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com
Dodge
Passenger Car 1973
QUICK REFERENCE INDEX. To use, bend
back to expose black spots on pages of the
sections. Then, by means of the index tabs
page, locate the corresponding black spots
first page of the section you desire.

GROUP INDEX
manua
var¡ou;
on this
on the

Chassis Service Manual

Introduction, General Specifications
and Conversion Tables i
FOREWORD
Lubrication and
Maintenance i
Front Suspension
This Dodge Chassis Service Manual has been pre-
pared with the latest service information available for
use on 1973 models. Diagnosis, disassembly, repair,
assembly and installation procedures coupled with
complete specifications and tightening references can
be found in each group. This publication is one of the
most important "tools" available to the service tech-
nician. It will prove an invaluable aid in properly
performing any phase of service necessary to main-
tain or restore the fine performance and reliability
characteristics designed, engineered and manufac-
tured into these outstanding automobiles. Body infor-
mation including frame is contained in a separate
Dodge Body Service Manual.

j¶ Exhaust System
MODELS
MONACO POLARA Fuel System
POLARA CUSTOM POLARA SPECIAL
CHARGER SE CHARGER
CORONET CRESTWOOD CORONET
CORONET CUSTOM CHARGER COUPE Universal Joints
CHALLENGER
1 `J Springs and Shock Absorbers
DART SWINGER DART SPORT
DART CUSTOM DART
DART SPORT 340 DART SWINGER SPECIAL
1Ç Steering Gear—

For information relative to ordering the special

service tools used and illustrated in this manual, or for MMMI

additional copies of this manual, please refer to the

instructions on inside back cover of this manual. 2 2 Wheels, Bearings and Tires

Heaters and Air-Conditioning

CHRYSLER
CORPORATION 2 5 Emissions Control Systems

Chrysler Corporation reserves the right to make changes in design or to __ Alphabetical Index
make additions to or improvements in its products without imposing any ob-
ligations upon itself to install them on its products previously manufactured.

L¡tho in U. S. A.
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2 INTRODUCTION AND GENERAL INFORMATION-

INTRODUCTION

This publication contains the essential removal, DDDDDDDD¤DDDD

installation, adjustment and maintenance procedures
for servicing all Body Styles. This information is cur-
o CHRYSLER
CORPORATION
o
rent as of time of publication.

INDEX VEHICLE IDENTIFICATION NUMBER PLATE

INSTRUMENT PANEL LOCATED NR464
The preceding page contains a "Table of Contents"
which lists the group number and subject title of each Fig. 1-Vehicle Identification Number Plate
main group. The first page in each main group has an It should be clearly understood that the Master
index to the subjects included in that group. Technician's Service Conference does not constitute
legal authority for performing service operations. Its
PAGE NUMBERS value lies in greater understanding of a specific sub-
ject, which results in increased ability to accurately
All page numbers consist of two sets of digits sepa- diagnosis malfunctions.
rated by a dash. The digits preceding the dash identify
the main body. The digits following the dash represent VEHICLE AND ENGINE NUMBERS
the consecutive page number within the particular
body unit. The page numbers can be found on the VEHICLE NUMBER: The vehicle number (serial
upper left or right of each page. number) is located on a plate (Fig. 1) which is attached
to the instrument panel between the left windshield
TEXT wiper pivot and the left "A" post. It can easily be seen
by looking through the windshield from the outside.
Unless otherwise specified, each service procedure All vehicle numbers contain thirteen digits. The
covers all body styles. Procedures covering specific vehicle number is a code which tells the carline (1st
styles are identified by the car line letter, body type or digit), price class (2nd digit), body type (3rd and
similar designation. A description of these designa- 4th digit), engine displacement (5th digit), model year
tions is covered in this unit under "VEHICLE AND (6th digit), assembly plant (7th digit), and vehicle
ENGINE NUMBERS". sequence number (last six digits).
This vehicle number is also stamped on the engine
ILLUSTRATIONS block and the transmission housing. On six cylinder
engines it is on a pad located below the number six
Where possible, illustrations are placed in close spark plug at the cylinder head joint face (Fig. 2).
proximity to the accompanying text and should be On all eight cylinder engines it is on a pad located
used as part of the text. just to the rear of the right engine mount on the pan
rail (Fig. 3). On all manual and automatic transmìs-
ALPHABETICAL INDEX

An alphabetical index is found at the rear of the

Service Manual to aid in locating specific subject and
components.

