.
Continue this operation until brake fluid runs out of the
bleeder hose in a solid stream, without any air bubbles.
Continue bleeding by repeating this operation on the
left rear wheel, the right front wheel and finally the left
front wheel. (When bleeding the front wheel cylinders,
bleed the lower cylinder first so as to force all air out
of the connecting line.)
If necessary, repeat the bleeding operation if there
PISTON is an indication of air remaining in the system. Be sure
CYLINDER BOOT 57P123
to readjust the cams after the bleeding operation.
Figure 16-Rear Wheel Brake Cylinder (Sectional View)
TEST FOR FLUID CONTAMINATION
In order to determine if contamination exists in the
Install the brake shoe guides and retainers. Be sure brake fluid, as indicated by swollen, deteriorated rubber
the positioning lip of the guide slides into the hole in the cups the following simple tests can be made.
support plate. Place a small amount of drained brake fluid in a small
Install a new seal in the dust shield (if needed), then clear glass bottle. Separation of the fluid into two dis-
install seal protector C-745 into seal. Install dust shield tinct layers will indicate mineral oil content. Add water
and seal over axle shaft and down against flange. to the contents and shake. If the contents become milky,
Slide the brakes and support assembly over axle oil is present. If the contents remain clear, it is not
shaft and down against dust shield, making sure the contaminated with mineral oil.
dust washers are positioned around adjusting cams then
install the lockwashers and nuts. Tighten the nuts to 6. BRAKE ADJUSTMENT
55 foot-pounds. All cams (7/ 6 inch hex, head) operate against the toe
Turn the brake adjusting cams to the fully released end of the shoe web and extend through the brake dust
position, then attach the brake tube to the wheel cyl- shield.
inder. Remove Tool C-745 seal protector.
Since all four shoes in the front wheel brakes and the
Insert key on slot in axle shaft, then install drum. two forward shoes in the rear wheel brakes are self
Install wheel and tire, then bleed and adjust the brakes. energized when the car is moving forward; these shoes
are adjusted in one manner while the remaining two
5. BLEEDING THE BRAKE SYSTEM shoes in the rear wheels are adjusted differently, as
Clean all dirt off from around the master cylinder shown in Figure 17.
reservoir cover and from the bottom of the power brake
cylinder (if so equipped), so that dirt or grit will not drop
into the reservoir when cover is removed. NOTE
Automatic refiller, Tool C-837B (with adaptor C-3494A) Whenever the brakes have been relined or new
provides a convenient way for keeping the master cyl- shoes have been installed, always apply pedal prior
inder filled while bleeding the brake system. One man to adjusting the brakes. This action causes the brake
bleeder tank C-3496 with adaptor C-3494A may also be shoes to center themselves in the brake drum and to
used. Follow the manufacturers operating instructions. assist in the adjustment.
Back off the adjusting cams to the fully released posi-
tion. This allows the pistons in the wheel cylinders to
move back, and permits greater movement of the piston FRONT BRAKE
which will expel the air faster. Turn each adjusting cam on both front wheels in the
Starting with the right wheel cylinder, wipe the dirt direction of forward rotation, until the shoe lining is
off the bleeder valve and attach bleeder hose, C-650 to solid against the drum, (as shown in Figure 17) and
the valve. Place the other end of the hose in a jar half wheel is locked. Turn the adjusting cam slowly in the
full of brake fluid. This is to prevent air from being opposite direction (each cam a little at a time) until no
drawn into the system when the brake pedal is released. drag is felt.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 45

LEFT FRONT RIGHT FRONT cups and valve assembly should be replaced when re-
conditioning master cylinder.
Master cylinder walls that have light scratches or
show signs of corrosion, can usually be cleaned up with
crocus cloth. However, cylinders that have deep
scratches or scoring may be honed, providing the di-
ameter of the cylinder bore is not increased more than
.002 inch. A master cylinder bore that does not clean
LEFT REAR RIGHT REAR up at .002 inch should be discarded and a new cylinder
used. (Black stains on the cylinder wall are caused by
the piston cups and will do no harm.)

NOTE
55X 708 Use extreme care in cleaning master cylinder
after reconditioning. Remove all dust or grit by flush-
ing the cylinder with alcohol; wipe dry with a clean
Figure 17-Brake Adjusting Diagram
tintless cloth and clean a second time with alcohol.
COVER
Dry master cylinder with air pressure, then flush
BOLT
with clean brake fluid. (Be sure the relief port in the
BAFF
master cylinder is open.)
STOP GASKET

BODY
ASSEMBLING
BOOT SPRING
SEAL . Before assembling, the piston, cups and valve, as-
PISTON
N sembly should be dipped in new super brake fluid.
(Refer to Figure 19 for master cylinder assembly.)
ROD

INSTALLATION
NUT ; CUP
411
Slide master cylinder in to cowl panel bracket and
%.1 CUP
VALVE install nuts. Guide in pedal push rod. Install the pedal
END
WASHER return spring. Connect brake tube to master cylinder.
Replace stop light switch and connect wires. Refill
SCREW COLLAR 57P249 master cylinder reservoir.
Figure 18-Master Cylinder (Exploded View) PEDAL FREE PLAY
Check brake pedal free play at pedal. Free play
REAR BRAKE
should be '/8 inch to 1/4 inch, this will give the correct
clearance of .015 to .030 inch clearance between push
The forward rear wheel brake shoe adjusting cam
is rotated in the direction of forward wheel rotation. BOLT BAFFLE
The rearward rear brake shoe adjusting cam is rotated COVER GASKET
in the direction of reverse rear wheel travel.
BODY

7. MASTER CYLINDER OUTLET PORT


INLET PORT
Remove the pedal return spring, disconnect the push
0'0 CUP
rod, and brake tube at the master cylinder, disconnect /",,,,Acce Arair/Av4, BOOT
the stop light switch and remove the nuts and bolts that 111.1Md:ill=e
attach the master cylinder. Slide master cylinder
straight out from dash panel. ... 4 ------
A
ROD END
Clean the outside of the master cylinder thoroughly, CUP
then remove reservoir filler cover and drain all brake COLLAR NUT
SPRING
fluid. Refer to Figure 18 and disassemble master cylinder. STOP
VALVE
PISTON
INSPECTION SEAL
WASHER
A master cylinder piston that is badly scored or INSERT 57P250

corroded should be replaced with a new one. Piston Figure 19-Master Cylinder (Sectional View)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
46 CHASSIS

rod and piston. If adjusted so that it is shorter than ADJUSTMENT


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

Due to the '/4 inch excess length, the lining will now OUTPUT SHAFT REAR BEARING BRAKE ANCHOR SHOE GUIDE
OIL SEAL
bulge slightly at the center of the band. Snap this lining BRAKE SUPPORT
BRAKE SHOE OPERATING
LEVER LINK
in against the band to make an even tight fit. Install the GREASE SHIELD 0 BRAKE SUPPORT GREASE

remaining rivets, starting from each end and work BRAKE SHOE ASSEMBLY SHIELD SPRING

alternately toward the center.


End-chamfer the two open ends of the lining to reduce
noise and grabbing effect. Reinstall brake band.
N
BRAKE SUPPORT

BRAKE SHOE
RETURN SPRING

CABLE ADJUSTMENT
CABLE GUIDE CLAMP
Sometimes, after long service, the cable will stretch BRACKET ASSEMBLY

to such an extent that pulling back on the hand brake


BRAKE SHOE ADJUSTING SCREW
lever will not apply band to drum. Loosen lock nut (4, BRAKE SHOE ADJUSTING SLEEVE

Figure 20), remove clevis pin from yoke and turn yoke BRAKE SHOE ADJUSTING NUT

until cable slack is taken up. Make certain that lock nut 53:511

is tightened after assembly. (This is not a substitute for Figure 21-Internal Expanding Hand Brake
hand brake adjustment.)

BRAKE ANCHOR SHOE GUIDE BRAKE SHOE ANCHOR PIN


3 ADJUSTING BRAKE ANCHOR WASHER BRAKE SHOE ANCHOR
NUT BRAKE SUPPORT GREASE SHIELD
BRAKE SHOE OPERATING LEVER LINK
BRAKE SUPPORT

(UPPER CLEARANCE) RAKE SUPPORT


BRAKE SHOE & LINING ASSY -
SPACER
2 ANCHOR 11111111isms.- SHAFT FLANGE & BRAKE DRUM ASSY
-4 _
SCREW
.J(1.) 0 BRAKE SUPPORT
SPACER SLEEVE

BRAKE ADJUSTING
SCREW COVER
BRAKE ADJUS.ING
SCREW COVER
C SCREW

1 GUIDE BOLT
BRAKE SHOE OPERATING LEVER SCREW
ADJUSTING NUT BRAKE SHOE OPERATING LEVER
BRAKE SHOE OPERATING LEVER SCREW LOCKWASHER
(LOWER CLEARANCE) BRAKE SHOE OPERATING LEVER SCREW NUT
SHAFT FLANGE WASHER
BRAKE SHOE ADJUSTING SCREW
SHAFT FLANGE NUT
BRAKE SHOE ADJUSTING NUT
CABLE LOCK BRAKE SUPPORT GREASE SHIELD SPRING
BRAKE SHOE ADJUSTING SLEEVE 53,3A
BRAKE SHOE RETURN SPRING
NUT
57P237 Figure 22-Internal Expanding Hand Brake
Figure 20-External Contracting Hand Brake (Exploded View)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 47

When the clearance has been adjusted properly, the OPERATINGr


hand brake should lock when the lever is pulled back LEVER 'y

from four to six notches. CONTROL CABLE


GUIDE CLAMP
HAND BRAKE INTERNAL TYPE CLAMP BOLT,
NUT AND
The hand brake shown in Figure 21, is the internal LOCK
expanding type and is used only on cars equipped with WASHER
PowerFlite or TorqueFlite Transmissions.
The brake is fully enclosed to keep out dirt and oil
and requires very little servicing. Longer lining life is CABLE
assured by protection against dirt and the use of Cycle- ADJUSTING
bond linings. The adjustments, when needed, are very / NUT
simple for both the steel control cable and the shoes.
DISASSEMBLY
To service the internal expanding hand brake, refer
to Figures 21 and 22, then disconnect the propeller shaft
at the transmission. Engage holding Tool C-3281 with
/ SPRING
W ASHER
-.
_-
CONTROL CABLE,
-...s.
CABLE SPRING
SHOE ADJUSTING SCREW, NUT AND SLEEVE
BALL END OF CONTROL CABLE 50x137 A
the companion flange, then loosen and remove the com- Figure 23-Rear View of Internal Expanding Brake
panion flange nut, lockwasher and flatwasher.
Install Puller Tool C-452 on the companion flange;
removing flange and brake drum. Disengage the ball Place the outer anchor guide over the anchor, then
end of cable from the operating lever. Separate shoes secure shoes with retaining washer. Turn the brake
at the bottom, allowing the brake shoe adjusting nut, shoe adjusting nut until the shoes are in a released
screw and sleeve to drop out, then release the shoes. position, then install the brake drum. Be sure the brake
Pry the brake shoe return spring up and over the right shoes are centered on the backing plate and are free
hand brake shoe pin, then work the spring out of the to move.
assembly. Pry out the brake shoe retaining washer and
ADJUSTMENT
remove outer guide.
Slide each shoe out from under the guide spring. (As Remove adjusting screw cover plate. Turn the brake
the shoes are removed, the operating lever strut will shoe adjusting nut, as shown in Figure 23 to decrease
drop out of place.) Separate the operating lever from shoe-to-drum clearance until a slight drag is felt on
the right hand brake shoe, by removing nut, lockwasher the drum. Back off adjusting nut at least one full notch
and bolt. (using Spanner Wrench C-3014) or until brake drum is
The brake now has been disassembled as far as nec- free. Be sure the two raised shoulders on the adjusting
essary for replacement of worn or damaged parts. nut are seated in the grooves on the adjusting sleeve.
ASSEMBLY Test the hand brake lever for travel. When properly
adjusted, there should be from 11/2 to 2 inches of hand
Assemble the operating lever to the right hand brake brake lever rod travel. Install the adjusting screw cover
shoe. Slide the brake shoes under the guide spring and plate.
up on top of the inner anchor guide.
Spread the shoes and insert the operating lever strut
with the wide slot toward the operating lever, and the
CAUTION
stamped "top" facing up. Work the shoe return spring
under the grease shield spring and secure ends in Never substitute for a brake shoe adjustment by
proper holes in webs of shoes, as shown in Figure 21. adjusting cable.
Spread the bottom of both shoes apart and install the
brake shoe adjusting nut screw and sleeve.
HAND BRAKE CABLE INTERNAL TYPE
NOTE REMOVAL-If removal of the control cable is re-
Be sure to install the adjusting nut, screw and quired for replacement or repair, loosen the guide
sleeve in the proper position, as shown in Figure 21. clamping bolt, as shown in Figure 23, then remove ad-
If installed in the reverse position, adjustment would justing screw cover plate. Pry the ball end of the cable
be difficult. up and out of the operating lever slot with a screw-
driver. Remove the control cable from the guide.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
48 CHASSIS

INSTALLATION -Slide cable into the guide, then in- With the brake shoes adjusted properly there will be
sert Tool C-30l5 between the spring retainer washer free play in the brake operating lever. The hand brake
and the ball on the end of cable. Hook the cable into cable adjusting nut should be positioned against the
the slot in the operating lever, with the lever between cable guide so that the brake operating lever is cen-
the ball and the washer, as shown in Figure 23. tered in its normal free play arc. To lock this adjustment,
tighten the cable guide clamp and then tighten the
hand brake cable lock nut against the adjusting nut.
NOTE The cable adjusting nut should be held in position during
The cable must be installed so that the cable con- this operation so that the cable length adjustment is not
duit is not pulled taut between any of the fastening disturbed.
points. All bends in the conduit must be of a radius of
not less than 6 inches. The conduit must not hang
below the level of the frame. 9. POWER BRAKES
OPERATION
ADJUSTMENT The power brake unit is designed to reduce pedal
Always be sure that the hand brake lever handle is effort by applying power directly to the pedal linkage.
in the full returned position before the cable length The entire hydraulic brake system is identical to a
adjustment is made. With adjustment made as de- standard brake as no hydraulic connections are neces-
scribed, the hand brake should not drag nor chatter. sary.
YOKE YOKE

/
/
_........., VALVE OPERATING LEVER
PEDAL MOUNTING BRACKET----

ADJUSTING CAM
BRAKE PEDAL
RETURN SPRING
POWER LEVER
POWER LEVER MASTER CYLINDER
MASTER CYLINDER

MASTER CYLINDER PUSH ROD MASTER CYLINDER PUSH ROD

57P124

Figure 24-Power Brake Assembly

TO VACUUM POUNCE TO VACUUM SOURCE

AIR-VACUUM BELLOWS

AIR INLET

VACUUM VALVE
CLOSED VACUUM VALVE
OPEN

AIR VALVE
CLOSED

UNAPPLIED APPLYING

56P I 21
56P122

Figure 25-Power Brake-Unapplied Position Figure 26-Power Brake-Applying Position

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 49
TO VACUUM SOURCE
vacuum reserve tank. The unit assembly contains the
air and vacuum valves. As the foot pedal is depressed,
V air is evacuated from the bellows allowing atmospheric
pressure to compress the bellows.
AIR INLET

The unit is mounted in the vehicle and connected to


VACUUM VALVE
CLOSED the brake pedal, as shown in Figure 24.
The power unit assembly is mounted on the engine
AIR VALVE
CLOSED
side of the dash panel. A yoke assembly protrudes
HOLDING, through the dash panel and provides the connection
between the power unit and the pedal linkage. When
OR "POISED" application of the brakes begins, force is applied from
the booster through the yoke assembly to the pedal
56P123
assembly. In this way the contraction of the bellows
assists in applying the brakes. Through the yoke, me-
chanical contact between the unit and the brake linkage
Figure 27-Power Brake-Poised Position exists only when the unit is assisting in a brake appli-
cation. If there should be a loss of vacuum, the brake
pedal is free to move completely independent of the
The unit is an oval-shaped air-vacuum bellows which power unit. A loss of vacuum power simply returns the
is mounted on the engine side of the dash panel and operator to conventional hydraulic brakes. The power
connected mechanically to the brake pedal linkage. unit is connected into the brake linkage when assisting,
It is a vacuum operated brake booster and includes a and completely disconnected when it is not.

AIR VALVE
BOLTS (4)
AIR FILTER
VALVE HOUSING
SEAL
LOCK WASHERS (4
"0" RING
COVER PLATE

"0" RING SPRING

VACUUM VALVE

SEAL

BELLOW S

RETAINER
RETURN SPRING

SPRING

GUIDE RETAINER

SEAL

BELLOWS SUPPORTS
OUTER MOUNTING COVER

INNER MOUNTING PLATE

NUTS (4)
OPERATING ROD BEARING

BUTTON
"0" RING
STOP-SEAL WASHER ----,0
SET SCREW

YOKE
"0" RING-- --'p(
SET SCREW 56x527A

Figure 28-Power Unit-Disassembled

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
50 CHASSIS

Vacuum from the intake manifold is applied to the


unit, and air is evacuated from the air-vacuum bellows NOTE
through the vacuum valve during brake application. A service package is available that contains all
When the brakes are released, air (atmospheric) enters "0" rings and seals that are used in the power unit.
the unit through the built-in air cleaner, and is regulated When servicing a unit use all new "0" rings and
by the air valve. The valve operating rod, which is con- seals to insure complete satisfactory booster per-
trolled by the pedal, overcomes the spring pressure of formance.
the air valve spring and keeps atmospheric pressure The "0" rings and seals in this package are pre-
inside as well as outside the air-vacuum bellows. The greased with a silicone type grease for ease of
return spring assures complete extension of the bellows installation and to prevent any twist or damage
whenever the brakes are not being applied. when installing. If necessary to add grease to these
As shown in Figures 25, 26, and 27 these drawings parts be sure and use silicone type because it does
show the unit in the unapplied, applying and poised not change in consistency on the working parts dur-
positions, respectively. ing high and low temperatures.
In the unapplied position, the air-vacuum bellows is
filled with air (atmosphere). The power produced by 10. POWER BRAKE DISASSEMBLY
the unit is developed when vacuum removes the air
from the bellows and causes it to contract. REMOVAL

The position of the valves in Figure 25 shows the Place a wood wedge between the power brake lever
unit "unapplied." The air valve is open, so that air is and the forward edge of the triangular hole in the pedal
freely admitted to the air-vacuum bellows. The vacuum bracket. This will prevent the trigger arm from extend-
valve is closed, thus preventing any evacuation of air ing beyond the bracket.
from the bellows. The air valve spring bears against
the air valve and would cause it to close if it were not
NOTE
restrained by the valve operating rod, which passes
through the bumper on the end of it. The pedal linkage If pedal linkage is allowed to extend through the
return spring tends to keep the air valve in the "un- hole in dash panel the trigger arm may be damaged.
applied" position. This spring load which is transmitted
to the valve operating rod overcomes the air valve Remove the nuts that attach the dash panel reinforce-
spring and keeps the air valve open. As soon as foot ment to the unit. Slide plate off and away from unit.
pressure is applied to the pedal, this restraint on the
air valve is removed and it is allowed to close. Further DISASSEMBLY OF UNIT
movement of the air valve overcomes the vacuum valve Using an Allen wrench, back out the two set screws
spring and opens the vacuum valve, as shown in Figure sufficiently to allow removal of yoke. Slide yoke off end
26. The unit is in the "applying" position. With the bel- of guide and away from unit, as shown in Figure 29.
lows isolated from atmosphere and vacuum applied to (Slightly compress bellows by hand for clearance while
it, it contracts and applies force to the brake pedal loosening set screws.) Remove rubber stop seal washer.
linkage through the pedal-to-unit yoke. The amount of
force applied to the linkage by the power unit is in direct YOKE-
proportion to the amount of pressure applied to the
brake pedal.
BUTTON SEAL
As the pedal pressure is varied to suit braking re-
....1
quirements, the force supplied by the unit instantane-
SET SCREWS
ously varies in proportion. If at any point during brake
application or release, a holding position is required,
the unit immediately becomes "poised," ready to re- STOP SEAL WASHER
spond to further application or release. Valve positions VALVE
when the unit is "poised" are shown in Figure 27. The OPERATING
ROD
air and vacuum valves are closed. Additional pedal GUIDE
pressure will cause further evacuation of the bellows
to add force to the application; release of the pedal
pressure will open the air valve to admit air to the
bellows. At any point between fully released and fully
57P322
applied the unit will instantly become poised whenever
a constant pedal pressure is maintained. Figure 29-Yoke and Valve Operating Rod Removal

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 51

OUTER
NOTCH MOUNTING
PLATE VALVE HOUSING
INNER
MOUNTING
GUIDE /PLATE
I
"0" RING

BEARING

ALIGNMENT
ARROWS
NUTSN
44 Ig. C\ NOTCH 56x535
56P127 AIR VALVE
Figure 30-Removing Outer Mounting Plate Figure 32-Air Valve Removal

BELLOWS FLANGE BELLOWS SUPPORTS (3)


AIR FILTER COVER GUIDE

"0" RING

/7-

4
AIR VALVE
SPRING
VALVE HOUSING-""--
DIMPLE
VALVE HOUSING BELLOWS
BOLTS---4" 56P135
56PI36

Figure 31-Valve Cover Removed Figure 33-Bellows Supports

Lift the valve operating rod out of the unit. Remove cover, as shown in Figure 31. (If necessary, use a flat
and discard the valve operating button seal, as shown blade to separate cover plate from the bellows flange.)
in Figure 29. Extreme care should be used to avoid marking or
Remove the nuts that attach the outer mounting plate scratching inner face of plate where it clamps to bellow
and using a screwdriver, gently pry up on plate to flange. A scratch on this surface could cause a leak.
loosen. Lift plate straight up and away from unit. Remove the "0" ring from valve cover and discard.
Compress the bellows by hand sufficiently to expose Remove the air valve spring from center of valve.
the guide sleeve bearing. Slide bearing off end of guide. Remove the air filter. Slide the air valve out of the valve
Remove and discard the bearing seal from inside of housing, as shown in Figure 32. It may be necessary to
bearing. use a hooked wire to remove valve.
Peel back the outer lip of bellows completely around Place the valve housing end up on bench. Remove
the inner mounting plate. Exercise care in removing the the bellows from valve by peeling back the outer lip of
inner plate as the bellows return spring may force the bellows. Lift bellows up and away from valve. If a new
mounting plate upward. Remove plate and lift out the bellows is to be installed, remove the three bellows
return spring and spring retainer. supports, as shown in Figure 33.
Remove the bolts and lockwashers that attach the
DISASSEMBLY OF VALVES
guide to the valve housing and lift off guide to expose
Place unit on its side. Remove the bolts and lockwash- the vacuum valve, valve spring and seals, as shown in
ers that attach the valve cover to valve. Lift off valve Figure 34. Remove and discard seals.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
52 CHASSIS

VALVE SEAL
GUIDE AIR VALVE SEAL (LIPS OF W
SEAL FACING OUT)N
VACUUM VALVE
GUIDE SEAL
SPRING

VACUUM
VALVE

VALVE
RETAINER

VALVE HOUSING

VALVE ,7-41"--
BOLTS 56x537
HOUSING 57P263

Figure 34-Valve Housing Guide Removed Figure 36-Air Valve Seal Removal and Installation

VACUUM VALVE Inspect all parts for wear or damage. Check the air
valve for signs of scoring or wear. If valve body or valve
is scored or worn, install new parts as required. At
VACUUM VALVE-,t assembly, use new "0" rings and seal rings through-
RETAINER out.
Be sure all seal and "0" rings are suitably covered
ISO
with silicone grease. (Rings and seals are pre-coated
in parts kits.)

11. ASSEMBLY OF POWER BRAKE


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 53

VACUUM VALVE AND


AIR VALVE
RETAINER

VALVE HOUSING

VALVE
SPRING

- VALVE HOUSING
56x541
Figure 37-Assembling Vacuum Valve and Retainer ALIGNING
57P260 ARROWS

Figure 39-Air Valve Assembly


Insert a new air valve seal into the bore of the valve
housing, as shown in Figure 36. Then install the air
valve seal retainer over seal retainer in valve housing.
RETURN SPRING
With the assembly in the holding fixture, lightly coat
the outside surface of the air valve with silicone grease
(do not use any other kind); then insert air valve (small
end first) into the bore of valve housing, as shown in
Figure 39. Use finger pressure to test for free movement
of valve against vacuum valve spring. GUIDE
Install air valve spring in recess in air valve. (Refer
to Figure 31). Install air filter. Install a new air valve
housing cover "0" ring on the shoulder provided on
the valve housing hub. Position the valve housing cover
over the valve housing, with notch in the edge of cover
matching the arrow on bellows.
Be sure that the air valve spring nestles on the dimple 57P267
in the center of the cover. Press cover down evenly over
valve housing to seat cover "0" ring. Install bolts and Figure 40-Assembling Return Spring
tighten securely.
Remove assembly from holding fixture and invert
unit. Coat the guide lightly with silicone grease and Place the spring retainer and inner mounting plate
install return spring, as shown in Figure 40. Position the over spring, being sure that the arrow stamped on plate
spring evenly around hub of valve housing and guide. is in line with arrow on edge of bellows. Compress re-
turn spring, then fold bellows lip over edge of plate.
See Figure 42.
SEAL
(LIPS TOWARD BORE) Install a new guide bearing sleeve seal in groove
inside bearing bore. The seal must nest snugly in bear-
ing with the lips pointing outward.
Using silicone grease, lubricate the inside of bearing
and slide over guide while compressing bellows.
I Install the bearing-to-mounting plate "0" ring. Lower
GUIDE outer mounting plate on assembly. The notch on edge
of plate must be in line with arrow on bellows.
56x542 Slide a new valve operating rod "0" ring over nylon
Figure 38-Assembling Valve Housing to Guide Seal bumper on end of rod and into groove. Install rod in the

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
54 CHASSIS

center guide. Press on end of rod to test for free operation INNER MOUNTING COVER
$ TAPERED HOLES
or movement of the air and vacuum valves. A "two step" BEARING (SET SCREW)
movement should be felt when the rod is depressed and
released fully.
Place a new stop-seal washer in position and install
yoke on end of guide. Compress the bellows slightly
and alternately tighten set screws. The hub of yoke
must be down snug against shoulder of guide, with set
screws aligned with the tapered holes in guide.
Place the reinforcement with the long center line of
the bracket at a right angle to the long center line of the
power unit. The off -set of the bracket must be so located
that, when installed in car, the axis of the unit will be
p
inclined downward toward the front of the car. Install
lockwashers and nuts and tighten securely. 56x547

INSTALLATION OF UNIT Figure 42-Assembling Inner Mounting Plate Into


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

TO VACUU OURCE TO ENGINE INTAKE MANIFOLD


TO BELLOWS UNIT
AM-VACUUM BELLOWS

AIR IRLET
VALVE OPERATING ROD VACUUM CHECK VALVE

AIR VALVE

AM VALVE SPRING

VACUUM VALVE

YOKE

AM FILTER

VACUUM VALVE

4fr
56PI 20 VACUUM RESERVOIR 56P130
Figure 41-Unit Identifying Parts Figure 43--Vacuum Reserve Tank

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 55

GAUGE
GAUGE

TRIGGER PIVOT

BRAKE
PEDAL

TRIGGER TRIGGER

PIVOT
COLLAR

POWER
BRAKE
LEVER CENTER LINE

ADJUSTING
SCREW

56x61 A
Figure 44-Power Brake Trigger Arm Adjustment

2. CHECKING ARC OF TRIGGER ARM - Install wedged apart, a false free play setting will be meas-
gauge, Tool C-3508, on power lever cross pin. With ured at the pad end of the pedal.
wedge, or screwdriver removed, and the trigger arm-to-
2. ADJUSTMENT OF POWER BRAKE FOR MAXI-
power brake lever cross pin dimension adjusted cor-
rectly, the outer curved surface of the trigger arm must MUM PERFORMANCE-After the pedal free play is
contact the outer circle of the gauge within the angle adjusted properly a final check should be made to
scribed on the gauge. Refer to Figure 44.
assure maximum performance of the booster. Slight
rotation of the adjusting cam in a counter-clockwise di-
rection will speed up a slow pedal vibration. A slight
NOTE adjustment of the cam in the clockwise direction will
With the pedal assembly clamped in vise, it will eliminate a time delay during a fast application.
be necessary to move power lever (by hand) to
locate trigger arm on outer circle of gauge.
NOTE

If position of trigger arm does not meet this require- Rotation of cam adusting screw should be 90°
ment, the trigger arm can be carefully bent to specifica- about original setting.
tions. In cases where trigger arm is "out" an excessive
amount, the entire trigger arm assembly must be re-
placed. If a new trigger arm assembly is installed, di- 12. DIAGNOSIS PROCEDURES
mension must be rechecked.
SPONGY PEDAL
PEDAL ADJUSTMENT
When the brake pedal, while being depressed, feels
1. FREE PLAY ADJUSTMENT-A free play adjust-
like it is pushing against a "cushion," the condition is
ment check should be made at NO VACUUM. Insert a
generally termed "spongy pedal."
wedging tool (a long screwdriver will do) between the
trigger pivot and the rear side of the hole in the power AIR-Check for air in lines. Air can enter system
brake lever forcing the brake pedal and power lever through a leak when brake fluid is low in the master
apart. Check free play with linkage in this position by cylinder reservoir, or when any part of system has been
pushing lightly at the pad end of the brake pedal. This disconnected. Air may be left in the system, if the bleed-
should be from IA to 1/2 inch. Lengthening or shortening ing operation is not properly performed; or air bubbles
of the push rod if necessary, should be made at this may develop in a tightly sealed system when an inferior
time. If the trigger pivot and power brake lever are not type brake fluid is used.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
56 CHASSIS

DRAGGING BRAKES spect all connections and flexible hose. Check wheel
cylinder rubber cups for scoring or damage.
The major causes of dragging brakes are: Too tight
an adjustment of brake shoes, or the failure of brake 2. FREE PLAY-Check adjustment of push rod.
shoes to return to their released position. 3. AIR IN LINES -Check for air in system. Air can
1. ADJUSTMENT-Perform a brake adjustment to be enter through a leak, when brake fluid is low in master
sure the brake shoe cams are correctly positioned. cylinder reservoir, or any part of system is discon-
nected. Air may be left in system if brake bleeding is
2. BRAKE SHOE RETURN SPRINGS-Check for weak improperly performed or, air bubbles may appear in a
return springs. Make sure correct spring is used. tightly sealed system when an improper type brake
3. MASTER CYLINDER-Remove the filler cap and fluid is used.
check the relief port with a tag wire to be sure it is 4. BRAKE PEDAL GOES TO FLOOR BOARD BUT
not partially blocked. A swollen primary cup, incorrect CAN BE PUMPED UP-Look for the following condi-
pedal free play, scoring or rust between the piston and tions:
the piston stop, may also partially restrict the return
of fluid to the master cylinder reservoir. (a) Adjustment-Adjust the brake shoe cams.
(b) Master Cylinder-A scored or damaged primary
4. WHEEL CYLINDERS-Check for swollen cups cup will not hold pressure due to leakage of fluid past
which can slow up the return of the pistons. Check the the cup, and will result in the pedal going to floor board
inside of the wheel cylinders for scoring or corrosion. slowly on a light brake application.
5. BRAKE HOSE-Inspect for plugging or swelling (c) External Leakage-Inspect for leaks at wheel
which could restrict the return flow of fluid in the lines. cylinders, all brake lines and connections.
LOCKED BRAKES
HARD PEDAL
1. MASTER CYLINDER-Check relief port with a
piece of tag wire. Make sure it is free of dirt, or other If excessive effort is required when applying the
foreign material. It may also be blocked by a swollen brakes, the condition is usually referred to as "hard
primary cup, incorrect free pedal travel, scoring or rust pedal."
between the piston and piston stop. 1. LININGS-Inspect linings for evidence of oil,
grease, brake fluid or a heavy glaze.
2. FLEXIBLE HOSE-Inspect for plugging or swelling.
This could restrict the return flow of fluid in the lines. 2. SHOE ADJUSTMENT-Check for proper shoe ad-
justment or uneven contact.
3. BRAKE SHOE RETURN SPRINGS - Check for
broken return spring. 3. MASTER CYLINDER-The relief port may be par-
tially restricted. To check, insert a piece of tag wire
GRABBING BRAKES in the relief port.
1. ADJUSTMENT-Check for improper adjustment of BRAKE NOISE
brake shoe cams. 1. BRAKE SHOE ADJUSTMENT-Adjust cams.
2. BRAKE LINING-Inspect linings. If brake fluid, oil 2. BRAKE SHOE-Check straightness of brake shoes.
or grease, has contacted the linings, the brake may
"take hold" prematurely. If the lining has become 3. LINING CONTACT-Inspect lining to determine if
soaked with brake fluid, oil or grease, it may slip, giv- it is contacting the brake drum over entire surface.
ing the effect of a grabbing brake on the opposite wheel. 4. BRAKE DRUMS-Inspect brake drums for evidence
3. BRAKE DRUM-Inspect for scoring, cracks, or an of heavy scoring or cracks. Determine if drums are out-
out-of-round condition. If one of these conditions exists, of-round.
grabbing may occur when brakes are applied. CHATTERING

PEDAL GOES TO FLOOR BOARD The following conditions may result in brake chatter
when front wheel bearings, or front suspension parts,
If no braking action results when the brake pedal is are loose.
pushed all the way to the floor board and pressure can-
not be built up by pumping the pedal several times, the I. ADJUSTMENT-Check brake shoe adjustment.
following causes may be responsible. 2. BRAKE DRUM - Inspect for an out-of-round or
1. BRAKE FLUID-Check the brake fluid level in the cracked brake drum.
Master Cylinder reservoir. Loss of brake fluid due to 3. LININGS-Inspect for oil, grease, dirt or brake
leakage is the most likely cause of this condition. In- fluid on linings.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
BRAKES 57

CARS EQUIPPED WITH POWER BRAKE


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
58 CHASSIS

SPRING

COVER EYE BOLT ASSEMBLY

LEVER

SPRING

DISC ASSEMBLY

PIN PLATE

STRUT
55 P1047

Figure 1-Borg & Beck Clutch (9% inch) Disassembled

COVER DRIVE LUG

EYE BOLT PRESSURE


NUT SPRING
LEVER
RELEASE
SPRING
LEVER
s-

EYE BOLT \ DRIVEN DISC

%.\\<PRESSURE PLATE

STRUT PIVOT PIN

DRIVE LUG
EYE BOLT OPENING
NUTS 45 x 450
Figure 2-Borg & Beck Clutch (10 inch) Disassembled

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
59

PART ONE CHASSIS


SECTION IV CLUTCH
Pages
Data and Specifications 60
1. Clutch Pedal Adjustments 59
2. Clutch Assembly 59
3. Clutch Shaft Pilot Bushing 64
4. Clutch Release Bearing 64
5. Diagnosis Procedures 64

1. CLUTCH PEDAL ADJUSTMENTS REMOVAL


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

2. CLUTCH ASSEMBLY PEDAL


MOUNTING
BRAKE PEDAL
Clutch service usually involves only the replacement 1/4,111
ASSEMBLY BRACKET
of the disc. It is not practical to repair or reline a disc, as
there is no satisfactory method of checking or repairing
the dampener and cushion springs in the disc. On the CLUTCH PEDAL

other hand, the clutch pressure plate assembly seldom DASH PANEL
requires replacement. It can be adjusted and the com- CLUTCH FORK
ponent parts can be replaced. TORQUE SHAFT
PULL BACK SPRING

CLUTCH
When working on the clutch assembly always check HOUSING

the clutch finger height adjustment and the pressure BRACKET --b- ELEASE FORK

plate for parallelism. Test the clutch pressure plate CLUTCH RELEASE FORK ROD
springs for proper tension. Carefully inspect the flywheel SPRING CLIP
ADJUSTING NUT 57P106
and pressure plate for evidence of burning or heat
checks. Figure 3-Measuring Clutch Pedal Free Play

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
60 CHASSIS

At DISC ASSEMBLY
A- PLATE
RELEASE
WASHER
LEVER PIN

PLATE
RETURN
SPRING

PRESSURE
\ RELEASE
LEVER

SPRING

ADJUSTING
SCREW
AND LOCK NUT

55P1152
Figure 4-Auburn Clutch (9'/4 inch) Disassembled

CLUTCH
DATA AND SPECIFICATIONS

Models P-30 LP-1 P-31 LP-2

Borg and Beck


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
CLUTCH 61

CLUTCH COVER

PUNCH MARKS:

BALANCE DRILLING FLYWHEEL


ON FLYWHEEL

g.
5 5 PI 04 6

Figure 5-Punch Marks on Clutch Cover 34x 97


and Flywheel Figure 7-Removing or Installing Release Lever
COVER SUPPORT PLATE
CLUTCH PRESSURE PLATE
COMPRESSION NUT
FIXTURE C-585
CLUTCH COVER
PLATE RETURN SPRING
WASHER
ADJUSTING SCREW
COMPRESSION
WASHER

PUNCH MARKS ON
PRESSURE PLATE
AND COVER 4t

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
62 CHASSIS

SELF WASHER I COMPRESSION NUT


ALIGNING COMPRESSION
WASHER WASHER
HOUSING
CLAMP

ADJUSTING FEELERpt

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

Clutch Assembly Fixture C-585


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
CLUTCH 63

CLUTCH PRESSURE SPRINGS


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

Recheck release lever adjustment to make certain WASHER COMPRESSION NUT


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

ASSEMBLY (AUBURN CLUTCH)


Assemble the levers to the cover and peen over the
ends of the lever pins. Install the pressure spring be- ADJUSTING FEELER
tween the lever and the cover. Make sure the springs
rest on the bosses of the cover and are seated in the
embossed seats of the levers. Press down on the release S5P1178

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
CHASSIS

NEW BEARING
OLD BEARING

TOOL C360
RELEASE BEARING SLEEVE

55P1151 45 x 89
Figure 12-Clutch Disc Aligning Arbor Figure 14-Installing Clutch Release Bearing

NOTE
Be sure the clutch pressure plate (1) and the fly-
wheel face (2) are perfectly clean. Insert about 1/2
teaspoonful Short Fiber Grease in pilot bushing (3).

4. CLUTCH RELEASE BEARING


Exercise care when installing a new clutch release
2 bearing to avoid damaging the bearing race. Never
drive the bearing on the sleeve with a hammer.
Installation can be accomplished by placing the front
sides of the old and new bearings together and aligning
45 x 436 them against the release bearing sleeve. Then place
Figure 13-Lubricating Pilot Bushing the bearings and sleeve in a vise and press the new
bearing on the sleeve. See Figure 14. Turn the bearings
as they are pressed together. The new bearing must be
3. CLUTCH SHAFT PILOT BUSHING flush with the shoulder of the release bearing sleeve.
REMOVAL
Use tool C-3185 to remove worn or scored pilot 5. DIAGNOSIS PROCEDURES
bushings. SLIPPING
Screw the tapered pilot into the bushing, allowing the To test for a slipping clutch, start the engine, set the
pilot to cut its own threads until a solid grip is obtained. hand brake and shift into high gear. Then, release the
Insert the puller screw and rotate, forcing the bush- clutch pedal and accelerate the engine slowly. The
ing out. engine should stall immediately if the clutch is not
INSTALLATION slipping.
When installing a new pilot bushing, slide over the I. PEDAL FREE PLAY-Inspect for sufficient pedal
pilot of tool C-3181 and drive into place with a soft free play, which may prevent the clutch from engaging
hammer. This causes the bushing to tighten up on the completely.
pilot. Install the cup and puller nut and tighten, remov- 2. CLUTCH DISC-Inspect for burned, worn, or oil
ing the tool from the bushing. This action burnishes the soaked clutch disc facings.
bushing to correct size. 3. PRESSURE PLATE SPRINGS-Inspect for weak or
Lubricate the bushing (Figure 13) with about a half- broken pressure plate springs. Test each coil spring for
teaspoon of short fiber grease. Insert the grease in the weakness. If the paint on a spring is burnt or coils are
bushing, not on the end of the pinion shaft. too close together, the spring is probably weak.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
CLUTCH 65

CHATTERING PEDAL STIFF OR BINDING

This condition can be determined by vibration that 1. CLUTCH LINKAGE-Inspect clutch linkage for rust
may occur during clutch engagement. or corrosion. Inspect for bent or misaligned linkage.
2. OVERCENTER SPRING-Check adjustment of free
1. CLUTCH DISC-Inspect for oil or grease on facings.
play and overcenter spring if clutch pedal is hard to
Before replacing disc, determine the source of the leak.
operate, or the pedal will not return properly.
Oil may come from a leaky rear main bearing, the trans-
mission, or from use of excessive lubricant in the pilot
NOISES
bushing.
1. RELEASE BEARING-A high-pitched noise, occur-
2. PRESSURE PLATE-Inspect for a cocked pressure ring only with the engine running, the transmission in
plate. If the pressure plate does not meet the disc evenly, NEUTRAL, and the clutch pedal down, usually indicates
chatter may result. If the clutch release levers are not that the release bearing should be replaced.
adjusted properly, the pressure plate will not meet the
disc evenly. 2. RELEASE LEVERS-A rattling noise may develop
when an uneven release lever causes the release bear-
DRAGGING ing to shuffle on its sieve.
This condition exists when the clutch is slow in dis- 3. PILOT BUSHING-A high-pitched noise, occurring
engaging, or will not completely release. When this only with the engine running, the transmission in GEAR,
occurs, the gears may be difficult to shift without and the clutch pedal down, may indicate that the pilot
clashing. bushing is tight, worn or dry. The noise is usually more
evident in low or second gear than it is in high gear.
1. PEDAL FREE PLAY-Inspect for excessive pedal
free play which might prevent the clutch from releasing 4. CLUTCH DISC-If a metallic grinding noise, simi-
completely. lar to a rear axle gear or bearing noise, if heard, it may
be caused by improper functioning of the clutch disc
2. CLUTCH DISC- Inspect for a bent clutch disc. If damper unit, and the disc should be replaced. This noise
the disc is bent, it will not be parallel with flywheel and is usually evident when the car is accelerated from 25
pressure plate, and disengagement will not be complete. to 30 MPH, or when decelerated from 50 to 35 MPH.
3. CLUTCH RELEASE LEVERS-Inspect adjustment of 5. PRESSURE PLATE ASSEMBLY-If a whining noise
clutch release levers. Disengagement may be uneven is heard when the engine is accelerated and the clutch
and cause the clutch to drag if release levers are im- disengaged (pedal down), it may be due to excessive
properly adjusted. clearance between the pressure plate lugs and the open-
ings in the stamped cover.
4. CLUTCH DISC HUB-Make sure clutch disc hub
does not bind on the drive pinion shaft. If it does bind, a If a squeaky noise is heard while the clutch pedal is
dragging condition may be created. being operated, it may be due to the pressure plate
release levers, or the drive lugs rubbing on the cover.
5. RETURN SPRINGS (AUBURN)-Inspect for broken Work Lubriplate between the clutch cover and the drive
or weak return springs. lugs using feeler stock.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
66 CHASSIS

WHEELS AND TIRES


DATA AND SPECIFICATIONS

Models P-30, LP-1 P-31, LP-2

Type Steel Disc

Rim Drop Center-Safety Wheel

Wheel Size 14 x 5 in. Std.


EC

a)
14 x 51/2 (Spec. Equip.)
14 x 6 (Spec. Equip. for 12" Brakes)

Number of Bolts to Attach Wheel 5

Bolt Hole Circle-(dia.) 41/2 in.

Bolt Size 1/2 in.-No. 20


65 ft. lbs. Torque

Type Super Soft Cushion Tubeless

Tire Size 7.50 x 14 in. Std.


8.00 x 14 (Spec. Equip.)

e Ply 4
cu

1:
Tread Twin Grip

TIRE PRESSURE
Pounds-Cold (7.50 x 14 &
8.00 x 14) 22 24

57x22 54x367

Figure 1-Removing Tire from Rim with Tool C-715 Figure 2-Installing Tire Beads

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
67

PART ONE-CHASSIS
SECTION V-WHEELS AND TIRES
Pages
Data and Specifications 66
1. Dismounting and Mounting Tires 67
2. Repairing Tubeless Tires 68
3. Tire Care 70
4. Wheel Balance 71
5. Wheel Bearings 72
6. Diagnosis Procedure 73

. DISMOUNTING AND constricting the tread centerline, as shown in Figures


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

REMOVING TIRE FROM SAFETY RIM

With wheel and tire removed from car, deflate tire


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

REMOVING TIRE WITH SPECIAL SERVICE TOOL


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

MOUNTING TIRES

To install tubeless tires on the wheel apply a very


mild soap and water solution (1 or 2%) on the tire beads.
See Figure 2. After the tire has been mounted on the
wheel and with the valve core out, apply a blast of air. 54 x 364A
If the beads do not contact both bead seats sufficiently
to seal the pressure then the beads must be spread by Figure 3-Safety Wheel Rim

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
68 CHASSIS

57x24
54x372
Figure 4-Constricting Centerline of Tire
Figure 6-Leak at Valve Stem
with Mechanical Tool
Att,

57x25 57x26

Figure 5-Constricting Centerline of Tire Figure 7-Installing Snap-In Type Valve Stem
with Rope Tourniquet Using Special Tool

When the beads have moved out to contact the seats, rim flange. Allow five minutes, any slow leak will show
again apply air pressure, but only enough to seat the up as an accumulation of white foam or air bubbles.
beads. Remove the constricting tool or rope, install the Fast leaks will sometimes blow through the soap film
valve core and inflate the tire to the recommended pres- and not form bubbles or foam. If no foam shows, reapply
sure. the coating carefully, watching at the same time for
large bubbles.
2. REPAIRING TUBELESS TIRES Valve leaks usually show up as bubbles issuing from
LOCATING LEAKS between the valve stem and wheel. Drop some soap
solution at this point and watch for the bubble, as shown
In most cases the tire and wheel need not be removed
from the car for repair if the leak can be readily found. in Figure 6.
The puncturing object, when found, can be removed and There have been cases of rim leakage through cracks
leak repaired using the plug method. or around rivets. If the leak does not show up from the
If the tire is flat, reinflate and listen for a fast leak. If usual places (punctures, rim flange, valve or stem) then
the leak is too slow to be found by sound, remove the be sure to check the rim.
wheel and tire and submerge in a water test tank. The metal-type valve stem can be repaired, in most
When a test tank is not available, apply a coating of cases, by replacement of the rubber gasket. A snap-in
soap solution with a paint brush or hand spray. Cover type rubber valve stem that leaks must be replaced.
surface of tire, valve stem and the juncture of tire and See Figure 7.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
WHEELS AND TIRES 69

57x28 54 x 386A
Figure 8-Inserting Needle and Plug In Puncture Figure 10-Plug and Needle Installed In Puncture

OUTSIDE REPAIR METHOD Push the needle and plug in until the short end of the
plug snaps through the tire, as shown in Figure 10. Re-
Ordinary punctures are easy to repair with a tubeless
tire repair kit, using the plug method. The repair can be
move the needle by pulling straight out. The plug will
unhook automatically. Trim the plug approximately 1/2"
made with the tire inflated or flat without removing the
tire from the rim. The repair kit contains an assortment above the tread surface, as shown in Figure 11. A prop-
erly installed plug will last the life of the tire.
of rubber plugs, a needle inserting tool and repair
cement and instructions for their use. See Figure 8. INSIDE REPAIR METHOD
Remove the puncturing object from the hole. Dip the When a tire has been punctured by an irregular
needle in the repair cement and probe into the puncture shaped object, it may still leak when repaired by the
to locate its direction, as shown in Figure 9. "outside or plug" method. The "outside method" is re-
commended first because it is the easiest. This condition,
Repeat until hole is well lubricated. Do not force the when found, will require the use of the "inside" method
needle if it seems to be blocked. Forcing may make a for repair.
double hole that is difficult to seal completely. PREPARATION-Remove the tire from the wheel. In-
Select the plug or plugs according to the size of the stall spreaders, as shown in Figure 12.
hole. The plug should be about twice the diameter of Trim the inside end of plug flush with the liner. Next,
the hole. Dip the plug and needle end in the repair buff the liner approximately 1 inch around the puncture.
cement and immediately insert into the hole in the tire (Be sure and leave the plug in the hole as this will serve
with a firm and steady motion. to keep moisture out of the tire fabric).

57x27 54 x 388A
Figure 9-Lubricating Puncture with Cement Figure 11-Sealing Plug Correctly Installed

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
70 CHASSIS

The inside curing methods will provide easy, com-


pletely permanent repair for any kind of a tubeless tire
puncture that has not seriously damaged the cord body.

3. TIRE CARE
TIRE PRESSURE

The air pressure in tires (tubeless or with tubes) will


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

ROTATION OF TIRES EVERY 3,000 MILES


IS THE ONLY WAY TO EVEN OUT TIRE
WEAR AT THE DIFFERENT WHEEL POSI-
TIONS AND TO OBTAIN MAXIMUM TIRE
LIFE.

45x572

Figure 13-Tire Rotation Plan

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
WHEELS AND TIRES 71

STATIC ELECTRICITY DIRECTION OF FORCE


Sometimes enough static electricity is built-up by CENTER LINE
tire friction to give a person a perceptible shock when OF WHEEL CENTER LINE OF WEIGHT MASS
the door handle or other metal parts of the car are
touched. This condition is also sometimes reflected in
the performance of the car radio, creating a static noise AXIS OF
ROTATION
developing in the radio speaker. SPINDLE
Static under these conditions, can usually be sup-
pressed by the use of Tire Static Suppression Power.
The power is supplied as a service package for one STEERING
car and consists of a large envelope containing five KNUCKLE
smaller envelopes, each of which includes the right PIVOT
amount of power for injection in one tire. The tool for
injecting the power into the tire is known as a tire static DIRECTION
suppression power injector. OF B
FORCE
A 54x393
4. WHEEL BALANCE
The need for balancing wheels is indicated by heavy Figure 15-Dynamic Unbalance
vibration of the steering wheel of the car, when driving
at speeds above 40 miles an hour over a smooth straight
highway. A wheel and tire assembly which has been balanced
statically may rotate freely without bouncing or shim-
STATIC BALANCE
mying if the amount of weight added to the rim flange
To balance a wheel statically, remove oil seal and does not throw the assembly out of dynamic balance.
grease from bearings to permit free rolling of the wheel. The use of wheel balancing equipment will greatly
Then install the wheel, hub and drum assembly on the facilitate the operation of balancing the assembly both
steering knuckle spindle. The brakes must be fully statically and dynamically.
released so that they do not drag.
Rotate wheel. When wheel stops rotating, heavy part DYNAMIC BALANCE
of the assembly will be at the bottom. Install two external Dynamic balance (running balance) is the even distri-
balance weights directly opposite the heavy side of the bution of the total weight of the wheel and tire assembly
wheel. See Figure 14. around its axis of rotation. An assembly can be in static
Gradually move weights apart-equal distance from balance yet not balanced dynamically. A wheel and
the starting point until the wheel is in balance. The wheel tire assembly correctly balanced should run smoothly
is in balance when it will stand in any position of its at all speeds on its axis of rotation through the center-
accord. line of the wheel. See Figure 15.
If wheel and tire weight is unevenly distributed in
relation to the centerline of the wheel, as shown at "A",
centrifugal force will throw the wheel out of line first in
one direction then in the opposite, as the wheel rotates
180° and will increase as car speeds increase. This can
cause wheel wobble or shimmy.
To correct this condition, weight should be added so
that the total weight is evenly distributed in relation to
both the axis of rotation and the centerline of the wheel,
as shown in Figure 16.
rs
CHECKING WHEEL AND TIRE RUN-OUT
Since the general practice of checking a wheel for
run-out is to measure the radial and lateral movement of
I .... 55P1006
the tire, it should be remembered that such run-out is
only an indication and not a proof that the wheel may
Figure 14-Balancing Wheel and Tire be at fault. Where measurements indicate that the radial
Assembly Statically runout of the wheel and tire assembly exceeds .090" or

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
72 CHASSIS

CENTER LINE THRUST WASHER


OF WHEEL
NUT

EVEN
BALANCE
-111
STEERING NUT LOCK
KNUCKLE
PIVOT
WHEEL SPINNING -
NO WABBLE
54x394 ,
COTTERPRM
Figure 16-Dynamically Balanced Wheel and Tire

approximately %2", or lateral (or wobble) run-out ex- STEERING KNUCKLE


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

When checking the wheel for run-out, it should be


attached to a hub that is free to rotate but tight enough
to prevent any wobble; likewise, the dial indicator
should be known to be accurate and attached to a firm
surface to assure that it will be held steady while taking
the run-out readings.