MASTER TECHNICIAN'S SERVICE

CONFERENCE (M.T.S.C.)

Throughout the service manual, reference to

M.T.S.C. material for the subject can be found at the
beginning of the particular section. Example: M.T.S.C.
72-3 may be called cut in the beginning of the subject
matter. This refers to the year 1972 and the session
issue number 3.
The Master Technician Service Conference is a
training supplement available wherever Chrysler Cor- fig. 2-A\ï Six Cylinder Engines-Vehicle Number
poration automotive services are available. Pad Location

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 lUUUUIIUIÌ HI1U i¶rui\iTiniiuiì o

2nd Digit 3rd & 4th 5th Digit Eng. 6th Digit 7th Digit
1st Digit Series Digits Displacement Model Assembly
Carline (Price Class) Body Type Cu. In. Year Plant
L-Dart G 21-2 Dr. Sedan B-198 3-1973 A-Lynch Road
J-Challenger H 23-2 Dr. Hardtop C-225 B-Hamtramck
K 29-2 Dr. Special E-Spec. Ord. 6 C-Jefferson
W-Coronet/ L 41-4 Dr. Sedan G-318 D-Belvidere
Charger M 43-4 Dr. Hardtop H-340 F-Newark
P 45-2 Seat Station K-360 G-St. Louis
D-Polara/ S Wagon M-400 2 BBL P-Wyoming
Monaco T 46-3 Seat Station P-400 4 BBL (Export)
Wagon T-440 R-Windsor
U-440 H/Perf.
Z-Spec. Ord. 8

sions it is on a pad located on the right side of the All 318, 340 and 360 cubic inch engines have the
transmission (Figs. 4, 5, 6 and 7). serial numbers stamped on the front of the block just
ENGINE NUMBERS: All engine serial numbers can below the left cylinder head (Fig. 9).
contain as many as fifteen characters and digits. On All 400 and 440 cubic inch engines have the serial
198, 225, 400 and 440 cubic inch engines the first numbers stamped on the cylinder block just forward
letter will designate series (model year), the next of the number two cylinder bore adjacent to the
three numerals will designate cubic inch displace- distributor (Fig. 10).
ment, the next one or two letters (depending on type On all engines, information identifying undersized
of engine) will designate model, the following four crankshaft, oversized tappets, low compression, over-
numerals designate build date, the next numeral in- sized cylinder bores, engine built that day, and the
dicates shift on which engine was built. On 318, 340 shift is stamped on the cylinder block at various loca-
and 360 cubic inch engines the first letter will desig- tions depending on engine. 198 and 225 cubic inch
nate series (model year), the next letter will designate engines are stamped on the joint face at the right cor-
manufacturing plant, the next three numerals will ner, adjacent to number one cylinder bore (Fig. 8).
indicate cubic inch displacement, the next one or two 318, 340 and 360 cubic inch engines are stamped on
letters (depending on type of engine) will designate the front of the block just below the left cylinder
model, the following four numerals designate build head (Fig. 9). 400 and 440 cubic inch engines are
date, and the last four numerals designate the engine stamped on the cylinder block just forward of the
sequence number. All 198 and 225 cubic inch engines number two cylinder bore adjacent to the distributor
have the serial numbers stamped on the joint face at (Fig. 10). For additional information on engines, see
right corner, adjacent to number one cylinder bore Group 9 in this manual.
(Fig. 8).
TRANSMISSION NUMBERS: All manual transmis-
sion numbers will be stamped on a pad provided on
the right side of the case. All TorqueFlite transmis-
sion numbers will be stamped on a pad provided on
the left side of the case oil pan flange.
BODY CODE PLATE: Includes schedule date, body