5. WHEEL BEARINGS
ADJUSTMENT
To adjust the front wheel bearings, remove hub cap
and grease cap, then jack up front of car. Remove
cotterpin that retains nut lock. Then, remove nut lock.
See Figure 18.
Using an inch-pound torque wrench, tighten adjusting
nut to 90 inch-pounds, while rotating wheel. Selectively
position the nut lock over adjusting nut so that the
spindle cotterpin hole is in approximate alignment with
one set of slots in nut lock, as shown in Figure 18. Then
back off to next slot adjustment, without removing nut
lock, until the slots are aligned with cotterpin hole.
Install cotterpin, grease cap and hub cap. Remove jack.
LUBRICATION

54 x 395A If grease is emulsified or short in quantity, it should


be completely removed, by thorough washing and
Figure 17-Checking Wheel and Tire Run-Out cleaning of bearings in clean solvent. NEVER ADD

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
WHEELS AND TIRES 73

57x31 57)(36
Figure 19-Spotty Wear Figure 21-Over-Inflation Wear

GREASE TO WHEEL BEARINGS. After cleaning, inspect EXCESSIVE TIRE WEAR


the bearing and races for crackling, flaking, brinelling
In addition to normal wear, other types of tire wear
or excessive wear, if found satisfactory, repack bearings
are classified as "Spotty Wear," "Under-Inflation Wear,"
with Short Fiber Wheel Bearing Grease and add 2.5 "Toe-In and Toe-Out Wear" and "Camber Wear." Tires
ounces to the inner surface of the hub.
wear at a different rate on all four wheels due to driving
conditions, the distribution of the car's weight, the power
6. DIAGNOSIS PROCEDURES on the rear wheels, and the crown of the road. For this
WHEEL TRAMP reason, it is recommended that tires be rotated every
Wheel tramp usually develops at high speeds and is 3,000 miles to equalize wear and to obtain maximum
caused by the bouncing of the wheels on the road. The tire life.
effects of wheel tramp can be felt, not only in the steer- I. SPOTTY WEAR-This condition occurs on front
ing wheel, but also, throughout the car. Wheel tramp is tires (Figure 19), but does not progress to any great ex-
caused by excessive looseness of king pin bushings or
wheel bearings, lack of control in shock absorbers, or tent before the first 3,000 miles of driving. This type of
out-of-balance front wheels. wear is caused by the natural rolling of the tire on
the road.
This condition should not be confused with the rough-
ness resulting from spotty wear on front tires. Spotty Changes in wheel alignment, balancing of front wheel
wear can only be controlled by the rotation of tires at assemblies, will not correct this condition. The only
the recommended interval of 3,000 miles. known method of controlling spotty wear is to keep the

57)(33
57x35
Figure 20-Under-Inflation Wear Figure 22-Toe-In Wear

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
74 CHASSIS

5 x34 x32

Figure 23-Toe-Out Wear Figure 24-Camber Wear

tires inflated to the recommended pressure and rotate as toe-in wear, except that the feather-like edge is formed
them every 3,000 miles. on the outside edges of the tread ribs.
2. UNDER-INFLATION WEAR-This type of wear can 5. CAMBER WEAR-Excessive positive camber will
be recognized by excessive wear on the two tread ribs cause noticeable wear on the outer ribs of the tire. See
adjacent to the inner and outer shoulder ribs. See Figure 24. Excessive negative camber will develop wear
Figure 20. on the inner ribs of the tire. Camber wear may also be
evident if the car is driven most of the time on highly
This condition indicates that the tire has been used at crowned roads.
a lower operating pressure than that for which it is
designed. 6. GRABBING BRAKE WEAR-A high spot or out-of-
round brake drum, or any condition causing a brake to
3. OVER-INFLATION WEAR-This type of wear can grab momentarily as the wheel rotates, will cause flat
be recognized by excessive wear on the center of the spots to appear on the tire tread.
tread and little wear on the outer edges of the tire. See
Figure 21. Using a tire at higher than recommended
WHEEL BEARING NOISE
operating pressure will result in early failure at the
center ribs and may also lead to breaks in the wall. WHEEL BEARINGS-To determine if the wheel bear-
ings are worn or damaged, road test the car and apply
4. TOE-IN OR TOE-OUT WEAR-The amount of toe-in
brakes. This action will take some of the load off the
or toe-out of the front wheels affects the rate of tire wear
more than any other factor of front wheel alignment.
wheel bearings, and noise, if present, will diminish,
Toe-in wear (Figure 22) produces a feather-like edge at
indicating that the bearings are at fault. Raise front
wheels and check for loose bearings by shaking wheels
the inside edges of the tread ribs and can usually be felt
when the hand is rubbed over the face of the tread.
in and out. If a wheel is loose, remove it and check
condition of bearings and bearing cups before tightening
Toe-out wear (Figure 23) produces the same condition the bearings.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
75

PART ONE-CHASSIS
SECTION VI UNIVERSAL JOINTS AND PROPELLER SHAFT
Pages
Data and Specification 76
1. General Information 75
2. Checking Propeller Shaft Alignment 76
3. Ball and Trunnion Universal Joints 77
4. Universal Joint Dust Covers 77
5. Cross and Roller Universal Joint 78
6. Diagnosis Procedures 79

1. GENERAL INFORMATION the thrust and torque of the drive line.


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

(it0) CENTERING BUTTON


GREASE COVER
(50,- BUTTON SPRING CLAMP -LONG

GASKET ROLLERS
BOOT

CLAMP SHORT
THRUST WASHER

BODY
BALL

PROPELLER SHAFT
SHAFT BOLT
ROLLERS
LOCKWASHER
BUTTON SPRING
NUT

THRUST WASHER C).....10-0-CENTERING BUTTON 58P27


Figure 1-Ball and Trunnion Universal Joint

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
76 CHASSIS

PROPELLER SHAFT AND UNIVERSAL JOINTS


DATA AND SPECIFICATIONS
Models P-30 LP-1 P-31 LP-2

Type Tubular
Standard Transmission (All exc. Sub.) 3 in. 21/2 in. 31/4 in. 23/% in.
(Suburban) 3 in. 3 in. 31/4 in. 3 in.
Overdrive (All exc. Sub.) 2% in. 23/4 in. 3 in. 31/4 in.
(Suburban) 3 in. 3 in. 31/2 in. 31/2 in.

ii) PowerFlite (All exc. Sub.) 23/4 in. 23/4 in. 2% in. 2% in.
3.31-3.54 Axle

e 3 in.
.o 3.73-4.1 Axle
ci)

0a) (Suburban) 3 in. 3 in. 31/4 in. 31/4 in.


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

.0 (Front) Stamped Forged


Body
(Rear) Cross-Type

TORQUE SPECIFICATIONS
Propeller Shaft Flange Bolt % in. Front 35 ft. lbs.
Propeller Shaft Flange Bolt % in. Rear 20 ft. lbs.

2. CHECKING PROPELLER SHAFT (on the degree scale) the number of dgrees the pinion
ALIGNMENT flange tips down from the true vertical position, see
Figure 3.
The included angle between the propeller shaft and
the rear axle pinions in the vertical plane, or looking Place the spirit level protractor on top of, or directly
from the side of the propeller shaft, will remain at 1° below, the propeller shaft-parallel to the propeller
to 3°, with 2° preferred. This angle can be measured as shaft, then adjust the spirit level until the bubble has
follows providing no extra weight is in the car. centered in the sight glass. After the spirit level bubble
Place a spirit level protractor against the back side of has been centered, note on the degree scale-the num-
the rear axle pinion flange in a vertical position. Adjust ber of degrees the propeller shaft tips up towards the
the spirit level until the bubble has centered in the sight front of the car from the true horizontal position. See
glass. After the spirit bubble has been centered, note Figure 3.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
PROPELLER SHAFT AND UNIVERSAL JOINTS 77

ROLLER AND BUSHING ASSEMBLY

ROLLER AND BUSHING ASSEMBLY

PROPELLER SHAFT RETAINER


BUSHING RETAINER

RETAINER

CLAMP

t LOCKWASH ER

ROLLER DUST SEAL

DUST SEAL RETAINER

CROSS ASSEMBLY
/
//
BOLT

ROLLER AND BUSHING ASSEMBLY

BUSHING RETAINER ROLLER DUST SEAL

ROLLER AND BUSHING ASSEMBLY DUST SEAL RETAINER

55x767 A

Figure 2-Cross and Roller Universal Joint

Add the number of degrees the rear pinion flange is Each end of the trunnion pin should protrude the same
away from the true vertical to the number of degrees distance, or with a variation of not more than .006 inch;
the propeller shaft is away from the true horizontal. The otherwise the balance will be destroyed and cause vibra-
total of these two will give the working angle of the rear tion. Tool C-3313, as shown in Figure 4, will facilitate
universal joint, which should be between 1° to 3°. the removal, installation and centering of the trunnion
pin.
3. BALL AND TRUNNION UNIVERSAL
4. UNIVERSAL JOINT DUST COVERS
SHAFTS
The one piece synthetic rubber dust cover may be
Disassemble the universal joint for repair or inspec- installed without removing the universal joint pin.
tion of all component parts, refer to Figure 1. Remove the
joint body metal cover and gasket. Slide body down on To replace universal joint dust covers that are dam-
propeller shaft exposing the two centering buttons and aged, remove the propeller shaft assembly from the car
turn so that the body will not spring back over the bear- and clamp lightly on a vise on the bench in a horizontal
ings. Remove the centering buttons from the ends of the position. Disassemble joint, removing all parts except
trunnion pins. the body and pin. Clean body, ballhead and pin
thoroughly. A complete coating of grease (or suitable
Now slide the two balls, rollers and thrust-washers off rubber lubricant) must be smeared on the outside and
the trunnion pin. Remove trunnion pin from propeller inside of dust cover; and entire surface of the ballhead,
shaft ball, using Tool C-552, pressing pin through and pin and inside of body. (It is very important that this
out of shaft ball. instruction be followed.)
At reassembly, remember that the endwise location Stretch the lubricated dust cover over the pin and ball-
of the trunnion pin can affect the runout and balance of head, as shown in Figure 5. Work the dust cover into
the propeller shaft. The trunnion pin should be a very the body as far as possible (use no tools for this opera-
tight fit after assembling in the end of the propeller shaft. tion). Now with the body in position so the pin can enter

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
78 CHASSIS

58P21

Figure 3-Checking Rear Axle Angularity

the ball channels, pull the body sharply over the pin, Insert 11/2 ounces of heavy fibre universal joint grease
thereby forcing the dust cover into the body. With one in the joint and install the cover. Install shaft, using new
hand, grip the end of the dust cover protruding through lockwashers. Be sure and double check the flange bolts
the back end of body. With the other hand, pump the for tightness, 35 foot pounds, to insure against leakage.
body back and forth, as shown in Figure 6, until the
entire dust cover has passed through the body.
During the operation, the cone may reverse itself CAUTION
inside the dust cover. Pull it out of its normal position.
Slide dust cover in the ballhead groove and over the Never attempt to use a needle like arrangement
neck of the body, then secure with clamps provided. for forcing lubricant into the dust cover of the uni-
versal joint. Excessive grease can be forced into the
cover and cause the shaft to be thrown out of bal-
ance, or the lubricant can be lost through the injec-
tion hole during high speed operation. The joints
must be disassembled and packed with correct type
of grease.

TOOL
5. CROSS AND ROLLER UNIVERSAL
JOINT
The universal joint shown in Figure 2 should not be
disassembled except for the 20,000 mile lubrication, or
unless they have been damaged or excessive wear exists
between the cross and rollers. Before disassembling the
cross and roller joint, mark the needle bearing assem-
blies, propeller shaft, cross spider and flange so that all
parts, even though some may be new, can be re-assem-
bled in their respective locations.
To disassemble the joint remove the two bearing re-
55P1045 tainers that hold the assembly to the yoke and the bolts
Figure 4-Installing Universal Joint Pin at the flange. Push one bearing assembly toward the
1-Jig and Locating Bushing (Tool C-3313)
spider, forcing out the opposite bearing assembly. Now

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
PROPELLER SHAFT AND UNIVERSAL JOINTS 79

UNIVERSAL JOINT PROPELLER SHAFT


CENTERING
PIN t

UNIVERSAL JOINT UNIVERSAL JOINT BODY


DUST COVER OR 49x911
BOOT 49x910
Figure 5-Sliding Cover over Ballhead and Pin Figure 6-Working Dust Cover Through Body

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
80 CHASSIS

PITMAN ARM
LOCK NUT

ADJUSTING SCREW BEARING


BEARING CUP LEVER JACKET
BEARING

GEAR SHAFT
SEAL SPACER WASHER
TUBE
WORM AND PIN
TUBE
LEVER NUT
CLAMP SEAL

COVER AND
TUBE

HORN
BEARING
no RETAINER

CUP
HOUSING
BOLT Ilk PIN WASHER
SPRING

HOUSING SPRING
SHIMS LUBE FITTING HORN WIR

SPRING SHIFT ROD WASHER SHIFT TUBE

57)(314

Figure 1-Steering Gear

11111Mi
ADJUSTING SCREW

ADJUSTING SCREW
LOCKNUT

54x694
34 x146

Figure 3-Removing Tie Rod End from Steering


Figure 2-Roller Tooth and Worm Adjustment
Knuckle Arm

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
81

PART ONE-CHASSIS
SECTION VII-STEERING
Page Page
Data and Specifications 82, 114, 119 9. Constant Control Power Steering-
1. General Information 81 Removal and Installation 104
2. Steering Wheel 81 10. Constant Control Power Steering-
3. Steering Gear 82 Service Procedures 105
4. Steering Linkage 83 11. Constant Control Power Steering-
Tests and Adjustments 112
5. Coaxial Power Steering 84
12. Coaxial Power Steering Pump
6. Coaxial Power Steering-Servicing (Rotor Type) 113
Power Unit 85 13. Coaxial Power Steering Pump
7. Coaxial Power Steering-Adjusting the (Sleeve Type) 118
Power Steering Unit 99 14. Constant Control Power Steering Pump
8. Constant Control Power Steering- (Slipper Type) 124
Operating Principles 101 15. Diagnosis Procedures 127

1. GENERAL INFORMATION threaded through the shaft and roller cover. The base
end of the adjusting screw is engaged in a slot in the
The type of steering linkage used on Plymouth cars is end of the sector shaft. Correct backlash can be obtained
known as Symmetrical Idler Arm Steering. It consists of by turning adjusting screw in or out as required.
the pitman arm, drag link, idler lever, idler lever support
bracket, tie rods (right and left) and the steering knuckle The steering wheel and pitman arm are splined to the
arms. steering tube and sector shaft respectively. Both the
steering wheel and the pitman arm have a master
In using this type of linkage, the steering gear arm serration to insure correct installation.
link assembly (drag link) is supported at one end by the
steering gear pitman arm and at the opposite end by the The high point is the point of least clearance between
idler arm. The idler arm is mounted in a bushing and the worm and roller and is at the midpoint of the worm
pivots on the idler lever support bracket which is welded and roller travel.
to the right hand frame side rail. The steering tie rod An oil seal is installed in the bore of the steering gear
assemblies are of equal length and are attached to the housing at the outer end of the sector shaft to prevent
drag link with ball sockets. The outer ends of the tie oil leakage and to protect the steering unit against
rods are threaded for adjustment. foreign matter.

STEERING GEAR-(THREE TOOTH ROLLER AND WORM) 2. STEERING WHEEL


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
82 CHASSIS

MANUAL STEERING
DATA AND SPECIFICATIONS

Models P-30, LP-1 P-31, LP-2


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

TORQUE SPECIFICATIONS

Cross Shaft Nut (Pitman Arm) 120 ft. lbs.


Gear Housing to Frame 50 ft. lbs.
Steering Wheel Nut 40 ft. lbs.

3. STEERING GEAR plate and the cover bolts then remove the sector shaft
and shaft cover from the housing. Pull the sector shaft
REMOVAL bearing oil seal out of the housing then remove the
cover and grease tube assembly with shims, from the
To remove steering gear jack up the car and remove bottom end of the steering gear housing.
left front wheel. Remove front seat cushion and floor
mat after sliding draft pad up the column then remove Pull the steering tube and worm assembly out of the
steering column opening cover. bottom end of the housing. Remove the steering arm
shaft bushings by means of a puller, if replacement is
Disconnect the directional signal control wires (if so necessary.
equipped). Attach a length of wire to the loose ends of
control wires before withdrawing through the jacket ASSEMBLY
tube. This will enable all wires to be drawn back
through the tube at reassembly. Be sure to disconnect When assembling, thoroughly clean the inside of the
battery before tying wires together. steering gear housing as well as the steering gear
worm, steering arm shaft and bearings. Do not coat any
Remove the transmission shifting mechanism at the parts with lubricant until adjustments and assembly
steering column (if so equipped). Remove the bolts which have been completed.
hold the steering gear housing to the frame. Then, dis-
connect the steering gear pitman arm with Tool C-3402. If bushings have been removed, press new bushings
into place. Install the steering arm shaft oil seal. Refer
Remove steering gear post bracket cap at the instru- to Figure 1, then reassemble unit by repeating steps (in
ment panel then remove the steering gear assembly by reverse order) that were used at disassembly.
withdrawing it up through opening in floor pan and
out of car. Adjust pre-load of worm bearings and make neces-
sary adjustments to roller tooth and worm as described
DISASSEMBLY in Gear Adjustments. Check to see if adjustment has
been made correctly. This may be done with use of scale
Drain the lubricant from the housing then fasten the to find pound pull necessary to turn steering wheel.
steering gear in a bench vise holding it at the frame When properly adjusted the specified scale reading
bracket flange, with the steering column jacket hori- should be from 7/B to 1% pounds pull.
zontal. Loosen the column jacket clamp and pull the
jacket off the steering gear housing. Install lubricant in steering gear housing. When in-
stalling the steering jacket tube, care should be taken
Remove the roller tooth shaft adjusting lock nut and to see that the slot at the bottom of the tube is in align-

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 83

ment with the small raised point of the steering gear ADJUSTMENT OF ROLLER TOOTH AND WORM-
housing. End play of steering arm shaft and mesh of the roller
tooth with the steering worm may be adjusted either
GEAR ALIGNMENT during assembly or in the car.
Before an adjustment of the steering gear is at- Using Puller Tool C-143, remove the steering gear pit-
tempted, be sure the body to frame bolts are tight and man arm, (with the two tie rods assembled) from the
the spacers in place. With the body bolts tight, loosen steering arm shaft and install another arm. Turn the
the gear housing mounting bolts to allow the steering steering wheel to mid-position. This is obtained by turn-
gear to move in relation to the frame. Tighten the mount- ing the wheel to the extreme right or left-then turning
ing bolts to a torque of 45 to 50 foot-pounds. Next loosen it to the opposite extreme counting the number of turns
the steering column bolts that hold column to instru- required-then turn back 1/2 the number of turns re-
ment panel, to determine if the column shifts its position quired for turning from one extreme to the other extreme.
in relation to the support. (Should the column be binding With the steering wheel in mid-position move the
up against the upper bracket, the compression of the steering gear arm back and forth to determine whether
column bracket rubber would indicate too much bind.) or not there is any backlash. There should be none but if
If necessary, shim the gear housing so that the column there is more than V32 inch free movement at the end of
will be in a free position, then tighten bolts. the steering gear arm, mesh of the roller tooth and worm
should be adjusted.
GEAR ADJUSTMENTS Loosen the roller shaft adjustment screw lock nut.
Tighten the roller tooth shaft adjustment screw (Figure
Adjustments are provided for end play of the worm 2) just enough to eliminate free play between the roller
shaft bearings, end play of the steering arm shaft and tooth shaft and worm but it must not bind. Tighten the
mesh of the roller tooth with the steering worm. Adjust- roller tooth shaft adjustment screw lock nut. Check to
ments may be made while the steering gear is assem- see if adjustment has been made correctly. This may
bled in the car, or during the process of assembling after be done with the use of scale to find pound pull neces-
having been disassembled for complete overhauling. sary to turn steering wheel. When properly adjusted
ADJUSTING WORM BEARINGS - To adjust worm the specified scale reading should be from 7/8 to 1%
bearings when the gear is assembled in the car rotate pound pull. Reinstall the steering gear arm with tie rods.
the steering wheel to the extreme right or left and then
turn back 1/4 turn.
4. STEERING LINKAGE
Press a finger at the joint between the bottom of the
steering wheel hub and shell. Have a helper shake the Remove cotterpin and loosen nut on upper end of tie
front wheels hard sidewise but not enough to turn the rod ball. Insert a pry bar between tie rod and steering
steering wheel. Any end play in the worm bearings can knuckle arm. Jar tie rod ball loose by driving on rear
then be felt at the steering wheel hub. If any excessive end of steering knuckle arm (Figure 3). Tie rod balls are
end play exists, disconnect the horn wire at the con- not removable from tie rod ends. If replacement of
nector between the steering gear and the horn. either is necessary, the complete tie rod end and ball
Remove the bolts which hold the grease retainer cover assembly should be replaced. To remove a tie rod end
and tube at the bottom of the steering gear body. Re- loosen clamping bolt nut on tie rod end then unscrew
move shims, between this cover and the steering gear tie rod end assembly from tie rod.
body, of sufficient thickness to eliminate the end play in When assembling tie rod ends to tie rod, be sure to
worm but not enough to cause binding when the cover thread ends evenly on tie rod to obtain proper position-
is bolted tightly in place. Shims at this point are availa- ing of the steering wheel with respect to the straight-
ble in the following thicknesses: .003, .006 011 and ahead position of the front wheels. Care must be taken
.025 inch. to make certain the clamping bolts are beneath the tie
Turn steering wheel from extreme right to left. If any rods to prevent interference on turns.
stiffness exists, too many shims have been removed or
the steering gear assembly is misaligned on the car. BALL JOINTS
Check to see if adjustment has been made correctly.
This may be done with use of scale to find pound pull Should it become necessary to remove the ball joints
necessary to turn steering wheel. When properly ad- for installation of new parts due to damage or wear
justed the specified scale reading should be from 1/8 refer to the Upper and Lower Ball Joint section of the
to % pound pull. Front Suspension System.
PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
84 CHASSIS

RUBBER BUSHING COLUMN


JACKET
BRACKET
2-1/4 INCH
BETWEEN
CONTACT
SURFACES
IDLER ARM

THIS CONTACT SURFACE MUST BE SMOOTH INSTRUMENT


PANEL BRACKET
57x321

DUST PAD 57P336

Figure 4-Idler Arm (Sectional View) Figure 5-Steering Column Installed

IDLER ARM 5. COAXIAL POWER STEERING


REMOVAL-To remove the idler arm, see Figure 4. OPERATING PRINCIPLES
Place the front wheels in the straight-ahead position.
Remove the cotterpin and nut that holds the link and All components of the power steering gear are fitted
ball joint stud in the idler arm. Insert a pry bar between into an elongated, tubular-shaped housing and have
link and idler arm. Jar stud loose from arm by driving been concentrically located about the axis of the steer-
on end of arm. Separate link and arm. ing column. The unit fastens to the steering column at
the underside of the instrument panel and extends down
Remove the cotterpin and nut that attaches the idler through the dash panel and is bolted to the frame
arm to the frame bracket. Remove mounting bolt, then sidemember.
slide idler arm out of bracket. If a new bushing is re- Whereas the mechanical steering system normally
quired, install a new idler arm and bushing assembly. uses worm-and-roller action, the Coaxial power steering
The component parts are not serviced separately. unit incorporates two basic gear mechanisms; a worm
Before installing arm, be sure the bushing contact and worm connector and a rack and sector gear.
surface on the bracket is smooth. If burrs are present, The worm and worm connector act in a manner simi-
especially around the mounting bolt hole (top and bot- lar to a bolt and nut assembly; rotation of the worm
tom), remove with a file. Measure the width of bracket. causes linear (axial) motion of the worm connector.
The distance between bushing contact surfaces should Fastened to the worm connector, in seccession, are an
be 21/4 inches. If necessary, bend bracket to obtain this upper piston rod, a piston, and a lower piston rod, all
measurement. concentric to the steering column axis. (This arrange-
ment provides a means for adding power assistance to
INSTALLATION-When reinstalling idler arm, pro- the system.)
tect the ends of the bushing by two pieces of shim stock
slightly larger than diameter of bushing. Sandwich the A rack, machined in the lower portion of the lower
ends of bushing between protectors, then slide into posi- piston rod, meshes with a sector gear. This combination
tion, and remove protectors. (This will protect bushing produces rotation of the steering gear arm and thereby
ends from damage from sharp edges of mounting actuates the steering linkage.
bolt hole.) The hydraulic system of the gear consists of double-
Coat mounting bolt with lubriplate then slide through acting piston, a valve (which fits inside the piston), and
bracket and bushing. Install nut and tighten to 60 foot - a hydraulic reaction chamber (which gives the driver
pounds. Install cotterpin. (Again be sure wheels are in the "feel" of the road).
the straight-ahead position before tightening nut.) This Axial positioning of the valve directs high pressure
will prevent over travel stress of the bushing which oil to one side or the other of the double-acting piston.
would cause premature bushing failure, and prevent At the same time, valve movement opens an oil return
lead to one side. line which carries oil from the lower pressure side of