IDENTIFICATION PAD
PF365 PF244

Fig. 3-AH Eight Cylinder Engines-Vehicle Number Fig. 4-A-230 Transmission—Vehicle Number
Pad Location Pad Location
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4 INTRODUCTION AND GENERAL INFORMATION •¤

PF248i
IDENTIFICATION PAD
Fig. 8-198 and 225 Cubic Inch Engine-
Identification Number Location
PF245

Fig. 5—A-250 Transmission—Vehicle Number

Pad Location

IDENTIFICATION
Fig. 9-318, 340 and 360 Cubic Inch Engine-
Identification Number Location
PAD
PF246

Fig. 6—A-833 Transmission—Vehicle Number

Pad Location
type, engine code, transmission code, tire code, trim
code and paint codes (Fig. 11).
It is located on the left front fender side shield,
wheel housing or left side of upper radiator support.
TIRE PRESSURE: A decal showing the recom-
mended tire pressure is located on the body pillar at
the rear of the left front door opening ("B" post).
Fig. 10-400 and 440 Cubic Inch Engine-
Identification Number Location

PF366
I VIN NUMBER | N U467
Fig. 7—TorqueFlite Transmission—Vehicle Number
Pad Location Fig. I Ì-Body Equipment Identification Plate
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 GENERAL DATA AND SPECIFICATIONS

BODY STYLE DART CHALLENGER CHARGER/CORONET POLARA/MONACO

Two Door Sedan/Coupe Charger

Two Door Hardtop Swinger Special, Challenger Charger Polara Special, Polara,
Swinger Polara Custom, Monaco
Two Door Special Sport, Charger SE
Sport 340
Four Door Sedan Dart, Coronet, Polara Special, Polara,
Dart Custom Coronet Custom Polara Custom, Monaco
Four Door Hardtop Polara Custom, Monaco
Station Wagon (2 Seat) Coronet, Coronet Custom, Polara, Polara Custom,
Coronet Crestwood Monaco

—INTRODUCT ION A
(3 Seat) Coronet Custom, Polara Custom, Monaco
Coronet Crestwood

Wheelbase H5.0"-2 DR.

(Except Station Wagon) 111.0" 110.0" H7.5"-4 DR. 121.5"
(Sport, Sport 340) 108."
Station Wagon 117.5" 121.5" Polara
127.9" Monaco

Tread (Front) 59.1" 60.2" 61.9" 62.1" a

o

:NER/
Tread (Rear) 55.6" 60.7" 62.0" 63.4"

I™
Length With Bumper Charger 212.7" 226.6"
(Except Station Wagon) 203.8" 198.2" Coronet 212.9"

ORM ATI ON
Station Wagon 217.6" 230.1"

Width With Bumper Charger 77.0"

(Except Station Wagon) 69.6" 76.4" Coronet 77.8" 79.6"
Station Wagon 72.1" Front 76.9" Front
75.6" Rear 78.6" Rear CJ1
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6 INTRODUCTION AND GENERAL INFORMATION-

CAPACITY CONVERSION TABLE

U.S. Imperial U.S. Imperial U.S. Imperial

1/4 1/4 7 5-3/4 15 124/2
1/2 3/8 74/4 6 15-1/2 13
3/4 5/8 74/2 6-1/4 16 13-1/4
7-3/4 64/2 16-1/2 13-3/4
1 3/4 16-3/4 14
1-1/4 1 8 6-3/4
1-1/2 1-1/4 8-1/4 6-3/4 17 14-1/4
1-3/4 14/2 8-1/2 7 17-1/2 14-1/2
8-3/4 7-1/4 18 15
2 1-3/4 9 7-1/2 18-1/2 15-1/2
24/4 1-3/4 94/4 7-3/4 19 15-3/4
2-1/2 2 9-1/2 8 19-1/2 16-1/4
2-3/4 2-1/4 9-3/4 8 20 16-3/4
20-1/2 17
3 2-1/2 10 8-1/4
3-1/4 2-3/4 10-1/4 8-1/2 21 17-1/2
34/2 3 10-1/2 8-3/4 21-1/2 18
3-3/4 3 10-3/4 9 22 18-1/4
22-1/2 18-3/4
4 34/4 11 9-1/4 23 194/4
44/4 34/2 114/4 9-1/4 23-1/2 19-1/2
4-1/2 3-3/4 114/2 9-1/2 24 20
4-3/4 4 11-3/4 9-3/4 24-1/2 20-1/2
5 4-1/4 12 10 25 20-3/4
54/4 4-1/4 12-1/4 10-1/4 25-1/2 214/4
5-1/2 44/2 124/2 10-1/2 26 21-3/4
5-3/4 4-3/4 12-3/4 10-1/2 26-1/2 22
27 22-1/2
6 5 13 10-3/4 27-1/2 23
6-1/4 5-1/4 13-1/2 114/4 28 23-1/4
6-1/2 54/2 14 11-3/4 29 24-1/4
6-3/4 54/2 144/2 12 30 25