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 85

HOSE FITTING
HOUSING
FILLER PLUG

WORM HOUSING

ADJUSTING
COUPLING SCREW

GEAR HOUSING

HOLDING FIXTURE

momk_

GEAR SHAFT

al

57P34I

Figure 6-Steering Unit Mounted in Holding Fixture

the piston to the oil reservoir. The direction of oil flow Remove steering wheel nut and remove wheel with
(which depends upon the direction of steering wheel Tool C-612. Remove turn signal lever, steering column to
rotation), is such that hydraulic force is added to the instrument panel bracket and shroud, as shown in
driver's effort and is transmitted through the rack and Figure 5.
sector gear to the steering gear arm.
Loosen steering column jacket clamp screw. Raise
Other components of the hydraulic system are, a belt- front of car. Remove cotter key and nut from the drag
driven oil pump with a pressure relief valve and flow link to Pitman arm ball joint. Disengage drag link from
control valve, and a filter with the oil reservoir. The Pitman arm, then remove Pitman arm to gear shaft re-
flow control valve limits the oil flow in a predetermined taining nut and pull Pitman arm with Tool C-3402.
maximum (2 gallons per minute) and thus holds the
horsepower required to drive the oil pump to a Loosen three gear housing to frame attaching bolts
minimum. and lower front of car to floor. Pull jacket from steering
shaft then remove floor mat retaining plate, and remove
6. SERVICING POWER UNIT rubber dust pad and access plate.
STEERING GEAR ASSEMBLY Place a large pan underneath unit, then disconnect
REMOVAL pressure and return hoses and drain gear assembly by
Remove two screws from horn ring ornament and slowly rotating steering wheel until all oil is drained
remove ornament from steering wheel. Disconnect horn from unit. Fasten disconnected ends of hoses above oil
wire, remove three horn ring screws and remove horn level in reservoir to prevent further loss of oil and cap
ring. Remove front seat cushion. ends to prevent any foreign matter from entering.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
SNAP RING BEARING
BEARING
"0" RING HOUSING SEAL
WASHER
SCREW PLUG
SEAL
WASHER SNAP RING
COVER
SEAL SEAL
\SHAFT \
*AO SNAP RING
BEARING
ROD
WASHER ADAPTER BODY
GASKET SPRING
NUT
NUT PLUNGER
BUSHING
BOLT NUT LOCK "0" RING PISTON

PIN RING
RETAINER CUP
"0" RING
CONNECTOR RING
SPACER SNAP RING
PIN
SEAL LOCK
SEA
BALL
RETAINER
"0" RING "0" RING
PISTON AND ROD HEAD
CLAMP-0.40 THRUST BEARING
GUIDE
NUT
ROD-UPPER
WASHER
HOUSING
"0" RING
WORM

RACE
"0" RING ----'
0
WORM BEARING THRUST BEARING

DOWEL

WASHER
BOLT COUPLING
PLUG SPACER

RACE BOLT

NUT

SEAL
WASHER
I 57x363

Figure 7-Coaxial Power Steering


MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 87

Remove the steering gear attaching bolts, then lift the


steering gear assembly up through the opening in the
floor pan.
TOOL
PRECAUTIONS DURING DISASSEMBLY AND ASSEMBLY

Cleanliness through the entire disassembly and as-


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

REMOVAL OF WORM HOUSING


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

HOLD
STATIONARY

TOOL 57P342

Figure 10-Removing or Installing Bearing


Adjusting Nut

Using a thin blade screwdriver, pry the locking collar


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
88 CHASSIS

HEAD "0" SEAL


BEARING RACE WORM CONNECTOR RING
BEARING SPACER WORM HOUSING
q'.

LOCK
/ GEAR
NUT HOUSING
THRUST BEARING "0" SEAL RING

571'344
57P343

Figure 11-Removing or Installing Bearing Race, Figure 12-Removing or Installing Worm Housing
Bearing and Spacer

WORM SHAFT CONNECTOR


CAUTION
Use extreme care so as not to damage threads HOUSING HEAD
SPACER AND BEARING
of shaft or torque reading will be affected at ad-
BEARING RACE LOCK
justment.
/
Now, slide the outer bearing race, thrust bearing
-"',.....
inner race and spacer out of the housing, as shown in
Figure 11.
1\ )4
THRUST BEARING
Remove the bolts and washers that attach the worm
housing to the gear housing. Slide the worm housing BALL GUIDE
NUT
\
"0" SEAL RINGS
up and away from gear housing, exposing the worm
connector, as shown in Figure 12. Lightly tap the worm 57P255
housing to overcome the interference fit of the "0" seal
Figure 13-Worm Connector Assembly
rings, between the worm housing and the housing head.
Remove the "0" seal rings from the head and discard.
the connector, then slide the lock up on the connector
Remove the bearing races, thrust bearing and spacer far enough to clear the nut. Slide Tool C-3321 over the
(with needle bearings) from the worm housing. The rails of the connector, as shown in Figure 14. Now,
spacer and needle bearing assembly are serviced as an rotate the steering gear shaft and raise the connector
assembly only. The bearing races should be smooth, far enough to install Tool C-3326. Move the connector
without pits or scratches, and the wear pattern should down to hold Tool against the housing head to keep
be uniform around the race. The rollers of the bearings Tool from slipping out of nut. Remove the worm con-
should be smooth, highly polished and free to turn in nector nut, as shown in Figure 15.
their retainers. The needle bearing rollers in the lower
spacer should also be free to roll in the cage. The Slide the worm connector assembly from the upper
spacers should fit flat against the shoulders in the worm piston rod. Now, remove the valve adjusting cup from
housing and the machined surfaces at each end of the the inside of the worm connector.
housing must be smooth, without nicks or burrs. Replace Pry the retaining portion of the piston rod nut lock
all parts that show signs of wear. from the indents in the nut. Remove the lock. (Use care
when removing lock so as not to damage the control
REMOVAL OF WORM CONNECTOR AND spacer.) Install Tool C-3328 in the indents in the nut,
VALVE CONTROL then remove the nut, as shown in Figure 16.
To remove the worm connector and valve control Slide the spacer and seal assembly and the nut from
assembly, refer to Figure 13, then proceed as follows: the valve rod, as shown in Figure 17. Now, slide the
Pry the worm connector nut lock from the openings in housing head off the end of the valve rod.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 89

RETAINER CONNECTOR
NUT
SPACER
SPACER AND
SEAL

TOOL

UPPER
TOOL
PISTON
57P361 ROD 57P358

Figure 14-Worm Connector Nut Removing or Figure 17-Removing Spacer and Seal Assembly
Installing Tools and Nut

HOUSING HEAD
CONNECTOR The piston rod nut must be smooth on both ends. The
RAIL NUT
LOCK nylon insert nut must be tight in the valve adjusting
cup. The flange inside the connector nut should be
smooth and the housing head should be free from nicks
11110110
or burrs.
The inner bore of the valve control spacer should
show little or no wear from the retainers, and the edges
toHOLD should be smooth; free from nicks or burrs. If nicks or
STATIONARY burrs are present, remove with crocus cloth spread over
TOOL a flat surface.
The valve control spacer is serviced in two different
lengths, with a .001 inch differential. The spacer must be
exactly the same length as the spacer between the
57P360 piston rod nut and the shoulder of the piston rod. With
the nut tightened, the spacer should roll freely in the
Figure 15-Removing or Installing Worm groove, barely holding its own weight.
Connector Nut
DISASSEMBLY OF WORM CONNECTOR
HOUSING HEAD When disassembling the worm connector, care should
be taken so as not to bottom the worm shaft in either
CONNECTOR NUT direction. Bottoming the worm shaft may damage the
ball guides, which will cause either a tight or rough

t TOOL operating worm.


Remove the bolts and lockwashers that attach the ball
guide clamp to the connector. Remove clamp, then care-
fully remove the guide (with balls), as shown in
Figure 18.

CAUTION
Do not lose any of the balls. The worm balls are a
PISTON ROD NUT
select fit and if one or more is damaged, it is recom-
57P359 mended that a new complete set of 40 balls be
installed.
Figure 16-Removing or Installing the Piston Rod Nut

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
90 CHASSIS

COVER-
"0" SEAL
RING
WORM SHAFT

NEEDLE
BEARING

ADJUSTING---- GEAR
SCREW -_HOUSING

CLAMP
--GEARSHAFT
BOLTS AND LOCKWASHERS 57P357 57P356

Figure 18-Removing or Installing the Ball Guide Figure 20-Gearshaft Cover Removed

-ADJUSTING
With the worm connector held upside down, carefully SCREW
remove the remaining balls by turning the worm in and
out. Be sure and count the balls which were removed
from the connector, so that the same number can be
installed at reassembly.
Slide worm out of connector, then remove the nut lock
by sliding off connector. The guide rails on the con-
nector should be free of nicks or burrs and slide freely
on the guides in the housing. The ball track on the worm
should be smooth, without pitting or roughness. The
balls should show no signs of brinelling, pitting or flak-
ing. Check the fit of the adjusting cup and spacer in the GEARSHAFT
connector, if loose, install new spacer; adjusting cup, or
both. (Install spacer and adjusting cup in connector, 57P355 ft.
then install nut. Tighten securely. Use torque wrench Figure 21-Removing the Gearshaft
and socket on elastic nut to check fit.)

DISASSEMBLY OF GEAR HOUSING


Remove the lock nut from the gearshaft adjusting
screw then remove the gearshaft oil seal snap ring,
using a pair of pliers. Slide the threaded portion of
Tool C-3350 over end of gearshaft and down against
GEAR HOUSING seal. Install the nut on the threaded portion of shaft.
Turn complete Tool until the Tool has entered seal.
Install the half collars and retainer to lock the tool
together. Now, back off on the nut and pull seal out of
the housing, as shown in Figure 19. Remove Tool.
Remove the bolts and washers that attach the gear-
OIL SEAL shaft adjusting cover to the housing. (Two bolts have
LOCK RING sealing washers. The bolt holes are tapped through to
the inside of housing.) Discard sealing washers.
To remove the gearshaft cover, turn the adjusting
screw into the cover until flush. Now, spin cover off
57x410
adjusting screw and remove from housing. See Figure
Figure 19-Removing the Gearshaft Oil Seal 20. Remove and discard the cover "0" seal ring.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 91

GEARSHAFT ADJUSTING SCREW PISTON

If SNAP RING LOWER PISTON ROD

PISTON VALVE

57x416

57P363
PLIERS (TOOL)

Figure 22-Removing or Installing the Adjusting Figure 25-Removing or Installing the Lower
Screw Snap Ring Piston Rod
GEAR
UPPER PISTON ROD
PISTON HOUSING PISTON UPPER ROD
PISTON
Imte (.1.

PISTON VALVE

"0" SEAL RING 57P364

Figure 23-Removing the Piston and Rod Assembly VALVE ROD 57x417
PLIERS (TOOL) UPPER PISTON ROD
Figure 26-Removing the Piston Valve
SNAP RING
Using Tool C-3229 pliers, remove the adjusting screw
retaining snap ring, as shown in Figure 22. Slide adjust-
ing screw, "0" seal ring and retaining washer from the
end of gearshaft. Remove thrust washer from seat in
end of shaft. Discard the "0" seal ring.
The gearshaft should be free of pits, scores or signs
of excessive wear in the seal and bearing contact areas.
The gear teeth should be smooth and show a good
PISTON contact pattern. The needle bearings in the cover should
be smooth and rotate freely in the race.
LOWER PISTON
PISTON ROD
57x415
DISASSEMBLY OF PISTON AND RODS
Figure 24-Removing Lower Piston Rod Snap Ring
Place a suitable container under the gear housing to
catch the trapped oil, then remove the piston assembly
Align the gear on the gearshaft to clear the opening and rods from the housing and disassemble. Hold the
in the housing, then using a fibre hammer, rap lightly on upper piston rod firmly, then twist the housing, as shown
end of gearshaft. Slide gear and shaft out of housing, as in Figure 23. Do not permit lower piston rod to touch
shown in Figure 21. piston bore to prevent scratching.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
92 CHASSIS

"0" SEAL PAPER CLIP OR WIRE


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

UPPER PISTON ROD


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

57x419 BOLT "0" RING LAND 57x421


Figure 28-Removing Upper Piston Rod Figure 31-Removing the Restrictor Valve

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 93

BUSHING
-4-7----5 INCH POUNDS OR BETTER

ADJUSTING CUP-..._

57P373

Figure 34-Lower Piston Rod Bushing


VALVE ROD
5 inch-pounds. The piston "0" ring grooves should be
free from nicks or burrs, with no sharp edges around
the piston pin hole.
1\
DISASSEMBLY OF GEAR HOUSING
57x369 Using a suitable blunt drift, drive out the welsh plug
in the bottom of the gear housing from the cylinder side.
Figure 32-Testing Torque of Adjusting Cup on Do not remove plug by punching hole and flipping out.
Valve Rod
This method will damage aluminum housing.
bright, highly polished surface with sharp edges. The Using a thin blade screwdriver, pry out the lower
valve rod should slide freely through the "0" seal rings. piston rod thrust pad from the gear housing. (Refer to
To check the valve rod, insert valve in piston until Figure 34.)
centered. Lay piston on flat surface, then place Tool Remove the lower piston rod oil seal from the hous-
C-3333 under valve rod, as shown in Figure 33. Rotate ing, using Tool C-3450. To remove seal, insert the disc
piston slowly. If rod is bent, the distance from the tool end of tool through the opening in end of housing, locat-
will vary. The rod must be tight in valve. If loose, install ing the disc between the seal and the housing shoulder.
new assembly. The adjusting cup should grip the Using the offset (curved) section as a fulcrum, force the
threads of the valve rod tightly. To check, install cup on disc between seal and shoulder, until retainer screw
end of rod, then install Tool C-3380, as shown in Figure
33. The minimum torque reading should not be less than

VALVE ROD
TOOL

...-/
/
.*
__-1
PISTON GEAR HOUSING

/
Figure 33-Checking Valve Rod
57 x 254
Figure 35-Removing Lower Piston Rod Oil Seal
57x422

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
94 CHASSIS

HOUSING
TOOL

TOOL SEAL

57x371
Figure 36-Removing Upper Needle Bearing
HOUSING

TOOL

HOLDING
57 x 251
FIXTURE
(TOOL)
Figure 38-Installing Lower Piston Rod Seal

57P369

Figure 37-Removing Lower Needle Bearing ASSEMBLY OF GEAR HOUSING

almost contacts the seal. Drive seal out of housing, Remove the garter spring from a new piston rod seal
using a hammer, as shown in Figure 35. then install seal on driver C-3331. (Lip of seal toward
Inspect the steering gear shaft needle bearings in the driver.) Slide pilot SP-1927 through seal and into driver
gear housing, for broken or rough needles. Do not re- until bottomed. Now insert assembly into housing
move bearings unless inspection reveals it is necessary (keeping tool centered in bore), as shown in Figure 38.
to do so. If necessary to remove bearings, install Tool Drive seal into position, then remove tool. Carefully
C-3332, as shown in Figure 36 and 37 and pull the work garter spring into seal with the aid of two long
upper and lower needle bearings out of the housing. shank screwdrivers. (If Tool C-3331-A is used, it will not
be necessary to remove garter spring.)
Inspect the bearing surface of the lower piston rod
thrust pad if scratched, install new one. Check the piston Slide the gear shaft lower needle bearing (if removed)
cylinder walls for scoring, nicks or scratches. All over pilot of Tool C-3333, (lettered end against driver)
machined surfaces of the housing should be smooth and then insert into housing. Drive needle bearing into
free from nicks or burrs. The steering gear unit has now housing, Figure 39. The outer end of bearing should be
been disassembled as far as necessary for cleaning, 11/18 inches from end of housing when seated.
inspection and the replacement of parts.
Slide the gear shaft upper needle bearing (if removed)
Clean all parts in a suitable solvent and blow dry over pilot of Tool C-3333, (lettered end against driver)
with compressed air. Be sure and use new "0" seal then insert into housing. Drive needle bearing into hous-
rings and seals at reassembly. Coat seals and "0" seal ing, as shown in Figure 40. The outer end of bearing
rings with lubriplate at installation. should be flush with end of bore when properly seated.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 95

Place the lower piston rod thrust pad in position, (refer PLUNGER
to Figure 34) align shoulder with recess in housing and
press into position. VALVE

ASSEMBLY OF PISTON AND ROD


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

TOOL
"0" SEAL RING
57x425

Figure 42-Installing Valve Rod Upper "0" Seal Ring

UPPER PISTON ROD

57x423 I
Figure 39-Installing Gearshaft Lower Needle Bearing

TOOL
GEAR ;0" SEAL RING
HOUSING

"0" SEAL RING 57x426


Figure 43-Installing Valve Rod Lower "0" Seal Ring

upper rod, working carefully past the "0" seal rings


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
96 CHASSIS

.4.--LOWER OR UPPER TOOL


PISTON ROD

HOLES NOT RESTRICTED


BY SNAP RING

ENDS OF
SNAP RING
CLEAR OF 57 x 255
HOLES
Figure 46-Installing Piston Assembly
PISTON

into position in end of shaft, then install adjusting screw


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

TOOL
1

"0" RING
57P370
VALVE ASSEMBLY 57P366
Figure 47-Installing Gear Shaft Adjusting Screw
Figure 45-Installing Valve in Piston "0" Ring

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 97

GEARSHAFT TOOL
EVENLY SPACED

LOWER PISTON
ROD (RACK) 57P346 57P351

Figure 48-Gear Tooth Alignment Figure 49-Installing Gearshaft Oil Seal

motion, as shown in Figure 50. Do not use any tool to


remove sleeve. Install oil seal retaining snap ring.
Install a new "0" seal ring in the groove on adjusting
cover, (refer to Figure 20) then place cover on adjusting
screw and spin down as far as possible. Align cover
with bolt holes. Using a screwdriver, move the adjusting
screw out of cover until cover is seated on housing.
Install bolts and washers (with seals), in the inside holes
and tighten from 25 to 30 foot-pounds.
Install the adjusting screw locknut but do not tighten
at this time. Place a new welsh plug in position of bot-
tom of housing and drive into position.

VALVE CONTROL SPACER INSTALLATION 57P350

Remove the garter spring from a new upper piston Figure 50-Removing Oil Seal Protector Sleeve
rod seal, then position seal on driver C-3331 with lip
of seal toward driver. Install seal aligning pilot in end
rod. Using a suitable punch, drive the outer diameter
of driver. (If Tool C-3331-A is used, it will not be neces-
into the recess in nut, as shown in Figure 54.
sary to remove garter spring.)
Place the housing head on a flat surface (single flange WORM CONNECTOR
side up) and drive seal into head until seated, as shown Slide the worm into the connector and visually align
in Figure 51. Remove tool, then reinstall garter spring. the upper portion of the passages with the ball guide
Position a new "0" seal ring over shoulder on the hous- holes. Insert 30 balls (no more), into lower hole by push-
ing head, then carefully slide head over piston rod and ing them gently, using the rubber end of a pencil, and
down against housing. Be sure "0" seal ring is seated. at the same time, oscillating the worm, as shown in
Slide the connector nut over piston rod with threaded Figure 55. When 30 balls have been inserted, they
end out. Slide a new control spacer seal into spacer and should be visible in the upper hole. Place the remaining
install retainers, as shown in Figure 52. balls (10) in either half of the ball guide. Grease the
end balls to help hold them in place, then place the
Place seal protector Tool C-3329 over threads on other half over balls.
upper rod. Now, slide spacer assembly over Tool and
Insert the guide and ball assembly into the holes in
down against shoulder of upper rod, Figure 53. the connector. (Refer to Figure 18.) Install clamp, lock-
Install the upper piston rod nut and tighten with sharp washers and bolts. Tighten bolts from 10 to 12 foot-
rap of hammer on Tool C-3328 (Refer to Figure 16). pounds. Check the operation of the worm, making sure
Install new lock cap over nut and index with slots in it is free to turn the maximum travel of the worm shaft.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
98 CHASSIS

SPACER

TOOL

UPPER SHAFT

CONNECTOR NUT

I-4-TOOL
HOUSING HEAD 57P348

Figure 53-Installing Valve Control Spacer

53x834
Figure 51-Installing Upper Piston Rod Seal

VALVE CONTROL
SPACER

57P365

Figure 54-Locking Upper Piston Rod Nut Lock


VALVE CONTROL'
SPACER SEAL
57P302

Figure 52-Removing or Installing Seal in Valve


Control Spacer PENCIL

The worm should rotate freely by its own weight in .143,

either direction. Do not allow worm to bottom.


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

tang of lock with recess in nut, then stake lock in hole


in connector. Remove Tools. Figure 55-Installing Balls in Worm Connector

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 99

TOOL

TOOL

57x238
Figure 56-Testing Gear for Leaks

TESTING FOR LEAKS


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
100 CHASSIS

temperature. Attach a small tap handle (or equivalent)


to the flat on end of Tool C-3445, then insert tool through
the worm shaft over the end of piston valve rod.
With the foot-pound torque wrench on the steering
arm nut, read tension while turning the steering gear to
full right and full left. Wrench movement should be
smooth. Turn the piston valve in the direction necessary
INCH POUNDS to produce the same torque reading in both directions.
WRENCH Torque reading must be equal and under 40 foot-pounds.
If the torque reading is equal at less than 25 foot-
pounds, a much more accurate adjustment can then be
made with the 300 inch-pound torque wrench, using the
same procedure.
FOOT
GEAR LASH ADJUSTMENT
POUNDS
WRENCH With engine running and steering gear at normal
operating temperature, turn steering gear to the straight
ahead position.
Using a very light finger-tip touch at the end of the
steering gear arm, turn gear shaft adjusting screw
57x240 clockwise until all gear lash has been eliminated. Turn
adjusting screw 3/4 turn tighter (clockwise) and tighten
Figure 58-Adjusting Worm Housing Bearing (Final) lock nut.
Stop engine. Install worm housing oil seal, lip of seal
Remove the steering wheel using puller C-612, then down. With gear still in straight-ahead position, install
remove the steering column jacket and tube. Remove coupling on worm shaft with slot in up-and-down posi-
tube coupling bolt and washer from the center of the tion. Install drag link on steering gear arm then install
coupling. Using Tool C-3392, remove the coupling from steering tube, steering wheel, etc.
worm shaft, then remove the worm housing oil seal.
FRONT END ALIGNMENT
Remove steering connecting rod (drag link) from
steering gear arm. Back off gear lash adjusting screw Front end alignment is very important, not only from
until the lash is maximum. the point of excessive tire wear, but ease of handling as
well. For procedures on checking front end alignment
WORM SHAFT BEARING ADJUSTMENT and specifications, refer to Front Suspension Section in
Slide Tool C-3320-A over adjusting nut, and Tool this manual.
C-3319 on the splines of the worm shaft with sufficient
space between tools to life C-3320-A off the adjusting TIE RODS
nut. Turn the steering gear to the full left turn and hold Whenever it becomes necessary to install new tie
in this position with a foot-pound torque wrench, as rods and/or tie rod ends, make definitely sure when
shown in Figure 57. adjusting toe in, that both tie rod end tubes are turned
Attach torque wrench C-3380 to C-3320-A in an in-line an equal amount. Clamp bolts must be positioned hori-
position. Lift wrench off nut and re-position with torque zontally below the tube. Make sure the tie rod ball studs
wrench down or slightly to your left. While holding are positioned so they do not bind on edges of sockets,
five foot-pounds (left) tension with the large wrench, check by turning the tie rods back and forth after the
loosen nut with small wrench and adjust to exactly five clamp bolts have been tightened.
inch-pounds, as shown in Figure 58. Remove tools with
extreme caution so as not to move adjusting nut. Crimp STEERING GEAR SHAFT OIL SEAL
ring section of adjusting nut into keyway in worm shaft, (Unit Mounted in Car)
with care not to move adjusting nut. REMOVAL-Remove steering gear arm nut and lock-
washer and remove steering arm and transverse link
PISTON VALVE ADJUSTMENT from steering gear shaft. Remove steering gear shaft oil
Start the engine and run at medium idle speed. Allow seal lock ring (circular section). Using Tool C-3350, as
the steering gear to reach maximum normal operating outlined in disassembly, remove steering gear oil seal.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 101

INSTALLATION-Before attempting to install a new housing down over steering shaft and on to housing.
seal, thoroughly clean the sealing surfaces on the gear Install turn signal lever being sure column jacket does
shaft and counterbore of steering gear housing. not restrict lever. Tighten jacket to coaxial housing
Lubricate a new steering gear shaft oil seal with lubri- clamp. Connect turn signal and horn wires. Install
plate and place (lip of seal down) on a piece of clean steering column to instrument panel bracket and shroud.
paper. Install steering wheel. If clearance between steering
column jacket and wheel is less than Vs inch, adjust
steering column jacket to provide proper clearance.
CAUTION
Tighten front upper and lower gear housing to frame
Do not remove garter spring when installing seal. attaching bolts to 20 foot-pounds torque. Install wedge
over rear bolt between housing and frame, tapping
lightly in place. Tighten three attaching bolts to 70
Carefully install tapered end of sleeve (part of Tool foot-pounds torque.
C-3350) in seal and slide seal back approximately VI Install horn ring and horn wire in steering wheel.
inch on sleeve. Install this assembly (lip of seal toward Install horn ring ornament. Connect hoses from steering
housing) over steering gear shaft until seal contacts gear to hydraulic pump.
counterbore in housing. Using Tool C-3350, push seal
into position by installing adaptor over sleeve, and in- If car is equipped with standard 3 speed transmission,
stalling coupling nut on shaft threads until shoulder of install gear shift tube and connect linkage.
adaptor contacts housing. Remove nut and adaptor.
Wrap a new piece of friction tape around sleeve to 8. CONSTANT CONTROL POWER
provide a firm grip and with a turning motion, remove
STEERING
sleeve from seal and gear shaft. Seal is then positioned
properly. OPERATING PRINCIPLES
Install oil seal lock ring (circular section), make sure The Constant Control Power Steering is a completely
it is properly seated. Install steering arm and transverse new power steering gear system consisting of a hy-
link then install steering gear arm lockwasher and nut, draulic pressure pump, a power steering gear and con-
tighten from 100 to 120 foot-pounds. necting hoses. The power steering gear, as shown in
Figures 59 and 60, consists of a gear housing, contain-
LUBRICATION ing a gear shaft and sector gear, and a power piston
with gear teeth milled into the side of the piston. The
Proper lubrication of the steering gear and front sus- piston is in constant mesh with the gear shaft sector
pension is very important on vehicles equipped with teeth, and a worm shaft connects the steering wheel to
Power Steering. Lubrication of the tie rods remain the the power unit piston through a coupling. Figure 60
same as specified for manual steering. shows how the wormshaft is geared to the piston
through recirculating ball contact. At the upper end of
REFILLING HYDRAULIC SYSTEM
the piston, a flange carries the rubber "D" ring which
If oil has been removed from hydraulic system, bleed separates the power chambers of the piston.
the steering gear as follows: Start engine and allow to A steering gear valve lever upper end is fitted into a
run from a short time to circulate oil through the hoses. spool valve in the steering gear valve body and the
With the engine running at idle speed, turn the steering bottom end into a radially drilled hole in the thrust
wheel back and forth several times from extreme right bearing center race. The valve lever pivots in the bear-
to left to bleed any remaining air out of the system. ing center race spacer. The spacer is compressed at its
Check the level in reservoir. Add oil if needed to reach outer diameter between the steering gear cylinder and
level mark. Total capacity approximately 2 quarts. the column jacket support, holding the spacer in a fixed
position. The center thrust bearing race which tips the
INSTALLATION OF COAXIAL STEERING GEAR
valve lever (which in turn actuates the steering valve)
(In Car) is held firmly against a shoulder on the worm shaft by
Install the steering gear assembly through the floor two thrust bearings, bearing races and an adjusting nut.
pan, and down into position. Install housing to frame The center thrust bearing race is, in effect, clamped
attaching bolts, flat washers, and nuts but do not tighten. axially to the wormshaft and must therefore move with
Install access plate. the wormshaft whenever the steering wheel is turned.
Install rubber pad in coupling. Engage steering shaft In this description the left end of the steering gear
with coupling and install pin. Slide steering column means the lower end, and the right end means the

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
102
MyMopar.com
CHASSIS

BACK PRESSURE VALVE OIL OUT OIL IN


VALVE BODY
LEFT TURN
POWER /SPOOL VALVE
CHAMBER

PIVOT LEVER
RIGHT TURN
POWER CENTER THRUST
CHAMBER BEARING RACE

I N. 'a fr-- STEERING


COLUMN
CONNECTION
COLUMN
JACKET
SUPPORT

WORM SHAFT
BALANCING RING
POWER PISTON LEFT TURN
REACTION RING
MAIN HOUSING
\ CYLINDER HEAD
RIGHT TURN
WORM SHAFT REACTION RING
RECIRCULATING BALL CIRCUITS

STEERING GEAR
CROSS SHAFT

58P 73

Figure 59-Steering Gear (Sectional View)

upper end of the steering gear. For simplicity, direction Pressure on end of wormshaft is balanced by the pres-
of flow will be described as flowing to left or flowing to sure against the area of the wormshaft balancing ring.
right as shown in the following illustrations. At the same time, oil from the right groove in the
When the car is in the straight-ahead direction, the steering valve is directed to the left, through a galley,
steering valve is in the neutral (center) position and oil parallel to the wormshaft. This oil flows to the area to
flow through both of the grooves in the steering valve the left of the power piston flange. Part of this oil is then
body is equal, since, in the neutral position, as shown directed through the cylinder head into the left reaction
in Figure 61, the two lands of the steering valve are chamber.
centered in the grooves of the valve body. The left oil Forces exerted on the piston through oil pressure on
passage directs its oil where it contacts the right end its faces are completely balanced by two reaction rings.
of the power piston and across into the right reaction These are shown in cross section in Figure 62 on either
chamber. Part of this oil is forced around the grooves of side of the pivot lever through the center bearing race.
the wormshaft, inside the piston and around the recir- The reaction ring shown to the left of the center bearing
culating balls, to the hollow area between the left end race is fed oil from the right-turn power chamber oil
of the wormshaft and the left end of the power piston. galley through a drilled hole, as shown in Figure 62.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 103

CROSS SHAFT
SECTOR GEAR
TO RESERVOIR
PUMP
4 PRESSURE IN

POWER PISTON 58x198

Figure 60-Steering Gear Housing (Sectional View)

When the driver makes a left turn, power is immedi-


ately provided by the unit to effect the turn. As the
wormshaft rotates inside the power piston, the piston is
prevented from instantly "climbing down" the worm-
\ \
.';*1}.
ISibik
in
.4 )'.'4: X : '
00/./174%012;4. FAO) IIMY

x`11 \.
t=11-1.1
N
4117

shaft by the resisting forces which the steering linkage


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

flow of oil to the left groove is increased because the


opening is larger. Oil then flows from the power steer- ilf( WORM SHAFT

ing pump through the enlarged orifice and through the


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

age to the front wheel.


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
104 CHASSIS

TO RESERVOIR TO RESERVOIR
4 PUMP
4 PUMP PRESSURE IN

PRESSURE IN
SPOOL VALVE

VALVE ACTUATING
LEVER

LEFT TURN
REACTION RINGS

58P74

Figure 64-Oil Flow (Left Turn Position)


TO PISTON
RETURN FLOW 58P68
----- STEERING GEAR
Figure 63-Steering Gear Valve in Left Turn Position

with increased effort and there would be more steering


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 105

VALVE ASSEMBLY VALVE LEVER

ADAPTER

"0" RINGS 58x34


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

10. CONSTANT CONTROL POWER


NOTE
STEERING - SERVICE PROCEDURES
Use care not to collapse slotted end of the valve
DISASSEMBLY
lever as this will destroy the bearing tolerances of
Clean the gear assembly thoroughly in a suitable sol- the spherical head.
vent and install unit in hold fixture C-3323, as shown in
Figure 66.
When disassembling, each part should be placed in Loosen gear shaft adjusting screw locknut. Remove
a suitable solvent, washed, then dried by dry corn- gear shaft cover nut with wrench Tool C-3633.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
106 CHASSIS

(s1
SPANNER NUT

----.1.:"

TOOL

VALVE LEVER SPANNER NUT

58x35 58x38
Figure 68-Removing Valve Lever
Figure 71-Removing Steering Column Support Nut
, -ft With Tool C-3634

_.-..----lr-- TOOL
POWER TRAIN

TOOL
HOLDING FIXTURE

JACKET TUBE SUPPORT

58x36 JACKET TUBE SUPPORT 58x39


N.

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

Turn worm shaft to full right position to compress


parts and back off as necessary to align holes in column
and worm shaft. Enter a piece of drill rod or suitable
drift through the holes in jacket support and wormshaft
to keep the parts from turning and carefully remove the
power train as a complete assembly, as shown in Figure
72. Remove steering gear housing from vise.

saw 58x37
DISASSEMBLY OF POWER TRAIN
Figure 70-Removing or Installing Gear Shaft and Place power train in a vise equipped with soft jaw
Cover Assembly protectors to avoid damaging the piston assembly. Re-
move column jacket support assembly, reaction spring,
Rotate worm shaft to full right turn, then return worm- reaction ring, and spacer, ferrule "0" ring center, and
shaft and piston to center of travel to remove gear shaft bearing spacer.
and cover as an assembly, as shown in Figure 70. Hold the worm shaft from turning, then turn nut
Remove the steering column support nut with Tool slightly to left to shear the staked portion of the nut and
C-3634, as shown in Figure 71, and remove tanged carefully pick out locking portion of the bearing adjust-
washer. ing nut out of the notch in the worm shaft.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 107

STEERING GEAR HOUSING JACKET TUBE SUPPORT


-00'411162:1=2& OIL SEAL
TOOL
JACKET TUBE
SUPPORT
TOOL

SPANNER NUT

SEAL 58x44
58x40
Figure 73-Removing Worm Shaft Upper Oil Seal Figure 75-Installing Worm Shaft Upper Oil Seal
With Tool C-3638 With Tool C-3650

AIR NOZZLE JACKET TUBE


SUPPORT

REACTION SEAL '- "0" RING


REACTION RING
JACKET TUBE SUPPORT/ 58P64
58P65

Figure 74-Removing Reaction Seal From Jacket Support Figure 76-Installing Reaction Seal Into Jacket Support

REASSEMBLY COLUMN JACKET SUPPORT ASSEMBLY DISASSEMBLY

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
108 CHASSIS

CONTROL SCREW "0" RINGS


"0" RINGS CYLINDER HEAD VALVE "0" RINGS VALVE LEVER
BODY
"0" RING
AIR NOZZLE
047
SPRING STEERING
VALVE BODY
PISTON

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

L BACK UP RING NOTE

If steering valve or valve housing is damaged, it


will be necessary to replace the complete valve
assembly.

RETAINER REACTION "0" RING 58x47


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 109

(TOOL)

TOOL

58x49
--11 ADAPTER
(TOOL)
Figure 80-Removing Gear Shaft Oil Seal

GEAR SHAFT DISASSEMBLY Figure 81-Installing Gear Shaft Oil Seal

Remove gear shaft adjusting screw lock nut and un-


screw cover from adjusting screw. Remove screw and
washer from "T" slot in end of gear shaft. Remove small NOTE
"0" ring from top of cover and large "0" ring from
base of cover. Steering gear housing with inner and outer gear
shaft needle bearings is serviced as an assembly.

NOTE
REASSEMBLY
The gear shaft cover and bearing are serviced
only as an assembly. Install gear shaft oil seal in gear housing (lip of seal
toward needle bearing) using Adapter Tool SP-3052 and
Tool C-3350. Place adapter against seal and the tool nut
REASSEMBLY on the threaded end of gear shaft. Tighten tool nut until
Place adjusting screw washer over adjusting screw adapter shoulder contacts housing, as shown in Figure
and slide both the "T" slot of gear shaft. Screw cover 81. Install oil seal back-up washer, and snap ring. Make
onto the adjusting screw until gear shaft bottoms in sure snap ring is seated in groove.
cover. Lubricate a new small "0" ring and install it
over the adjusting screw into position at top of gear ASSEMBLY OF POWER TRAIN
shaft cover. Install adjusting screw lock nut on adjust-
ing screw but do not tighten. Lubricate a new large "0" Place piston assembly on work bench in a vertical
ring and "0" ring groove heavily with petrolatum. position (worm shaft up). Slide cylinder head assembly
Install "0" ring in groove on lower face of gear cover. (with ferrule up) on worm shaft and against piston
flange, as shown in Figure 82.
STEERING GEAR HOUSING DISASSEMBLY Lubricate and install in the following order. Lower
Attach steering gear housing on holding fixture Tool thrust bearing race (thick), lower thrust bearing, lower
C-3323 and install holding fixture in a vise. Remove oil reaction spring over ferrule, lower reaction ring (with
seal snap ring with pliers Tool C-760. Remove seal back- flange up so that the ring protrudes through the reaction
up washer. Remove the gear shaft oil seal with adapter spring), center bearing race indexing control lever hole
SP-3056 and Tool C-3350 as follows: Slide the threaded
portion of adapter SP-3056 over end of gear shaft and
install the threaded nut section of Tool C-3350 on the NOTE
shaft, as shown in Figure 80. Maintain pressure on If worm shaft is turned more than one-half turn,
adapter SP-3056 with nut of Tool C-3350 while turning the cylinder head seal will clear the oil ring on the
adapter SP-3056, forcing it into seal, until it has bot- worm shaft. Always check position of worm shaft
tomed in the seal. Apply the two half rings and retainer oil ring before bottoming cylinder head against
over both portions of tool. As hexagon nut is removed worn piston shoulder to avoid damaging oil ring.
from the shaft the seal will be pulled from the housing.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
BEARING WASHER SHAFT HOUSING BEARING (INNER)
SEAL

RETAINER

WASHER
o
NUT ADJUSTING BEARING (OUTER)
N SCREW WORM AND PISTON
0
SEAL VALVE "O" RING
I "0" R NG
COVER WORM SHAFT
SEAL
RETAINER
SLEEVE
"0" RINGS
SEAL
CYLINDER HEAD AND FERRULE
RING
REACTION "0" RING
BEARING RACE
SPACER
SPRING
REACTION RING
CENTER RACE 7

BEARING-
SPACER 1
RACE
SPACER ASSEMBLY
REACTION RING
SPRING
REACTION RING
NUT
S
"0" RING PIN
SUPPORT
BEARING
SEAL
58x54
NUT ADAPTER

Figure 82-Steering Gear (Disassembled View)


MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 111

-W

WORM SHAFT
WORM SHAFT

ADJUSTING NUT
-,11114t, NUT
CENTER BEARING RACE 4,4

CORD
CENTER RACE

REACTION -
RING
SCALE (TOOL)

FERRULE

58P63 58P67

Figure 83-Checking Center Bearing Race Preload Figure 84-Locking Worm Shaft Bearing Adjusting Nut

SPACER
with hole in center bearing race, see Figure 62. Install )10
ADJUSTING NUT
outer spacer, upper thrust bearing, upper thrust bearing UPPER RACE
race (thin) and a new worm shaft thrust bearing nut.
CENTER RACE
Tighten nut as follows: Turn worm shaft counter-clock-
FERRULE
wise one-half turn and hold worm shaft in this position
while tightening nut to 10 foot-pounds torque. REACTION RING
BEARING
Rotate the worm center bearing race several turns to
position all parts, then loosen adjusting nut. Retighten CYLINDER HEAD -
the worm bearing adjusting nut to give a bearing torque SPRING
of 8-16 ounces. Check torque by placing several rounds "0" RINGS
of cord around the center bearing race. Make a loop "0" RING,;.----',
in one end of cord and hook the loop of distributor
breaker arm spring scale, Tool MTU-36 in the cord loop,
as shown in Figure 83. Pulling on the cord will cause the 58P66
bearing race to rotate. If adjusting nut is tightened
properly, reading on scale should be 8 to 16 ounces. Figure 85-Aligning Center Bearing Spacer
Depress flange of adjusting nut into depression in worm
shaft to lock securely, as shown in Figure 84. Align parts on power train so that valve lever hole in
center bearing spacer is 90 degrees counter-clockwise
from piston rack teeth and lock all parts to the worm
NOTE shaft by entering a drill rod or suitable drift through
The torque of 8-16 inch ounces must remain after jacket support and worm shaft holes.
the adjusting nut is securely locked.
REASSEMBLY OF STEERING GEAR
With steering gear housing in holding fixture Tool
Install center bearing spacer over center bearing race C-3323 in approximate car position; lubricate bore of
to engage dowel pin with slot in center bearing race, housing with petrolatum and carefully install power
as shown in Figure 85. Place inner and outer reaction train assembly, see Figure 72, with center bearing
rings over center spacer and install upper reaction
spring with cylinder head ferrule through hole in
spring. Install a new "0" ring in ferrule groove. Place IMPORTANT
lubricant in small bore of column jacket support (for Place an .0015 inch feeler stock to cover the
cylinder head ferrule). Install the jacket support over aligning notch in the steering gear housing to pro-
the worm shaft carefully engaging the cylinder head tect the "0" ring seals when installing the gear
ferrule and "0" ring and making sure reaction rings train.
enter groove in jacket support.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
112 CHASSIS

C-3649. Tool should not be removed until spanner nut


TORQUE WRENCH is securely tightened, as shown in Figure 86.
Install column support spanner nut and tighten to
150 foot-pounds torque with Tool C-3634, see Figure 71.
Set piston at center of travel and install gear shaft
and cover assembly so that sector teeth index with
WRENCH (TOOL) piston rack teeth. Make sure "0" ring is positioned in
face of cover, see Figure 60.
Install cover spanner nut and tighten to 100 foot-
pounds torque with Tool C-3633, see Figure 69. Install
valve lever (double bearing end first) into center bear-
TOOL ----". ing spacer through hole in steering housing so that slots
in the valve lever are parallel to worm shaft in order
to engage the anti-rotation pin in center bearing race,
as shown in Figure 87.
Install valve body on housing making sure that the
valve lever enters the hole in the piston, see Figure 67.
Be sure "0" ring seals are in place. Tighten valve
mounting screws to 30 inch pounds.

11. CONSTANT CONTROL POWER


......alk STEERING TEST AND ADJUSTMENTS
Remove oil reservoir cover and fill reservoir to level
marks. Connect test hoses C-3211 and C-3318 with
58x232 proper adapters to hydraulic pump on car with pressure
Figure 86-Alignment of Bearing Spacer and Center
gauge C-3309B installed between pump and steering
Bearing Race with Aligning Tool C-3649
gear to register pressures. Start engine and operate at
idle to bring steering gear to normal operating tem-
perature. Expel all air from the unit by turning steering
spacer valve lever hole in "up" position to line up with wheel several times to the right and then to the left.
control valve lever clearance hole in the steering gear Refill reservoir before proceeding with the following
housing. test and adjustments.
Make sure cylinder head is bottomed on housing Turn the gear shaft adjusting screw outward through
shoulder, see Figure 60. Do not remove power train the gear shaft cover to assure no mesh adjustment
locking pin, see Figure 72, until all parts are positioned preload for this phase of the test. Tighten steering
in steering gear housing. valve body attaching screws to 7 foot-pounds torque.
Apply oil pressure to complete unit and position steer-
Align valve lever hole in center bearing spacer ex-
actly with clearance hole in housing with aligning Tool
ing valve by tapping lightly on one of the pressure
control valve screws or on valve end plug to position
VALVE LEVER
valve, (up or down) on steering housing to give equal
gear shaft torque (within 5 foot-pounds torque not to
10 SPANNER NUT exceed 20 foot-pounds in either direction) when gear
shaft is slowly turned. Perform this operation carefully
to prevent a lockup in the steering gear. After valve
body is located, tighten attaching screws to 15 foot-
pounds.
With the gear shaft on center, tighten the gear shaft
adjusting screw until backlash just disappears. Tighten
11/4 turns from this position and while holding adjusting
screw in this position tighten lock nut.
"0" RINGS Turn off hydraulic power to unit. Operate unit man-
ually for a minimum of 180° from center in each direc-
58x57 tion, measured at worm shaft. Turn on hydraulic power
Figure 87-Installing Valve Lever to unit. Operate unit through a minimum of one corn-

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 113

ADJUSTING SCREW
12. COAXIAL POWER STEERING PUMP
(ROTOR TYPE 6 CYLINDER MODELS)
COVER PRESSURE CHECKS
BLEEDING HYDRAULIC SYSTEM-With front wheels
off of floor, turn coupling completely to the left then to
the right exerting pressure at the end of each turn.
Repeat this operation then system is properly bled.
Should the lack of steering assistance be encountered
and other checks have been made (refer to Service
Diagnosis Chart), a pressure check should be made as
58x66
follows to determine if pump is at fault.
Figure 88-Adjusting Gear Shaft Adjusting Screw Connect gauge C-3309 in the pressure line between
pump and hose with the shut-off valve on the gauge in
plete cycle (complete rotational travel of worm shaft the open position, start the engine and turn the steering
from one extreme of travel to the other extreme and wheel.
then back). Operate unit through another cycle, this If the gauge does not show at least 750 to 800 pounds
time holding unit at extreme travel in each direction pressure at idle with 900 p.s.i. max. at 1500 R.P.M. when
while watching the oil pressure gauge. The gauge the steering wheel is in straight-ahead position, check
reading should be equal in each direction. If not, it the pump by turning the shut-off valve of the gauge
indicates excessive internal leakage in the unit.
C-3309 to its closed position. If the pressure does not
gradually increase as the valve is closed, the flow con-
NOTE trol valve in the pump may be stuck in open position, or
Holding the worm shaft at either extreme posi- the drive coupling may be broken. If 750 pounds pres-
tion for more than a few seconds will abnormally sure does show on gauge with the engine idling, the
increase the oil temperature and cause undue oil pump is in good condition, look for trouble under service
pump wear. diagnosis. Remove gauge and connect high pressure
hose to pump.
With oil temperature between 150°F. and 170°F., Remove cover from reservoir, start the engine and
checked with thermometer in the reservoir, the oil pres-
sure should be 850 to 950 psi. for satisfactory power turn the steering wheel. If oil flows through the filter, a
steering operation. stuck flow control valve plunger is indicated. Shut off
With gear shaft on center plus or minus 2 degrees, engine. Remove the high pressure hose at the pump
readjust the gear shaft backlash. This will require fitting and insert a 1/4 inch clean, blunt probe against
loosening the adjusting screw until backlash is evident. valve plunger. If the plunger moves inward %6 to 1/4
Then retighten adjusting screw until backlash just dis- inch, the plunger was stuck and will probably function
appears. Continue to tighten for 3/8 to 1/2 turn from this correctly the next time.
position and tighten lock lock nut to 50 foot-pounds
torque to maintain this setting, as shown in Figure 88. Recheck pressure, and if it still registers less than 750
Starting from a point at least one full turn of the worm pounds on gauge and if oil flows through filter but still
shaft either side of center, the torque at the gear shaft does not flex the pressure line, remove the flow control
required to turn the unit through center at 2 rpm in each valve plunger and clean thoroughly. If this does not cor-
direction shall not exceed 20 foot-pounds or vary more rect the condition, install a new pump assembly.
than 5 foot-pounds from left to right. Position steering If oil does not flow through the reservoir filter in the
valve to obtain equal torque and tighten valve body above test, a broken coupling is indicated. Remove
attaching screws to 15 foot-pounds torque to maintain
this setting. pump from generator. If either coupling is broken turn
With the unit under power, but with no load, the the pump shaft by hand at least ten revolutions. If the
torque required to rotate the worm shaft through an in- shaft turns freely, install new couplings on both the
cluded angle of 180° (90° either side of center) shall be pump and generator shafts. If the pump shaft binds
5-9 inch-pounds. Disconnect test equipment and mount- when turned by hand, replace both the pump and
ing fixture. Place steering gear worm at center of travel couplings. If the generator armature shaft is damaged,
and install worm connector. Install unit in car. replace necessary parts.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
114 CHASSIS

POWER STEERING

(ROTOR TYPE)

DATA AND SPECIFICATIONS

Model P-30

Capacity of Hydraulic System 31/2 pts.

Capacity of Worm Housing 14 oz.

Type of Fluid Type "A" Automatic


Trans. Fluid
Maximum Pump Pressure (psi) 900

Maximum Fluid Flow at 3000 rpm 2 gal./min.


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

4w Free Length 2.13 inch


0 o> .., Working Length 1.20 inch
o En
u.., .O Pressure at Working Length 14 + 11/2 lbs.
a)
a) Free Length 1.51 inch
Working Length 1.18 inch

cO
Force at Working Length 30 to 33 lbs.

TORQUE SPECIFICATIONS
Foot Pounds

Steering Knuckle Arm Nuts 55 to 75


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 115

ADJUSTING BOLTS FOR


RESERVOIR OIL LEVEL

LOCK RING Nli


TOOL

-41INIFT
57,371

Figure 90-Disassembly of Pressure Relief and


54x650
Flow Control Valve Using Tool C-3229
Figure 89-Leveling Oil Pump Reservoir

DISASSEMBLY

Remove clamp that retains cover on reservoir, then


NOTE remove cover. Remove the relief valve that retains the
filter element in reservoir. Lift filter element out and
If the gauge is not available, a fairly accurate
drain oil from reservoir. Remove the two pump attach-
way of making the test is as follows: Start the engine
ing screws and lockwasher, unscrew the filter element
and turn the wheel to both extreme positions. If the
standpipe and separate reservoir from pump.
high pressure hose flexes, the pump is in good con-
dition. If the high pressure hose does not flex, lack
of pressure from the pump is indicated. Shut off the NOTE
engine and check the pump as described below.
There are four rubber "0" seal rings between the
reservoir and pump body.

PUMP REMOVAL
Disconnect the pressure and return hoses from pump Using holding Tool C-3227, remove coupling locking
assembly. Loss of oil will be noted when hoses are screw, lockwasher and coupling.
removed, keep both hose ends up to prevent further loss
of oil. Ends of hose should be covered or capped to CAUTION
prevent the entrance of foreign matter.
The locking screw is of a special type and should
Remove the pump to generator mounting screws and not be replaced with any other type.
lockwashers. Remove pump and reservoir assembly
from generator. Remove the rubber coupling.
Place pump body in a vise equipped with protective
INSTALLATION jaws and remove the five body to cover attaching bolts.
Place the rubber insulator into position in pump as- Remove cover and "0" seal ring. Remove outer pump
rotor by inverting and tapping pump body on wooden
sembly. Place pump and reservoir assembly in position
block. Remove pump shaft and inner rotor from pump
on back of generator, using care to index coupling.
Install the pump to generator mounting bolts, lock- body. Remove inner pump rotor from pump shaft by
removing the rear circular section snap ring and sliding
washers and washer. Draw down evenly and tighten
from 12 to 17 foot-pounds. Connect the pressure and rotor and drive key off shaft.
return hoses to pump and tighten. Adjust reservoir oil To remove the combination flow control and relief
level by loosening the mounting bolts and rotating valve in pump cover, remove the 11/4 inch hexagon
(Figure 89) the pump until oil level covers filter. Add oil fitting and circular section rubber "0" ring. Lift out
if highest part of filter is not covered with oil. flow control valve spring. Tap cover on wooden block

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
COVER

VALVE
WASHER

ROTOR

RING

GASKET BUSHING

GASKET
GASKET SHAFT01,
GASKET

RETAINER "4"---RETAINER
n
col
in
BODY 4 ---BUSHING
OIL SEAL \

FLANGE /ADAPTER
WASHER
GASKET

BOLT AND LOCKWASHER

SCREW
AND
WASHER
FLANGE 56P177
COUPLING

Figure 91-Rotor Type Steering Pump-Disassembled


MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 117

TOOL
C-3185

55P 1308 55P 1309

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
118 CHASSIS

and position on pump body. Place cover in position on


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

ROTOR - CAUTION
Install cover to keep dirt out of pump until after it
has been installed on generator.

SHAFT 13. COAXIAL POWER STEERING PUMP


(SLEEVE TYPE 8 CYLINDER MODELS)
A sleeve type Power Steering Pump is used on all
Plymouth V-8 1957 models, as shown in Figure 99.
The level of oil in reservoir will vary according to
operating temperature of pump. The normal operating
TOOL temperature is approximately 175° F. At 70°F., the oil
C-3228
55P1313 level will be approximately 3'/4 inches below the top of
filler neck.
Figure 97-Installing Pump Shaft Oil Seal Thimble
with Tool C-3230

ASSEMBLY OF PUMP
Lubricate all moving parts with clean SAE 10W
engine oil. Coat "0" seal rings with Lubriplate.
Reassemble combination flow control and relief valve
by inserting spring and relief valve with small end first.
Compress valve and spring and install snap ring.
Make sure snap ring seats properly. Install the com-
TOOL
bination of flow control and relief valve assembly into
C-3227
pump body with the narrower land first. Insert spring,
gasket and adaptor. Tighten adaptor from 45 to 50 foot-
pounds. Install inner pump rotor and drive key on shaft
and install snap ring. Install shaft protector thimble
C-3228 in pump body until it bottoms (Figure 97).
Using care not to damage the babbitt bushings when 55P 1314

installing rotor, insert rotor and shaft assembly with


coupling end first into pump body. Insert outer rotor Figure 98-Tightening Coupling Screw
into pump body. Coat the "0" seal ring with Lubriplate with Tool C-3227

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 119

POWER STEERING
(SLEEVE TYPE)

DATA AND SPECIFICATIONS

Model P-31

Capacity of Hydraulic System 2 qts.


Capacity of Worm Housing 14 oz.

Gear Housing 12 oz.

Type of Fluid Type "A" Automatic


Trans. Fluid
Pump Reservoir Capacity Including Hoses 28 oz.
Maximum Pump Pressure 750 to 900 psi.
Maximum Pump Rotor Clearances .008-.012

4a Free Length 4.0 in.


o en
E.) b g
3
> i.".
a Working Length 1.5 in.
o -6 cn
4., .t.. Force at Working Length 12.5 ± 1.25 lbs.
Free Length .825 in.

I
. Working Length 3%4 in.
).. .-. En
Force at Working Length 12.5 to 14 lbs.
cg

FILLER CAP NOTE

Whenever the pump is drained or removed for


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

REMOVAL

Remove hose clamp and hose from discharge outlets.


Loosen bracket fan belt adjusting screw and remove
fan belts.
Do not disassemble the hydraulic pump in dirty sur-
roundings or on a dirty work bench. Use clean paper on
bench. After the pump has been disassembled, place
the parts in a suitable cleaning solvent; clean and
4,OIL LEVEL MAI-Z-1A 57x560 protect from dirt and grit. Drain oil from pump and
Figure 99-Sleeve Type Power Steering Pump Installed reservoir. Cap discharge and return line fittings with

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
120 CHASSIS

FILLER CAP
GASKET COVER HOUSING
RESERVOIR SCREW DISCHARGE FITTING
FLOW SPOOL END CAP COPPER GASKET
RETAINER GASKET

F DRIVEN BLOCK
BODY SCREW
0 GASKET LOCKWASHER
GASKET SPACER

SPRING PULLEY
RETAINER
BALL SEAT
SHAFT-
GASKET
BALL
BALL RETAINER
SPRING SLEEVES SLEEVE
FLOW SPOOL
"0" RINGS SPRING

PLUNGER

DRIVE BLOCK BOLT


SEAL
BEARING CAP "0" RING
RETAINER KEY
57x585 BEARING

Figure 100-Power Steering Oil Pump


(Disassembled View) (Sleeve Type)

protective covering to keep dirt from pump. Thoroughly The cylinder blocks will push out of body slightly due
clean exterior of pump. Mount pump in a vise. Remove to pressure of plunger spring between blocks. Remove
cap screw and reservoir. See Figure 101. Loosen four cylinder drive blocks and nine sleeve from pump body
cap screws at the inlet end cap. See Figure 102. Remove and the cylinder plunger spring. See Figure 104.
flow valve spring retainer fitting.
Remove ball bearing retainer ring from housing,
FILLER MARK RESERVOIR

A/

BAFFLE

$7P349

57x562
Figure 101-Removing or Installing Power Steering
Pump Reservoir Figure 102-Removing or Installing Inlet Cap Bolts

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 121

TOOL

57P345
-"14

Figure 105-Removing or Installing Snap Ring Bearing


Retainer (Tool C-31061

57x563
Figure 103-Removing or Installing Pump Body
from Housing

57x566
Figure 106-Removing or Installing Shaft and Bearing

CAUTION
Flow and plunger springs are under pressure.
Use care when removing cap and retainer to prevent
spring and fitting from escaping due to spring force.
Remove flow valve and spring. Remove and dis-
assemble both end caps from inlet cap body and
pump housing, as shown in Figures 102 and 103.
57x564
Plunger spring will tend to push the cylinder blocks
1111r-
out of body. Use care when disassembling.
Figure 104-Removing or Installing Housing
from Pump Body
for roughness or noisy operation. If bearing must be
using snap ring pliers Tool C-3106. See Figure 105. replaced, remove shaft key, press bearing from shaft
Remove shaft and bearing. See Figure 106. away from splined or serrated end of shaft. Examine
retaining ring groove in housing, replace worn or dis-
Wipe bearing and shaft assembly with clean, lint torted parts. If ball is to be replaced, support bearing on
free cloths. Do not soak in cleaning solvent; the lubri- inner race and press shaft through bearing until retain-
cants sealed into the ball bearing may become diluted ing ring stops against inner race of bearing. The retain-
by the solvent. ing ring must always be located between the bearing
Inspect shaft for wear and check the ball be and splined or serrated end of pump shaft.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
122 CHASSIS

FLOW SPOOL

SPRING
BALL RETAINER

n.**
mwm
,SN
mh
Amw /4 / A
Figure 107-Checking Flow Valve in Housing BALL

BALL SEAT
Check fit of sleeves in cylinder block bores. Sleeves 57x568
must slide freely. Examine mating surfaces of sleeves
and bores. Heavy scoring, if present, can effect pump-
ing efficiency; cylinder blocks showing such scoring Figure 108-Flow Spool Valve
should be replaced. Hairline marking seen on sleeves
are normal. Sleeves bearing such marks need not be
replaced. Press seal in until the shoulder stops against the
bearing cap casting. Care must be used to see that seal
Examine flow valve spool and valve liner. Slight hair is properly aligned. This operation should be performed
line scratches are permissible. Burrs from heavy gouges on an arbor press.
or scratches which may cause the flow spool to stick
must be removed. This may be done by polishing with Check the pressure relief valve. The pressure relief
a smooth stone. valve is located in flow valve spool. See Figure 108.
The valve must not leak at any pressure below 750
psi. and must open completely at 900 psi. Evidence of
CAUTION leakage will be seen at small holes in the side of flow
Do not break the sharp edges of the spool or liner. spool. If relief valve leaks, disassemble by removing
valve seat for dirt or nicks. Clean all valve parts and
reassemble, replacing valve seat if nicked or damaged.
Insert flow valve in valve body. By means of a pencil Check the pressure again. If the pressure still falls below
or other such rod which will not mar the internal diame- the minimum requirements, disassemble the valve
ter of valve liner, move flow spool back and forth to again and replace the pressure relief spring or place a
inspect. On each pass, rotate spool slightly. The spool 1/32 inch washer between spring and ball retainer. To
must slide freely. If spool sticks or drags, remove it from correct pressures exceeding the maximum requirement,
liner. Remove dirt, nicks, and burrs, using above cau- remove valve seat and place a % 2 inch washer between
tion and check by repeating above procedure. See valve seat and the flow spool body.
Figure 107.
Examine the pump body for signs of unusual wear or
Examine shaft seal in bearing cap. If worn or dam- damage. Small scratches or burrs can be removed with
aged, replace seal. fine emery paper. If body is scored or damaged, a new
pump should be used.

NOTE ASSEMBLY

The lips of seal must point toward the casting. Clean parts thoroughly and assembly pump. Press
Examine running surfaces of bearing cap and inlet drive shaft and bearing subassembly into bearing cap.
end cap. If heavy scratches are present or if port Check rotation of shaft to make certain shaft turns
edges are damaged, the part should be replaced. freely. Use a sleeve which bears on outer race of ball
bearing, and press the sub-assembly in place.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 123

..1011111001M"

57x569
57x570
Figure 109-Drive Block Assembling Fixture-C-3602
Figure 110-Assembling Sleeves in Drive Cylinder

CAUTION
Make certain that the shaft bearing sub-assembly
are properly aligned, otherwise the shaft may push
sleeve bearing out of bearing cap or may scratch or
mar the inside diameter of sleeve bearing.

Use an assembly fixture, as shown in Figure 109, and


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

over the cylinder drive block and fixture locating pins,


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

It may be necessary to exert hand pressure on the


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
124 CHASSIS

freely without binding. After making sure pump rotates SLIPPER


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

down. Place flow valve spring on top of flow spool. SNAP


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

Reservoir alignment may be achieved by sighting Figure 112-Power Steering Pump


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 125

FLOW CONTROL VALVE


PLUG AND SNAP RING PUMP OUTLET
"0" RING

TOOL

SNAP
RING

58x225
58x224
Figure 115-Removing Flow Control Valve Snap Ring
Figure 113-Removing Fan Pulley With Tool C-3615

TOOL

RELIEF VALVE
ASSEMBLY
"0" RING

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
126 CHASSIS

TOOL

SNAP RING

TOOL FLOW
CONTROL
VALVE
PLUG

SEAL
58x282
Figure 118-Installing Flow Control Valve Plug

58x228
Figure 117-Removing Oil Seal

shown in Figure 117. Turning puller center screw while


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

Install flow control valve spring, valve and a new


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 127

evident at the center position, the cross shaft adjust-


,PULLEY ment is too tight. Raise the front wheels and repeat the
PRESS
test. If binding is no longer evident, the cross shaft roller
tooth may be binding on the pin. The roller tooth should
be free enough to turn with the fingers. If binding is
--PUMP
evident with or without the weight of the car on the
PUMP SHAFT
front wheels the cross shaft bushings may be scored.
I 3. WORM AND TUBE ASSEMBLY-Inspect for bind-
RELIEF ing near the extreme right or left position of the steering
VALVE wheel. If binding is evident, the bearings are damaged,
TOOL or are adjusted too tightly. Inspect the tube by turning
the steering wheel from the extreme right to the extreme
left. If intermittent drag is felt the tube may be bent.
""111"111W1
4. JACKET AND JACKET BUSHING- Loosen the in-
strument panel bracket and check the free position of
the steering column. If the jacket does not line up with
58x229 p111.11=1.1111111rf
the center of the bracket, binding may occur. Turn the
Figure 120-Installing Pump Pulley steering wheel from left to right. If drag is evident, the
jacket bushing may be scored or too tight.

LOOSE STEERING
CAUTION
Pump must be supported in a manner in which If any part of the steering system is unusually loose,
all pressing force will be applied to the shaft only, wander, excessive road shock, or wheel shimmy may
otherwise pump body and rotor will be damaged. result. To determine where excessive looseness exists,
remove the Pitman arm from the cross shaft and make
the following tests:
INSTALLATION
1. TIE ROD ENDS-To test for looseness, check for
Position pump on engine and install and tighten end play in the tie rods with the weight of the car on
attaching bolts securely. Connect the pressure and the wheels.
return hoses. Fill reservoir to the full mark with Auto-
matic Transmission oil Type "A". 2. CROSS SHAFT-Check for backlash at the center
position of the Pitman arm. Inspect for side play in the
cross shaft. See "Steering Gear Adjustments" on Page
15. DIAGNOSIS PROCEDURES 83.

CARS WITH STANDARD STEERING 3. WORM AND TUBE-To check for end play at the
upper end of the tube, move the Pitman arm back and
Hard steering is usually due to binding in the steering forth without turning the steering wheel. There should
assembly and may be accompanied by wander. Before be no up-and-down movement of the steering wheel at
testing for this condition, make sure the tires are inflated the steering column jacket.
to the recommended pressure and the front wheel align-
ment is correct. Test steering action with the weight of 4. JACKET BUSHING-To determine if the jacket
the car on the front wheels and the front wheels on bushing is loose or worn, check for side play in the tube
turntables. If hard steering is evident, inspect the at the upper end by moving the steering wheel from
following: side to side.
1. TIE ROD ENDS-Lubricate the rod ends and check 5. STEERING WHEEL-Check the position of the
alignment. The sockets should rotate freely on the ball steering wheel. The spokes should be equally spaced
studs. The tie rod end sockets on the same tie rod should when the front wheels are in the straight-ahead position.
be parallel with each other. If one socket is level and
one is at an angle, a binding action may occur on ex-
treme turns. CARS WITH COAXIAL POWER STEERING

2. CROSS SHAFT-Turn the steering wheel from When a check is made on a report of an oil leak, be
right to left through the center position. If binding is sure to keep in mind the difference between oil leakage

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
128 CHASSIS

and oil seepage. An oil spot on driveway, or one that test hoses Tool C-3211 and C-3318 so gear can be opera-
drops on outside of gear housing, doesn't necessarily ted under pressure. Drain and remove upper housing.
mean there's an oil leak in power steering unit. The only Using Tool C-3555 secure housing head. Remove all
way to tell whether it's seepage or leakage is to find out traces of oil around housing head, upper piston and
whether owner has had to add oil to reservoir to main- connector assembly. Start engine and check for source
tain proper level. of leaks.
Seepage can be caused by one or more of the follow-
ing:
NOTE
1. Overfilling of upper housing. If a unit is filled level
To build up pressure in unit when testing, it will
with filler plug opening, instead of using proper meas- be necessary to move control valve off center in each
ured amount of oil, (14 oz.) it may show signs of seepage
direction with adjusting Tool C-3445.
at vent due to expansion.
2. The normal breathing action of unit will leave a
slight film of oil around vent opening. REACTION SEAL
3. Recently installed units. Oil becomes trapped in Determined by oil coming from connector assembly.
vent passage during shipping and drains out when unit Inspect seal for signs of shrinkage or being damaged
is operated at mating surface between upper and lower and replace with new seal. Check new seal prior to
housing. installation for snug fit in valve control spacer. Also
If turning force is applied on steering wheel after inspect upper rod for being scratched at seal sealing
front wheels have reached their limit of travel and surface.
engine is accelerated excessively, it is possible to build
up pump pressure in excess of 1,000 psi., which causes CONTROL VALVE ROD UPPER "0" RING
the power steering unit to flex at point when two hous- Determined by oil coming from connector assembly.
ings are bolted together. Constant flexing at this point Remove "0" ring and inspect "0" ring seat for foreign
will cause seepage at the "0" ring. This is definitely an material, nicks, or burrs. Install new "0" ring making
abnormal operating condition. sure it is seated properly in groove and cannot possibly
If some doubt exists as to whether or not a unit has come out of groove when pressure is applied. Always
internal leakage into the upper housing, insert a pipe install new upper and lower valve rod "0" rings when-
cleaner into upper housing vent to absorb any oil which ever gear is disassembled.
may be trapped in opening. Start engine and turn steer-
ing wheel from one extreme of travel to other, holding UPPER PISTON ROD SEAL
it a short time against each wheel stop.
Due to oil leaking around the upper piston rod at
housing head. Replace seal, at the same time inspecting
CAUTION seat in housing head for nicks and buns; also check
sealing surface on upper piston rod for scratches.
Do not exceed 1,400 engine r.p.m. or hold against Make sure seal is properly seated in housing head.
stops longer than 15 seconds, as it is possible to
damage power units, fan belt and/or oil pump. POROUS HOUSING HEAD

This can be noted by oil seeping through pores in


If there was no escape of oil from vent during this housing head. If this condition exists, replace housing
test, the condition existing was one of seepage, or all head.
of oil has been lost from upper housing due to neoprene
plug missing from vent passage inside housing. LEAKAGE AT MATING SURFACE BETWEEN THE
UPPER AND LOWER HOUSINGS
LEAKAGE
May be caused by looseness of attaching screws
If oil was observed coming from vent during above which secure upper and lower housings. These screws
test, remove chuck assembly from the vehicle to deter- should be torqued to 30 foot-pounds. If leakage was not
mine source of leak. Special Service Tool C-3555 Dummy caused by looseness of attaching screws, or an abnor-
Flange Bulkhead Retainer has recently been released. mal operating condition, inspect for improper seated or
This tool is desirable in locating leaks in power steering damaged "0" rings on housing, especially the one
unit. Place chuck in holding fixture Tool C-3323. Connect located on pressure side. Inspect the "0" ring seating

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 129

surfaces on housing head and gear housing for nicks, engine at idle (475-500 r.p.m.). With engine idling, no
burrs, and foreign material. Install new "0" rings. turning effort being applied to steering wheel, and unit
at operating temperature the gauge should show a pres-
sure between 70-100 psi. If pressure is below 70 psi., it
CAUTION is an indication that lower piston rod relief valve is not
Make sure upper "0" ring is installed properly,
operating properly. If pressure is considerably above
on upper or smaller diameter step, or damage to
100 psi., the plunger may be sticking and preventing
housing will occur when bolts are tightened.
normal return pressure. If pressure is not within limits,
install new back pressure valve assembly, making sure
end plug is seated tightly against valve body.
LOWER HOUSING PLUG
HISSING NOISE (RIGHT TURN ONLY)
Caused by improperly installed plug.
This is caused by oil leaking past lower piston rod
gear housing seal. Remove seal, with Tool C-3450, in-
GEAR SHAFT OIL SEAL
spect lower piston rod and seal seat in gear housing for
Caused by damaged or improperly seated seal and/or nicks, burrs, scratches, etc. Install new seal being sure
snap ring. Replace seal. Remove steering arm with it is properly seated in gear housing. Install seal with
puller Tool C-3402. Remove old seal and install new Tool C-3331.
seal with Tool C-3350.
HISSING NOISE ACCOMPANIED BY LOSS OF OIL
GEAR SHAFT COVER THROUGH UPPER HOUSING VENT (LEFT TURN ONLY)
Leaks at gear shaft cover can be corrected without This is caused by oil leaking past upper piston rod
removal of unit from vehicle. housing head oil seal. Remove seal, inspect upper piston
1. Between gear shaft cover and housing-Due to rod and seal seat in housing head for nicks, scratches,
loose cover attaching screws or damaged "0" ring. burrs, etc. Install new seal being sure it is properly
Tighten attaching screws to 20 foot -pounds, torque. If seated in housing head. Use same tools that were used
leak persists, remove cover and replace "Cr ring. In- on lower piston rod seal.
spect mating surfaces of cover and housing for nicks,
burrs, etc. CREAKING NOISES ON TURNS

2. Around cover attaching screws-Two of these Probably due to loose gear to frame mounting bolts.
screws have neoprene seals, the two adjacent to engine Tighten bolts 60 foot-pounds torque.
do not. Make sure seals are installed properly or re-
placed with new ones if needed. SNAPPING NOISES

3. Around threads of gear shaft adjusting screw-Due This is usually an intermittent noise which is pro-
to damaged "0" ring. Remove cover and replace adjust- duced when direction of steering wheel rotation is sud-
ing screw "0" ring. denly reversed. Tighten steering gear to frame mount-
ing bolts. If noise still exists, remove steering chuck
Check for porosity of housing. from vehicle and proceed as follows:
1. Check coupling screw for tightness.
NOISE IN CHUCK ASSEMBLY
2. Check lower piston rod bushing dowel pin for being
Squealing (high pitched). If squeal is encountered too high.
only while applying turning force to steering wheel, it
is an indication that pump drive belt adjustment is too 3. Remove bushing and inspect for any foreign mat-
loose. Make sure belts are adjusted to proper tension. ter which may be under bushing, preventing it from
seating properly.
HISSING NOISE (NO LOAD) 4. Inspect bearing surface of bushing for signs of
Caused by low oil level or improper operation of excessive roughness.
back pressure valve, in lower piston rod. Fill reservoir 5. Install new bushing if needed, making sure it is
to proper level and recheck for noise. If noise is not seated properly in gear housing and head of dowel pin
eliminated, make following pressure checks: is slightly below bearing surface of bushing.
Connect pressure gauge Tool C-3309 between the 6. Check lower piston to assure a tight fit exists at
pump and pressure hoses. Open gauge valve and run piston. If looseness exists, it could possibly be due to

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
130 CHASSIS

too thin a snap ring or too wide a snap ring groove. If steering wheel freeplay does not exceed % inch, it
is an indication that the difficulty is caused by one of
7. Replace necessary parts to assure a tight fit. the following:
CHUCKLE NOISE 1. Steering gear arm nut loose on gear shaft-Tighten
120 foot-pounds torque.
This noise will be most noticeable when vehicle is
being operated on rough or choppy roads and usually 2. Loose front wheel bearings-Adjust.
is accompanied by wheel wander. This condition can
3. Steering linkage-Check for worn or loose tie rod
be caused by any one or more of following items, each
of which should be checked in following procedure:
ends, loose steering knuckle arms, drag links, etc.
Tighten or replace necessary parts to eliminate free-
1. Steering gear arm nut loose on gear shaft-Tighten play.
120 foot-pounds torque.
4. Front wheel alignment-Align front wheels.
2. Loose front wheel bearing-Adjust bearings.
3. Gear shaft adjusted too loose-Adjust gear shaft. POOR RETURNABILITY (BOTH DIRECTIONS)

4. Steering tube coupling screw loose-Tighten screw. This is a condition whereby front wheels will not re-
turn to straight ahead position without assistance of
5. Worm bearing preload adjustment too loose-Ad- operator. A primary cause of this condition is often due
just to proper preload with Tool C-3319 and C-3320 in to low tire pressure, therefore, prior to checking further,
combination with correct torque wrenches. inflate tires to proper pressure and road test. If condition
6. Excessive worm shaft end play in connector as- exists, check returnability of power unit as follows to
sembly-Replace worm and connector as an assembly. determine if condition is caused by power unit or front
wheel alignment.
WANDER (STEERING WHEEL FREEPLAY) Disconnect linkage from steering gear arm and start
This is a condition whereby operator has to constantly engine. With engine idling, use torque wrench on steer-
turn steering wheel in order to hold vehicle in a straight ing gear arm nut and check torque required to turn gear
course. To determine whether or not this condition is shaft through center from one extreme to the other.
caused by power steering unit, proceed as follows: The torque reading should be approximately equal
With front wheels in straight-ahead position and rest- in each direction and should not exceed 40 foot-pounds,
ing on floor, start engine. Using a very light feather + or - 10 pounds. If torque reading does not exceed
touch on steering wheel, check for freeplay. This should 40 foot-pounds + or - 10 pounds, it is an indication that
not exceed % inch. difficulty is caused by one of following and not power
steering unit.
1. Check all tie rod ends and steering knuckles for
CAUTION binding-If a bind is found to exist in any of these parts,
Extreme care should be used when checking steer- replace as necessary.
ing wheel freeplay, as it is rather difficult to check 2. Front wheel alignment-Align front wheels.
exact point where freeplay begins and ends.
If torque readings exceed 40 foot-pounds, + or -
10 pounds in either direction, it is an indication that the
If steering wheel freeplay exceeds % inch, without condition is caused by the power steering unit. To de-
moving steering linkage, it is an indication that this termine an exact source, it will be necessary to start
difficulty is caused by one of following items in power engine and recheck amount of torque required to turn
unit, and should be checked in following sequence: gear shaft each time one of following items is checked.
1. Gear Shaft adjustment too loose-Adjust gear 3. Steering wheel to column jacket interference Ad-
shaft. just to give necessary clearance.
2. Steering tube coupling screw loose-Tighten screw. 4. Steering column jacket bearing-Remove steering
wheel, with puller, Tool C-3428, jacket and shroud as-
3. Worm bearing preload adjustment too loose-Ad- sembly and steering tube. Recheck torque, if reading
just to proper preload with Tools C-3319 and C-3320 and is 40 foot-pounds or below, the difficulty is caused by
in combination with correct torque wrenches. steering column jacket bearings, replace bearings. If
4. Excessive worm shaft end play in connector as- reading was not below 40 foot-pounds, proceeed as
sembly-Replace worm and connector as an assembly. follows:

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 131

5. Gear shaft adjustment too tight-Adjust gear shaft. while considerable force is required, in the opposite.
Worm bearing preload too tight. Place unit in special In severe cases of unequal steering effort it is possible
holding fixture Tool C-3323, connect test hoses and refill that vehicle will have a tendency to self steer unless
steering wheel is held.
reservoir. Remove worm shaft oil seal. Start engine and
recheck torque reading. If torque reading remains above Unequal steering effort is often mistaken for "lack
40 foot-pounds, check worm bearing preload for being of assist in one direction," make sure difficulty is diag-
too tight. nosed properly before attempting to correct. To estab-
Readjust preload. If reading still remains above 40 lish which condition exists, check turning effort of steer-
foot-pounds, proceed as follows: ing wheel as follows:

6. Worm shaft binding in connector-Remove upper 1. With engine idling and front wheels resting on
housing and using Tool C-3555 secure housing head. floor, turn steering wheel at normal rate of r.p.m. from
Start engine and recheck torque reading. If reading is one extreme to other, noting amount of turning force
40 foot-pounds or below, difficulty is due to either worm required. Turn steering wheel in same manner except
shaft binding in connector or connector guide rails bind- at much higher rate of r.p.m. and again noting amount
ing on housing. Inspect and replace necessary parts. of turning force required.

POOR RETURNABILITY (ONE DIRECTION ONLY)


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

2. With engine idling, use a torque wrench on steering


2. Disassemble unit as required.
gear arm nut, and check torque required to turn gear
shaft through center from one extreme to other. The CONTROL VALVE ADJUSTMENT
readings should be approximately equal and not exceed Disconnect linkage and center control valve so that
40 foot-pounds, then difficulty is caused by front wheel an equal amount of torque is required to turn gearshaft
alignment and not power unit. from one extreme to other. If proper adjustment cannot
3. Align front wheels. If this does not correct condition, be maintained after it has been set, then refer to "in-
proceed as follows: ability to maintain control valve adjustment."
To align gear assembly place wheels in straight ahead
UPPER PISTON ROD MOVEMENT IN PISTON
position, loosen the idler arm bushing bolt nut, and re-
tighten to 60 foot-pounds, making sure there is no pre- Check fit of snap ring which retains upper piston rod
load in the rubber bushing in the straight ahead posi- in piston, by attempting to rotate it. If snap ring can be
tion. Loosen the steering column jacket clamp at the rotated, it will allow upper piston rod to move axially
instrument panel. Loosen the three bolts that mount the with respect to piston thus displacing control valve in
gear to the frame. Then tighten front upper and lower relation to valve body. This can cause self steering in
gear housing to frame attaching bolts to 20 foot-pounds either direction; however, it is usually most noted to be
torque. Install wedge over rear bolt between housing the left. To correct, replace piston making sure snap
and frame, tapping lightly in place. Tighten three attach- ring seats properly.
ing bolts to 70 foot-pounds torque.
CONNECTOR NUT
UNEQUAL STEERING EFFORT
(Severe Cases of Self Steering) Anything which will cause valve rod adjusting disc
to be loose in connector, will result in self steering.
A condition whereby operator finds that it takes Check for connector nut not tightened sufficiently to
very little effort to turn steering wheel in one direction, lock valve rod adjusting disc and reaction assembly in

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
132 CHASSIS

connector. To accomplish this, remove worm connector 2. Upper piston rod nut loose-Tighten to proper
and reaction assemblies from upper piston rod. Re- torque.
assemble by placing the adjusting disc, adjusting disc 3. Control valve loose on rod-The control valve rod
retainer and valve control spacer in their respective is connected to control valve by peening. Check for any
positions in worm connector. Install worm connector movement between the two. If movement exists, re-
nut and tighten securely. Insert small punch or screw place control valve and rod. Do not attempt to tighten
driver through bottom of connector and attempt to by peening.
rotate adjusting disc. If it cannot be rotated, it is properly
locked. 4. Upper piston rod loose in piston-Check for move-
ment of upper piston rod in piston. If movement exists,
CONTROL VALVE LOOSE ON ROD replace piston.
The control valve rod is connected to control valve
by peening. Check for any movement between the two. LACK OF ASSIST (ONE DIRECTION)
If movement exists, replace control valve and rod. Do This is a condition whereby operator finds that con-
not attempt to tighten by peening. siderable more effort is required to turn steering wheel
in one direction than it does the other. Since lack of
UPPER PISTON ROD NUT LOOSE assist in one direction is often mistaken for "Unequal
Tighten to proper torque. Steering Effort" and causes for each are entirely dif-
ferent, make sure difficulty is properly diagnosed before
UPPER PISTON ROD attempting to correct. To determine which condition
Inspect upper piston rod for being scored at reaction exists, refer to "Unequal Steering Effort" for method of
seal retainer bearing surfaces and replace if needed. establishing. Lack of assist in one direction usually is
found to be caused by one of following:
REACTION ASSEMBLY I. Piston Ring (Neoprene)-Check for damaged neo-
If above mentioned items have failed to correct un- prene piston ring.
equal steering effort, replace all reaction parts. Make 2. Housing Head Oil Seal Upper Piston Rod-A dam-
definitely sure valve control spacer is matched to upper aged or improperly seated housing head oil seal will
piston rod. The length of valve control spacer must be cause lack of assist when turning to left, and will also
identical to distance between the seat of lower valve be accompanied by loss of oil out vent in upper housing.
control spacer retainer and the seated upper piston Inspect sealing surface on upper piston rod for being
rod nut. scratched. Replace if necessary. Install new housing
head oil seal making sure it is properly seated in hous-
INABILITY TO MAINTAIN CONTROL VALVE ing head.
ADJUSTMENT
3. Lower Piston Rod Oil Seal-A damaged or im-
This condition can be caused by one of the following: properly seated lower piston rod oil seal will cause lack
Reaction spacer being too long, too short, or by burrs, of assist when turning to right. Inspect sealing surface
or out of squareness of any reaction area parts which on lower piston rod for being scratched. Replace if
are held inside connector by connector nut, including necessary. Install new lower piston rod oil seal making
nut. Anything which causes unseating of reaction re- sure it is properly seated in housing.
tainers when no turning force is applied will make
accurate valve adjustment impossible. This can also be 4. Valve Rod Lower "0" Ring-Inspect for damaged
caused by one of following: lower valve rod "0" ring in upper piston rod. Inspect
groove for any foreign matter. Install new "0" ring
making sure it is seated properly in groove.
CAUTION
5. Piston Rod "0" Rings-Inspect for damaged "0"
The turning torque for valve control rod in threads rings on both upper and lower piston rods which may
of valve rod adjusting disc should be 10-12 inch- be causing leakage between piston and rods. Install
pounds to prevent any looseness at this point. Do new "0" rings making sure they fit properly in grooves.
not exceed 20 inch-pounds, otherwise damage to
valve rod and/or adjusting tool may result. LACK OF ASSIST (BOTH DIRECTIONS)
This is a condition whereby operator notes that con-
1. Valve control rod loose in nut valve rod adjust- siderable amount of effort is required to turn steering
ing cap assembly. Replace the valve rod adjusting wheel in both directions. To locate cause of condition,
assembly as required. check following possibilities in manner in which listed:

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
STEERING 133

1. Tire pressure too low-Inflate to proper pressure. PUMP NOISE


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

CAUTION 2. AIR IN STEERING SYSTEM-Check all connec-


tions to make certain that they are tight.
Where two belts are used, make definitely sure
both top and bottom belts are adjusted, otherwise 3. DISCHARGE AND RETURN LINE HOSES-The
condition will remain. hoses must not touch any part of the body or frame ex-
cept where they are attached to the pump or steering
column.
3. Low fluid level-Fill reservoir to proper level.
4. LOOSE PULLEY.
4. Should lack of assist still be encountered, a pres-
sure check should be made to determine if pump is at 5. WATER IN OIL.
fault.
HARD OR JERKY STEERING TOWARD END
PUMP NOT PRIMING OF FULL LEFT OR RIGHT TURN

1. PLUNGER SPRING-Weak or broken (compress DRIVE BELT-Tighten drive belts to specified torque.
to a height of 6%4 inch, the spring should exert a force
of 29.7 to 36.3 pounds when compressed). OIL LEVEL IN THE RESERVOIR
2. FLOW VALVE-Stuck in open position. Check for
The following precautions should be observed for
dirt or burrs on flow spool or in valve liner.
best performance of the sleeve-type power steering
pump.
REDUCED OR NO FLOW
The oil level in reservoir will vary according to the
1. FLOW VALVE-Stuck in open position-check for operating temperature. The normal operating tempera-
dirt or burrs on flow spool or in valve liner. ture of the pump is approximately 175°F. At this tem-
2. RELIEF VALVE-Leaking-check for dirt or nicks perature, the oil should be up to the oil level mark on
on relief valve seat. the filler neck. At 70°F. the oil will be approximately 3'/4
inches from top of the filler neck.
3. RELIEF VALVE SPRING-Weak or broken-when
compressed to a height of 3%4 inch, the spring should
exert a force of 12.5 to 14 pounds when compressed.
NOTE
4. FLOW VALVE SPRING RETAINER-Loose, torque
to maximum specifications. The oil level should never be allowed to fall below
the baffle in the reservoir.
5. CAP SCREWS-On either end of pump-loose-
torque to indicated specifications.
6. FLOW VALVE SPRING-Weak or broken-When Automatic Transmission Fluid Type "A" is used in
compressed to a height of 11/2 inch, the spring should the steering system; however, S.A.E. lOW may be used
exert a force of 11.25 to 13.75 pounds when compressed. to bring the oil level to the proper place if the level is
low. If the steering system is drained, it should be filled
LOW SHUT-OFF OR RELIEF PRESSURE with transmission fluid. The pump must be full before
1. RELIEF VALVE SPRING-Weak or broken-re- the engine is started. After starting the engine, add suf-
ficient oil to make up for the pump consumption to bring
place.
oil up to operating level.
2. RELIEF VALVE-Leak-check for dirt or nicks on
relief valve seat. BELT TENSION
3. FLOW VALVE-Stuck in open position-check for
The belt tension may be checked by applying torque
dirt or burrs on flow spool or in flow valve liner.
wrench to the bolt which holds the pulley in place. Turn-
4. CAP SCREWS ON EITHER END OF PUMP-Loose ing in the direction which will tighten the bolt, the torque
-torque to indicated specifications. should be 20 foot-pounds.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
134 CHASSIS

CARS WITH CONSTANT CONTROL TEMPORARY INCREASE IN EFFORT WHEN TURNING


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
135

PART ONE CHASSIS


SECTION 8-FRAME, REAR SPRINGS, SHOCK ABSORBERS
Pages
Data and Specifications 137
1. Frame 135
2. Rear Springs 138
3. Spring Interliners 139
4. Shock Absorbers 140
5. Diagnosis Procedures 141

1. FRAME between the points connected by any two corresponding


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

57P18

Figure 1-Diagonal Measurements

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
136 CHASSIS

45% 49%

46% -1
55%
97%- -.4
-----121%-
179%
191%

8%

9%

TOP OF FRAME LINE


194%
1
571'17

Figure 2-Frame Dimensions-All Models-P-30, LP-1


Except Convertible Coupe and Suburban

45% 45% 49%

-179%
191%-

TOP OF FRAME LINE


1941/4

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


Except Convertible Coupe and Suburban

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRAME 137

413
40%,
1

48%

-191%
8%

TOP OF FRAME LINE '

194%
57P1 9
Figure 4-Frame Dimensions
P-31, LP-2 Convertible Coupe

DATA AND SPECIFICATIONS


FRAME
Models P-30 P-31 LP-1 LP-2
Type Box Section
Frame Dimensions See Figures 2, 3, 4 and 5

REAR SPRINGS
Type Semi-Elliptic with Grooved Leaves
Number of eaves 4 (exc. Sub.) 4 (exc. Sub.) 5 (exc. Sub.)
6 (all Suburbans)
Heavy duty springs-6 leaves (except Suburban)
-7 leaves (Suburban)
Type Shackle Side strapped with rubber bushed bolts
Type Pivot Front End Rubber Bushings

TORQUE SPECIFICATIONS
Rear spring silent block nut 60 ft. lbs.
Shock absorber stud nut 1/2 in. 60 ft. lbs.
Rear spring U-clip bolt nuts 70 ft. lbs.
Rear spring shackle nuts - VI in. 50 ft. lbs.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
138 CHASSIS

--41

-r

36,.
7A. 52 53% 27% 51% 45% 45% 43%
46
7%

- 0 _1_

55%
-- 97% -
125% 31

-185%;

4%

TOP OF FRAME LINE


199%.
'1957 MODELS-183%2 58P49

Figure 5-Frame Dimensions-Suburban Models

2. REAR SPRINGS The rear ends of the springs are attached to the frame
through the medium of flat plate shackles, rubber
The spring front pivot bolts are cushioned in rubber shackle bushings, shackle bolts and nuts. Thus, the
to help reduce noise and increase riding comfort suspension of the rear springs in rubber tends to reduce
through a reduction in torque and brake reaction shock. road noise to a minimum. (No lubrication is required at
(No lubrication is required at this point.) See Figure 6. the rear shackles.) (See Figures 7 or 8.)
All models are equipped with 4 leaf springs, except
the suburban models, which are equipped with 6 leaf
springs. (Refer to Specifications.)
BUSHING Tighten spring "U" bolt nuts to 70 foot-pounds. The
spring shackles should be inspected occasionally to
make sure they are tight, but not binding. Tighten to 50
foot-pounds. No lubrication of any kind must be used on
rubber bushings.

SPRING
Front suspension heights may be affected if the rear
spring height varies more than 3/4 inch on one side as
compared with the other side. To check this, measure
the vertical distance from the top of the rear spring main
leaf to the underside of the frame side rail on both sides
of the car. If these distances differ by more than 3/4 inch,
HANGER this is an indication that one of the rear springs may
PIVOT BOLT 57x66 need replacing if condition is not due to a bent frame.
Figure 6-Spring Front Mounting Springs are expected to "bottom" under abnormal con-

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRAME 139

3. SPRING INTERLINERS
SHACKLES
REMOVAL
To replace the interliners, unload the rear springs by
BUSHINGS
jacking up the rear end of the frame until the rear shock
absorbers are fully extended.
Remove the alignment clips from the springs. Examine
the spring interliners. If any of them are missing, or if
any of them have lost their metal fasteners, they will
have to be replaced. To replace these interliners pry out
the metal fasteners directly beneath the spring leaf sur-
face and slip out the old interliner, after separating the
SPRING -II-
spring leaf from the next longer spring leaf. To effect
BUSHINGS
57x67 this separation, pry open the slight gap between the
leaves with a screwdriver until a tapered bar can be
Figure 7-Spring Rear Mounting
hammered in place between the screwdriver and the
interliner, as shown in Figure 9. Keep the tapered bar
in place.
NOTE
Clean the lower (grooved) surface of the longer spring
It should be remembered that on current vehicles, leaf as far as the interliner makes contact. Use sand-
it is perfectly normal for rear springs to show some paper wrapped around a flat file and scrub vigorously
reverse arch, even with no load, so appearance
to remove any dirt or rust spots and to obtain smooth
alone should not be the cause for the rejection of a
metallic surfaces to the left and right of the groove. Wipe
spring.
off excess particles, including dirt in the groove itself,
with a clean cloth. In order to reach between the
ditions particularly when road dips, railroad crossings leaves, open the gap by bearing down on the end of
and the like, are encountered at relatively high speeds. the tapered bar.

PIVOT BOLT SHACKLE


WASHER NUT
BUSHINGS
BUSHING NUTS
WASHER -.- SHACKLE
NUT /"-. SHOCK ABSORBER

BUSHING
WASHER
NUT
CLIPS

"U" BOLTS

WASHER
WASHERS

NUT
BUSHING
SPRING
NUTS

STUD

PLATE

LOCKWASHERS
BOLT

NUT
NUTS
57x68

Figure 8-Rear Spring Suspension

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
140 CHASSIS

INSTALLATION
Slip the new interliner in place by opening the gap
between the spring leaves with a tapered bar and mov-
ing the interliner until the prongs of the metal fasteners
are aligned with the holes in the shorter leaf, as shown
in Figure 10. With the tapered bar still in place, pry the
prong end of each metal fastener through the hole in the
spring leaf, as shown in Figure 11.
Remove the tapered bar from between the leaves. The
bar may be withdrawn while a screwdriver is placed
alongside. Then the screwdriver may be pulled out.
Position the wrap-around alignment clip and tighten
retainer nut, as shown in Figure 12. Peen the end of the
54x359 bolt over the nut so it will not loosen.
The interliners used on the front of the rear springs are
Figure 9-Separating Spring Leaves different than those on the rear, as shown in Figures 13
and 14. However, the same service procedures are used
whether installing the front or rear interliners.

4. SHOCK ABSORBERS
The Plymouth cars are equipped with Oriflow shock
absorbers. Oriflow shock absorbers are double acting
and provide a smoother, steadier gliding ride with
greater comfort and stability, which is particularly
noticeable at high speeds or on rolling or rough roads.
The Oriflow shock absorbers permit the car's wheels to
follow the road surfaces (and the springs to flex) without
the harshness and jitter usually found in the conven-
tional single action shock absorbers.
REMOVAL AND INSTALLATION
See Front Suspension Section paragraph 2 for the
54x removal and installation of front shock absorbers.
11111111111111111

Figure 10-Positioning New Interliner OPERATION


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

SERVICING ORIFLOW SHOCK ABSORBER


The Oriflow shock absorber cannot be refilled or dis-
assembled. Where servicing is required, the shock must
filigiaaa,
be removed and a new unit installed. Shock absorbers
should only be replaced if they have lost their resistance
in one or both directions or if they drip oil.

NOTE
54x361 Evidence of oil moisture is not cause to replace
them as the seal must weep to prevent scoring.
Figure 11-Prying Fastener Prong Through Leaf

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
FRAME 141

57x505
54x363

Figure 12-Preparing to Tighten Alignment Clip Figure 13-Rear Spring Interliners (Front)

5. DIAGNOSIS PROCEDURE
TESTING ORIFLOW SHOCK ABSORBERS
40 44. 44, 4.0

ar 441, .1Nr .66


qv r
41P
4.10 411.

l +N Av. .44
4/0 d /..4

4111 4PIP
41. 414

414 -4.6
Oriflow shock absorbers are designed to operate with
low resistance when operated slowly with high resist-
ance when operated rapidly. Since they operate with
little resistance when compressed by hand or by bench
test methods, their true operating efficiency can be deter- °we +411/ 41, 41. 4. 4. 440 +00,4110. 4111. 4111411,

mined best by a road test. It is impossible to determine AM 41. am as .41 1111.1114 460 4. IOW
"tv
the operating efficiency of Oriflow shock absorbers by
rocking the car by the bumper. "4. 4k. 4. 4ole rd. 41. 41... 4111, ALA

Hand testing Oriflow shock absorbers will only reveal +op .6 44


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
142 CHASSIS

MANUAL TRANSMISSION
DATA AND SPECIFICATIONS

Models P-30, LP-1, P-31 LP-2*

Gears, Type Helical

Mainshaft Pilot 14 Steel Rollers


cn
er,
Countershaft 22 Steel Rollers (each end)

Reverse Idler 22 Steel Rollers

Countershaft (Controlled by .003 to .008 inch


Thrust Washers) (.003 inch preferred)

Second Speed Gear .003 to .008 inch

u9 Drive Pinion Bearing .004

Rear Mainshaft Bearing .004

089 inch (marked "


.
Thrust Washer Thickness
.093 inch (marked "B)

Snap Ring Thickness .088-.091-.094-.097 inch

Transmission Bearing Retainer Gasket .001-.0165 inch


Thickness .022-.0275 inch

Clutch Housing Run-Out .003 inch maximum

Clutch Housing Bore Run-Out .003 inch maximum

First 2.50 2.31


0
g Second 1.68 1.55
gg

Third 1.00 1.00

Reverse 3.20 3.20

Lubricant Capacity 23/t pts.

*All 1958 8 cylinder transmissions will contain heavy duty parts.


6 cylinder heavy duty transmissions will use the same transmission that is used on 8 cylinder cars.

TORQUE SPECIFICATIONS

Main Shaft Flange Nut 200 ft. lbs.

Case to Clutch Housing Screws 50 ft. lbs.

Extension or Rear Cover to Case Screw 30 ft. lbs.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
142 CHASSIS

MANUAL TRANSMISSION
DATA AND SPECIFICATIONS

Models P-30, LP-1, P-31 LP-2*

Gears, Type Helical

Mainshaft Pilot 14 Steel Rollers


cn
er,
Countershaft 22 Steel Rollers (each end)

Reverse Idler 22 Steel Rollers

Countershaft (Controlled by .003 to .008 inch


Thrust Washers) (.003 inch preferred)

Second Speed Gear .003 to .008 inch

u9 Drive Pinion Bearing .004

Rear Mainshaft Bearing .004

089 inch (marked "


.
Thrust Washer Thickness
.093 inch (marked "B)

Snap Ring Thickness .088-.091-.094-.097 inch

Transmission Bearing Retainer Gasket .001-.0165 inch


Thickness .022-.0275 inch

Clutch Housing Run-Out .003 inch maximum

Clutch Housing Bore Run-Out .003 inch maximum

First 2.50 2.31


0
g Second 1.68 1.55
gg

Third 1.00 1.00

Reverse 3.20 3.20

Lubricant Capacity 23/t pts.

*All 1958 8 cylinder transmissions will contain heavy duty parts.


6 cylinder heavy duty transmissions will use the same transmission that is used on 8 cylinder cars.

TORQUE SPECIFICATIONS

Main Shaft Flange Nut 200 ft. lbs.

Case to Clutch Housing Screws 50 ft. lbs.

Extension or Rear Cover to Case Screw 30 ft. lbs.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
143

PART ONE CHASSIS


SECTION IX-TRANSMISSION
MANUAL - OVERDRIVE - POWERFLITE - TORQUEFLITE
Page Page
Data and Specifications 142 11. PowerFlite-Linkage and Band Adjustments 168
1. General Information 143 12. PowerFlite-Servicing in Vehicle 172
2. Manual-Adjustment 143 13. PowerFlite-Disassembly and Inspection . 174
3. Manual-Disassembly 144 14. PowerFlite-Assembly and Installation 196
4. Manual-Assembly 147 15. TorqueFlite-Operating Principles 196
5. Manual-Installation 151
6. Overdrive-Electrical System
16. TorqueFlite-Adjustments and Tests 215
152
7. Overdrive-Disassembly and Inspection 154
17. TorqueFlite-Servicing in Vehicle 220
8. Overdrive-Assembly and Installation .. 156 18. TorqueFlite-Disassembly and Inspection 225
9. PowerFlite-Operating Principles 158 19. TorqueFlite-Assembly and Installation 249
10. PowerFlite-Hydraulic Pressure Tests 167 20. Diagnosis Procedures 263

1. GENERAL INFORMATION If a .040 inch feeler (round) gauge cannot be inserted


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

STEERING COLUMN
FIRST AND REVERSE SHIFT LEVER CROSS PIN
EARSHIFT TUBE
LOWER
SUPPORT TRANSMISSION
SCREW GEARSHIFT HOUSIN

LOW AND REVERSE


CONTROL ROD
GEARSHIFT
TUBE LOWER
SUPPORT TUBE LEVER
SECOND
AND HIGH PIN RETAINER,
OPERATING
LEVER
/LOW AND SECOND AND
REVERSE
SECOND OPERATING HIGH SHIFT
AND HIGH LEVER
SHIFT LEVER LEVER HUB
\ 'SECOND AND HIGH CONTROL ROD
LUBRICATION FITTING
TUBE LEVER PIN RETAINER .040 INCH WIRE .
S7P27
GEARSHIFT TUBE LOWER SUPPORT 57P25
Figure 1-Gearshift Control Adjustment Figure 2-Gearshift Crossover Adjustment

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
144 CHASSIS

CONTROL ROD SWIVELS Tighten adjusting nuts securely (70 inch-pounds


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

LOW AND REVERSE CONTROL ROD


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

Turn both adjusting nuts in the direction required to


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

RETAINING PIN 0:17\


RETAINING
CAUTION PIN
Failure to make this adjustment correctly will re- LOW AND ,

sult in insufficient manual lever to steering column REVERSE FORK SECOND AND
clearance or manual lever to operator's leg clear- DIRECT FORK
ance. Damage to transmission assembly is also a
possibility because of incomplete engagement of 57x163
gears.
Figure 4-Gearshift Housing Assembly

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
MANUAL TRANSMISSION 145

Remove the six bolts holding gearshift housing to


transmission case, then remove housing and discard
gasket. Remove shift forks from transmission case (if
not removed with housing).
Remove operating lever from their respective shafts.
Drive out retaining pin from either one of the two lever
shafts and withdraw lever from housing.

CAUTION
Interlock balls are spring loaded.

Remove interlock sleeve, spring and the remaining


interlock ball. Remove the remaining operating shaft,
after driving out retaining pin. Now, remove "0" type
seal ring from each operating shaft and discard. Do
not remove steel plug from side of gearshift housing
unless there is evidence of leaking.

DRIVE PINION
Remove main drive pinion bearing retainer and dis-
card gasket. Do not remove drive pinion shaft assembly
at this time. HOLDING
FIXTURE
Loosen, but do not remove, transmission case to ex-
tension bolts. Reinstall brake drum and flange assembly,
then place transmission assembly on mounting fixture
as shown in Figure 5.

NOTE

As the transmission will be partially disassembled 57x332


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
146 CHASSIS

SYNCHRONIZER
CLUTCH GEAR NOTE
SLEEVE
Complete steps above only if condition of needle
SPACER NUT
and ball bearings warrant their removal.
INNER STOP
RING
laying in extension housing, drive ball bearing out of
its bore, using driver, Tool C-3275, as shown in Figure 7.
Needle bearing can be removed through rear of exten-
sion housing.

REVERSE IDLER

Using a suitable brass drift, drive reverse idler gear


shaft towards rear of transmission case. Remove locking
key from keyway. Finish driving out shaft and lift out
GASKET reverse idler gear and bearing assembly.
EXTENSION
HOUSING COUNTERSHAFT

Check end play of the countershaft (.004-.012 inch


57x165 permissible end play), to determine need for new thrust
washers at assembly.
Figure 6-Removing Case from Extension Housing
EXTENSION HOUSING

Remove transmission case by lifting upward while


guiding cluster gear second speed past synchronizer
sleeve, see Figure 6. Remove extension housing assem-
bly from mounting fixture. There should be no end play /-*
of the synchronizer clutch gear on the mainshaft. TOOL
BEARING
If end play is present, select one of four snap rings to
eliminate all end play. Pointed ends of clutch teeth must 57x166
retain their original contour to allow proper synchron- Figure 7-Removing Extension Housing Rear Bearing
ization.
Check end play of second speed gear. More than .008
inch end play may result in noise. Excessive end play
may be caused by end play of the clutch gear or wear
on the thrust faces of second speed gear, clutch gear
and ends of mainshaft spiral splines. Worn parts should TOOL
be replaced if noise is objectionable or gear disengage-
ment is encountered. If there is not end play in the clutch
gear and no evidence of wear on the gears or shaft,
select the combination of parts (clutch gear assembly,
second speed gear, or mainshaft) that will bring the BEARING
second speed gear end play within limits. The first and EXTENSION
reverse sliding gear should move smoothly and freely HOUSING
on mainshaft.
Remove synchronizer clutch gear snap ring, using 41104=11010
pliers, Tool C-484 or Tool C-3301. Exercise care so as not
to damage mainshaft or clutch gear. Using a soft ham-
mer, drive mainshaft out of extension housing by tapping
rear end of shaft. Now, remove mainshaft rear bearing
retaining snap ring.
57x167
Remove needle bearing using Tool C-3275 by driving
bearing into extension housing. With needle bearing Figure 8-Installing Extension Housing Rear Bearing

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
MANUAL TRANSMISSION 147

Using adaptor arbor, Tool C-578, drive countershaft Check general condition of transmission case and
toward rear and out of transmission case. A key at end extension housing. Check all threaded holes and plugs
of shaft prevents the shaft from turning. Remove key for stripped or pulled threads. Check all mating and
then remove countershaft (with adaptor arbor installed) gaskets surfaces for roughness and scratches. Inspect
from transmission case. Disassemble countershaft as- castings for small cracks and sand holes.
sembly by removing thrust washers, rollers and pacer.
INSPECTION - Before inspecting, wash each part 4. MANUAL-ASSEMBLY
thoroughly in a suitable solvent, then dry. Clean main-
shaft and drive pinion shaft bearings. Dry by applying Before assembling the transmission, lubricate each
compressed air directly through bearing. Never spin part with clean S.A.E. 80 lubricant.
bearing with compressed air. Apply a little oil and turn
bearing several times by hand. MAINSHAFT

Check the bearings for looseness or noise by compar- Drive mainshaft rear bearing (ball) into bore at rear
ing them with a new bearing. Be sure to wash grease of extension housing using driver, Tool C-3204, as shown
from new bearing. Then apply a little oil before making in Figure 8, until bearing is seated against shoulder in
comparison test. extension housing. Select and install snap ring to elimi-
nate all end play at bearing. Snap rings are available in
Inspect fit of bearings on their respective shafts and two sizes. Make sure snap ring seats properly.
in bores. Inspect bearings, shaft, and case for wear. If
installation of a new bearing does not correct condition, Drive mainshaft rear bearing (needle) into extension
install a new shaft or case. housing, using driver, Tool C-3577.

Inspect the mainshaft splines for galling or scoring.


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
148 CHASSIS

BEARING
ADAPTER
EXTENSION HOUSING
ARBOR
MAINSHAFT

57x168

Figure 10-Installing Mainshaft in Extension Housing

Install brake drum and flange assembly on mainshaft


then place mainshaft and extension housing assembly
on mounting fixture.
Place first and reverse sliding gear on mainshaft with
fork collar facing up. Install second speed gear, then
place spreader spring and then synchronizer inner stop
ring on second speed gear.

NOTE
Figure 12-Installing Reverse Idler Gear
Lightly grease threads on stop ring to provide
lubrication during initial application of synchronizer
assembly. REVERSE IDLER GEAR

Insert adapter arbor, as shown in Figure 12, into


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

Install thrust washer at each end of adapter arbor.


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
MANUAL TRANSMISSION 149

After installing the 22 bearing rollers (on one end),


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

CAUTION
TAB ON THRUST WASHER
Make definitely sure slinger does not "hang-up"
in bearing snap-ring groove during pressing opera-
tion.

Install keyed washer and secure with snap ring to


eliminate all end play. Four snap rings are available
(same sizes as synchronizer clutch gear snap ring).
Make sure snap ring is properly seated. If the large snap
ring on main drive pinion bearing was removed, replace
at this time.
Place shaft in vise equipped with soft jaws, and place
the 14 rollers in place in pilot pocket of drive pinion.
Install washer against ends of rollers. Install snap ring.

CAUTION
ADAPTER
ARBOR Remove the 7/z to 5/8 inch nut from synchronizer
clutch gear sleeve and inner stop ring (if not done so
57x171
previously).
Figure 13-Installing Countershaft Thrust Washer

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
150 CHASSIS

Guide drive pinion shaft through front of case, en- LOW AND REVERSE
gaging synchronizer outer stop ring with cluth gear on GEARSHIFT LEVER
drive pinion. Pinion shaft bearing is fully seated when SHAFT
snap ring makes full contact with the face of trans- INTERLOCK
mission case. BALL

Slide pinion bearing retainer over pinion shaft and S TOOL


against transmission case. While holding retainer with --- -
hand pressure against transmission, measure the clear- -..?.,

ance between retainer and case, using a feeler gauge.


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

Remove transmission assembly from mounting fixture


and tighten bearing retainer screws to 15 foot-pounds 57x334
torque and extension to case bolts to 30 foot-pounds Figure 16-Depressing Detent Ball
torque.
Install mainshaft washer (convex side towards nut)
and draw nut up snug against washer. Install lubricant
drain plug.

GEARSHIFT HOUSING
LOW AND REVERSE
Place gearshift housing in vise (equipped with soft GEARSHIFT LEVER
SHAFT
jaws). Place "0" ring seal on second and direct gear-
shift lever shaft and install lever shaft in housing.
Secure shaft in place with retaining pin. Install interlock TOOL
sleeve in its bore, as shown in Figure 15.
Place one of the interlock balls in sleeve followed by INTERLOCK R

the interlock ball spring. SLEEVE

Place low and reverse gearshift lever shaft (part way) r,


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

gearshift lever cam by completely seating shaft in bore


INTERLOCK SLEEVE while allowing interlock ball to seat in detent of lever,
as shown in Figure 17.

NOTE
A suggested tool for depressing and engaging the
interlock ball consists of bending and finishing a
SECOND AND piece of I/4 inch drill rod.
DIRECT GEARSHIFT
LEVER Secure shaft with retaining pin, as shown in Figure 18.

NOTE
57P280
Lever shaft detents must be placed in neutral posi-
tion to allow clearance for tool.
Figure 15-Installing Interlock Sleeve

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
MANUAL TRANSMISSION 151

SECOND AND LOW AND


RETAINING PINS DIRECT FORK REVERSE FORK

57P279
7P278

Figure 18-Driving Retaining Pin into Position Figure 19-Installing Shifting Forks

Install the gearshift operating levers and tighten re-


taining nuts to 35 foot-pounds torque. Shift transmission
into neutral and place shift forks in position in trans-
mission case, as shown in Figure 19. Place operating
levers in gearshift housing in neutral position.
Place gasket on transmission case to gearshift
housing mating surface and install gearshift housing by
engaging shift fork ends with their respective operating
lever shafts. Tighten gearshaft housing bolts to 20 foot-
pounds torque.
Install a new steel plug (if removed) inside of gear-
shift housing. Install back-up light switch (if so equipped)
57P282
and speedometer drive pinion. Check operation of gear-
shift housing. Figure 20-Installing Shim Between Transmission
and Clutch Housing
5. MANUAL-INSTALLATION
CLUTCH HOUSING ALIGNMENT-If transmission
has been jumping out of gear, check clutch housing
face alignment with housing alignment arbor C-870, be-
fore installing transmission. The rear of the engine must
be supported under the rear face of the clutch housing.
This will place the housing bore as close as possible to
the operating position during the checking operation.
Run-out on this surface should not exceed .003 inch total
indicator reading. To correct excessive run-out, place
proper thickness of shim stock between the clutch hous-
ing and engine or between transmission and clutch
housing, as shown in Figures 20 and 21.
Check run-out of housing bore. See Figure 22. Bore 45 x 517 _ . klv
should not be off center more than .003 total indicator Figure 21-Installing Shim Between Engine and
reading. Clutch Housing

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
152 CHASSIS

HORN
RELAY OVERDRIVE GOVERNOR
RELAY
NO
0

IG
KICKDOWN
SWITCH 57P120

Figure 23-Control Circuit

housing. When installing a new oil seal, be sure to use


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

Insert oil seal puller, Tool C-748 into the seal securely, The solenoid circuit controls the flow of current to the
then tighten the puller bolt and draw the seal out of solenoid. See Figure 24.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
MANUAL TRANSMISSION 153

HORN OVERDRIVE IGNITION KICKDOWN


RELAY SOLENOID COIL SWITCH SOLENOID
RELAY
BLACK
ACK
HOR AT.
No. 4 DIST. No. 6
(FRONT)
TERMINA STUD
TERMINAL
ION. GRD.
RED
45 :644
45.643 SOL

Figure 24-Solenoid Circuit (All No. 10 Wire) Figure 25-Ignition Interruption Circuit

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

DRIVER CONTROLLED DOWNSHIFT NOTE


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
154 CHASSIS

ADAPTER SCREW
,...,

45x768

Figure 26-Installing Solenoid Figure 27-Removing Adapter Plate Screws

Check the action of the plunger for free movement.


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

7. OVERDRIVE-DISASSEMBLY AND
INSPECTION
4 x769

REMOVAL OF TRANSMISSION AND OVERDRIVE


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
OVERDRIVE 155

OVERDRIVE
DATA AND SPECIFICATIONS

Models P-30, LP-1 P-31, LP-2


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

ainshaft Flange Nut

bearing from the housing, using driver C-3204. See


1
TORQUE SPECIFICATIONS

140-150 Ft.-Lbs.

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

CONTROL SHAFT OIL SEAL


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

MAINSHAFT AND RING GEAR ASSEMBLY


Carefully remove the ring gear and mainshaft assem-
bly from the overrunning clutch to avoid spilling the
rollers. Inspect the mainshaft outer race and ring gear
for wear or damage. If it is necessary to replace one
a
or the other, pry off the snap ring and remove the ring
gear from the outer race. Always use a new snap ring
when assembling the unit. Figure 29-Removing Rear Bearing with Driver C-3204

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
156 CHASSIS

45.760
45x761

Figure 30-Pinion Cage Showing Pinion Roller Bearings Figure 31-Testing Balk Ring Tension with Pull Scale

Pry off the pinion cage retaining clip to separate the Make certain that the balk ring is installed correctly
two units. Carefully inspect the twelve rollers and cam on the control plate. Place the embossed face forward
surfaces for wear. If any of the rollers show signs of against the control plate. Check the assembly by in-
wear or cracking, replace all twelve rollers. Replace stalling it in the adapter plate. The control pawl should
the clutch cam if there are any marks or indentations index exactly with the notch in both fingers of the balk
on the surfaces of the cam. Do not attempt to separate ring.
the cam from the retainer unless absolutely necessary
for replacement of component parts. ADAPTER BEARING

PINION CAGE The adapter bearing is held in place by two snap


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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
OVERDRIVE 157

OVERDRIVE SUN GEAR CONTROL PLATE


INTERLOCK AND BLOCKER RING
PLUNGER

45x745
LOCKOUT PAWL

Figure 34-Apply Grease to Hold Rollers in


Figure 32-Proper Location of Control Pawl
Clutch Retainer

Install the interlock plunger in the adapter, then in- retaining clip. Make sure that the clip notches into the
stall the control pawl in its cavity with the notched side groove at the end of the transmission mainshaft.
up to engage the plunger. See Figure 32. Slide the sun
gear control plate and its balk ring into position. Make Apply a small amount of grease in the pockets of the
certain that the locking pawl is installed so that the roller retainer and insert the twelve rollers in their
engaging end is located between the open ends of the respective pockets. See Figure 34. The grease will hold
balk ring. the rollers in position when installing the overdrive
mainshaft and outer race assembly.
SUN GEAR AND SHIFT FORK
Slide the sun gear on the transmission mainshaft. OVERDRIVE MAINSHAFT AND RING GEAR
Engage the shift fork in the sun gear shift collar. Guide ASSEMBLY
the shift rail into its hole in the adapter and mesh the
sun gear with the control plate. See Figure 33.
Hold the overdrive mainshaft with one hand. Turn
the overdrive mainshaft counter-clockwise with the other
PINION CAGE AND OVERRUNNING CLUTCH hand and push the ring gear into mesh with the pinions.
Assemble the clutch cam and roller cage to the Turning the shaft moves the rollers down on the low
pinion cage and secure the assembly with the pinion part of the cams and makes the installation easier. See
cage retaining clip. Slide the assembly on the splines Figure 35. Slide the speedometer and governor drive
of the transmission mainshaft and install the clutch cam gear onto the overdrive mainshaft.

SHIFT RAIL CLUTCH OUTER RACE

RING GEAR 45x746

45x762

Figure 33-Installing Shift Rail and Sun Gear Figure 35-Installing Clutch Outer Race

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
158 CHASSIS

IMPORTANT IMPORTANT
Never force the mainshaft info position. This may Never use a lubricant of the hypoid axle extreme
result in one of the rollers being pushed out of its pressure type in the overdrive unit.
pocket in the retainer and causing considerable dam-
age to the unit.

9. POWERFLITE-OPERATING PRINCIPLES
RETRACTOR SPRING AND CONTROL LEVER
Plymouth PowerFlite combines a highly efficient
Slide Tool C-3195 into manual control shaft oil seal torque converter and a simple automatic two speed
from outside case. Insert manual control shaft from transmission which provides exceptionally smooth per-
inside of housing with the cam pointing up. Push shaft formance throughout the entire speed range. The trans-
into tool and through oil seal and out of housing as far mission is equipped with a neutral starter safety switch
as possible. Remove the tool. Slide manual control lever which prevents starting the car in gear. All normal
on end of control shaft, with offset away from housing driving can be done in the Drive range, which acceler-
and pointing down. Install washer and nut. With the ates the car in low range and then automatically shifts
manual control shaft pulled out away from the case the transmission into direct drive at the proper time,
as far as possible, install the retractor spring and sleeve. depending upon the degree of acceleration desired by
See Figure 36. the driver. The shift is fully automatic, allowing the
driver to keep constant pressure with his foot on the
OVERDRIVE HOUSING
accelerator pedal at all times. Instant, acceleration with
Install a new gasket in position and carefully guide the selector in Drive range is accomplished by pressing
the housing over the end of the overdrive mainshaft. the accelerator pedal to the floor. This action downshifts
Hold the shift rail and ease it through the hole in the the transmission to low gear.
housing and retractor spring. Line up the gasket and
secure the assembly with the two adapter screws and A low range is provided to keep the transmission in
lockwashers. low gear at all speeds for unusual driving conditions
such as climbing or descending mountains or driving
Push the control shaft into position and check the shift through sand.
rail for free operation by working the manual control
lever. Drive the tapered retaining pin in from the top. "Rocking" the car, when mired in mud or snow, is
easily accomplished by alternately shifting the selector
LUBRICATION between Low and Reverse.
First fill the overdrive unit up to the filler plug level
with a good grade of S.A.E. 80 transmission gear lubri- TORQUE CONVERTER
cant, then fill the transmission and recheck both levels. The torque converter is capable of producing an
engine torque multiplication of 2.6 to 1. on 6 Cylinder
RETRACTOR SPRING and 2.7 to 1. on 8 Cylinder models. The torque converter
receives its oil supply at a constant pressure from the
RETRACTOR SPRING SLEEVE
front pump in the transmission.
The torque converter unit is bolted to and supported
by the crankshaft flange. It consists of three basic parts:
an impeller, a turbine, and a stator. The impeller which
forms the outer shell of the converter unit is driven by
'°- the engine. The turbine is driven by the force of oil from
the impeller vanes. The turbine is splined to the input
shaft of the transmission. The stator located between
the impeller and turbine serves to redirect the flow of
oil in the unit, thus multiplying engine torque. The stator
is mounted on overrunning clutches which permits it to
45x744
rotate only in the direction of the impeller and turbine.
Since the torque converter is a welded unit, it can be
Figure 36-Overdrive Housing serviced only as a complete assembly.

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
POWERFLITE 159

POWERFLITE TRANSMISSION
DATA AND SPECIFICATIONS

Automatic Two-Speed
Type with Torque Converter
Oil Capacity of Transmission and
Torque Converter 10 Quarts
;L.
Torque Converter Multiplication P-30, LP-1-2.6 to 1. P-31, LP-2-2.7 to 1.
0
Oil Cooling Fins welded to Torque Converter
Provided by Transmission Front
Lubrication and Rear Pump

a Low 1.72 to 1
o
.651 1 Drive Breakaway 1.72 to 1
0 1:4
20 Drive-Direct 1 to 1
0 A
Reverse 2.39 to 1

co
Type Gear
0w
End Clearance .0012 to .0022 inches

Governor Type Centrifugal


Clearance between Governor Valve and Body .005 to .003 inches

Direct Clutch Piston Retainer Thrust .043 to .045 in. (thin)


ui Washers (3 sizes) .060 to .062 in. (medium)

4 0i
715 iii .078 to .080 in. (thick)
2
E-1 Kickdown Planet Pinion Carrier Thrust Washer .060 to .062 inches
Planet Pinion Carrier Housing Thrust Washers .078 to .080 inches

Kickdown Sun Gear Snap Ring (3 sizes) .059 to .061 in. (thin)
.062 to .064 in. (medium)
.065 to .067 in. (thick)

Line Pressure Takeoff Plug, Left Front


Side of Transmission

Governor Pressure Takeoff Plug, Left Side of Trans-


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

Direct Clutch Pressure Takeoff Plug, Right Side of Trans-


mission at Bottom of Kick-down Servo

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
160 CHASSIS

STARTING FROM STANDSTILL


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

CRUISING SPEED-Under wide open throttle opera-


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

TORQUE CONVERTER OPERATION The transmission unit consists essentially of two


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

AS CAR SPEED INCREASES AT CRUISING SPEED


LESS TORQUE NO TORQUE
MULTIPLICATION MULTIPLICATION

IMPELLER
(TURNS AT
ENGINE
SPEED)

IMPELLER
(TURNS AT ENGINE
PRIMARY STATOR BEGINS SPEED)
TO OVERRUN AS FLOW
FROM TURBINE STRIKES
BACK OF VANES.
TURBINE STATOR ROTATES ON
(SPEED APPROACHES OVERRUNNING CLUTCHES
TURBINE
IMPELLER SPEED)
STATOR STILL STATIONARY (SPEED NEARLY EQUAL
TO IMPELLER SPEED)
55P1235 55P1236

Figure 38-Torque Converter Operation Figure 39-Torque Converter Operation


(As Car Speed Increases) (At Cruising Speed)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
POWERFLITE 161

KICKDOWN ANNULUS GEAR KICKDOWN BAND

t
KICKDOWN BAND APPLIED DIRECT CLUTCH APPLIED PLANET CARRIERS
REVERSE BAND DRUM
REVERSE BAND
REVERSE SUN
GEAR
16111111

'"411 OUTPUT SHAFT OUTPUT SHAFT

REVERSE PLANET
GEAR INPUT
REVERSE SUN

INPUT SHAFIgllit REVERSE ANNULUS


GEAR
SHAFT
GEAR

REVERSE PLANET
CARRIER KICKDOWN ANNULUS
GEAR
KICKDOWN SUN GEAR STATIONARY
45x2061 KICKDOWN SUN GEAR 45x2062
Figure 40-PowerFlow in Transmission Figure 41-PowerFlow in Transmission
(Breakaway, Kickdown or Low) (Direct Drive)

stationary. See Figure 40. The power flow is from the DRIVE RANGE-DIRECT-When the transmission up-
torque converter turbine, through the transmission input shifts from low gear, the unit is in direct drive. At the
shaft, to the annulus gear of the kickdown (front) plane- point of upshift, the direct clutch is applied and both the
tary set and to the sun gear of the reverse (rear) plane- kickdown band and reverse band are off the apply
tary gearset. When the kickdown sun gear is held position. When the direct clutch is applied the kickdown
stationary and the annulus gear is the driving member, sun gear is locked to the input shaft and both rotate at
the kickdown planet carrier rotates at a slower speed the same speed. Figure 41.
than the annulus gear. The speed of the reverse sun gear
is further reduced by the reverse planetary gearset The kickdown annulus gear is splined to the input
before power is transmitted to the output shaft. Since
shaft. Since the annulus and sun gear are locked to-
gether the entire kickdown planet gear set rotates as a
both the kickdown planet carrier and the reverse planet
solid unit.
carrier are splined to the reverse band drum, the reverse
planet carrier is revolving slower than the reverse sun The kickdown planet carrier and reverse planet car-
gear, which is turning at input shaft speed. Therefore, the rier also rotate at the same speed, since both are locked
reverse planet gears rotate backward on their shafts together by splines in the reverse band drum.
and the reverse annulus gear which is the driven mem-
ber and is splined to the output shaft, rotates forward The reverse sun gear is splined to the input shaft.
more slowly than the planet carriers. Since the reverse sun gear is locked to the reverse planet
The kickdown planetary gearset coupled with the
PLANET CARRIERS
reverse planetary gearset provides a starting gear ratio STATIONARY
of 1.72 to 1 at the output shaft of the transmission. The
1.72 to 1 gearset ratio in the transmisison multiplied by BAND APPLIED
the 2.6 to 1 torque multiplication of the torque converter
provides an overall starting ratio of 4.47 to 1 at the trans- REVERSE ANNULUS
GEAR
mission output shaft. INPUT
SHAFT OUTPUT SHAFT
DRIVE RANGE -KICKDOWN- Pressing the acceler-
ator pedal to the floor when in direct drive downshifts the
transmission from direct drive to low gear. When this REVERSE SUN
occurs the direct clutch is released and the kickdown GEAR
band is applied. The power flow through the transmis- REVERSE PLANET
sion is the same as it is for breakaway. See Figure 40. GEAR
KICKDOWN ANNULUS
LOW RANGE-When the panel control is placed in KICKDOWN SUN GEAR IDLING GEAR
Low (L) the transmisison stays in low at all times and
cannot upshift into direct drive. When driving in low, KICKDOWN PLANET GEAR IDLING
45x2063
only the kickdown band is applied and the power flow is
the same as for breakaway, shown in Figure 40. Figure 42-PowerFlow in Transmission (Reverse)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
162 CHASSIS

LEGEND
SLUE 0.15/1110 PSI
porno SLUE (PUMP SUCTION) SHIFT
YELLOW (505v RRRRR PSI VALVE
DOTTED VELLUM MIMI

um. ....I

TORQUE CONVERTER

PRESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE

s iy24,
4-5 I

LUBRICATION
REGULATORY A_LVE

4:1111PAi=4
/10*.z
'AP REVERSE SERVO

CONTROL SYSTEM IN
NEUTRAL
ENGINE RUNNING
PUMP GOVERNOR NOTE -
A- B -0-D -E ARE
METERING HOLES 57P271
OIL ST Al E

Figure 43-PowerFlite Oil Flow Diagram (Neutral)

LE GE NO
SERVO PRESS
OWE Il11111,50 PSI BLEED VALVE
&SITES AWE (PUMP Puerto*/ SHIFT
511.1.00 (5055111TEMS055 PSI VALVE
OOTTID TELLOW (LOSE)
SPEEN IT5POTTLIII-140 PSI
55055 11105101505).014 PSI

THR.PRESS
KICKDO DI CHECK VALVE
VALVE DIRECT CLUTCH
SERVO
RESTRICTCP
VALVE

KICKDOWN
SERVO

REVERSE
BLOCKER
THROTTLE VALVE
VALVE

TORQUE CONVERTER

ESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE

MANUA
VALVE

Ht
LUBRICATION

GK
VALVES

REVER

CONTROL SYSTEM IN
DRIVE (BREAKAWAY)

FRONT PUMP REAR PUMP GOVERNOR


NOTE -
A-a-C.0,E ARE
METERING HOLES 57P272
01 E

Figure 44-PowerFlite Oil Flow Diagram (Drive-Breakaway)

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
POWERFLITE 163

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

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com

PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
MyMopar.com
POWERFLITE 165

LEGEND SERVO PRESS


SLR! RUDER -PO psi BLEED VALVE
DOTTED SLUE (Puy. SucTION) SHIFT
YELLOW (cOnvERTER) -00.00 PRI VALVE
DOTTED YELLOW (LUIS)
GREEN (TuRDTTLE)-111-10 PSI
(MOWN PlOvir.oft)-01,0 sit

KICKOOW
VALVE DIRECT CLUTCH
SERVO
RESTRICTOR
VALVE

KICKDOWN
SERVO

REVERSE
BLOCKER
THROTTLE V
VALVE

TORQUE CONVERTER
NEUTRAL
SWITCH PRESSURE
TAKEOFF
PLUG
CONVERTER
CONTROL VALVE

MANUAL
VALVE

~LUBRICATION REGULATOR VALVE

PUMP CHECK
VALVES
1E:5

REVERSE RVO

CONTROL SYSTEM IN
LOW

REAR PUMP GOVERNOR


NOTE -
A-B-C-D-E ARE
METERING HOLES 57P275
OIL STRAINER

Figure 47-PowerFlite Oil Flow Diagram-(Low)

LEGEND
RED (REVERSE) ISO PSI
DOTTER SLUE (PUMP SUCTION) SHIFT
YELLOW (CONvERTER)-110-110 PEI VAL
DOTTED YELLOW (LVOV

TORQUE CONVERTER
PRESSURE
TAKE-OFF
PLUG
CONVERTER
CONTROL VALVE

LUBRICATION

VERSE SERVO

I CONTROL SYSTEM IN
Is REVERSE

As.
-=M- FRONT PUMP

OIL STRAINER
REAR PUMP GOVERNOR
NOTE -
A-B-CD-E ARE