CAPACITY CONVERSION U.S. GALLONS TO LITERS

Gallons 0 1 2 3 4 5
Liters Liters Liters Liters Liters Liters
0 00.0000 3.7853 7.5707 11.3560 15.1413 18.9267
10 37.8533 41.6387 45.4240 49.2098 52.9947 56.7800
20 75.7066 79.4920 83.2773 87.0626 90.8480 94.6333
30 113.5600 117.3453 121.1306 124.9160 128.7013 132.4866
40 151.4133 155.1986 158.9840 162.7693 166.5546 170.3400

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 INTRODUCTION AND GENERAL INFORMATION

DIMENSIONAL AND TEMPERATURE CONVERSION CHART

MILLI- INCHES TO MILLIMETRES TO FAHRENHEIT & CENTIGRADE

INCHES DECIMALS METRES MILLIMETRES INCHES
Inches m.ms. m.ms. Inches °F °C °C °F
1/64 .015625 .3969 .0001 .00254 0.001 .000039 -20 -28.9 -30 -22
1/32 .03125 .7937 .0002 .00508 0.002 .000079 -15 -26.1 -28 -18.4
3/64 .046375 1.1906 .0003 .00762 0.003 .000118 -10 -23.3 -26 -14.8
1/16 .0625 1.5875 .0004 .01016 0.004 .000157 -5 -20.6 -24 -11.2
5/64 .078125 1.9844 .0005 .01270 0.005 .000197 0 -17.8 -22 -7.6
3/32 .09375 2.3812 .0006 .01524 0.006 .000236 1 -17.2 -20 -4
7/64 .109375 2.7781 .0007 .01778 0.007 .000276 2 -16.7 -18 -0.4
1/8 .125 3.1750 .0008 .02032 0.008 .000315 3 -16.1 -16 3.2
9/64 .140625 3.5719 .0009 .02286 0.009 .000354 4 -15.6 -14 6.8
5/32 .15625 3.9687 .001 .0254 0.01 .00039 5 -15.0 -12 10.4
11/64 .171875 4.3656 .002 .0508 0.02 .00079 10 -12.2 -10 14
3/16 .1875 4.7625 .003 .0762 0.03 .00118 15 -9.4 -8 17.6
13/64 .203125 5.1594 .004 .1016 0.04 .00157 20 -6.7 -6 21.2
7/32 .21875 5.5562 .005 .1270 0.05 .00197 25 -3.9 -4 24.8
15/64 .234375 5.9531 .006 .1524 0.06 .00236 30 -1.1 -2 28.4
1/4 .25 6.3500 .007 .1778 0.07 .00276 35 1.7 0 32
17/64 .265625 6.7469 .008 .2032 0.08 .00315 40 4.4 2 35.6
9/32 .28125 7.1437 .009 .2286 0.09 .00354 45 7.2 4 39.2
19/64 .296875 7.5406 .01 .254 0.1 .00394 50 10.0 6 42.8
5/16 .3125 7.9375 .02 .508 0.2 .00787 55 12.8 8 46.4
21/64 .328125 8.3344 .03 .762 0.3 .01181 60 15.6 10 50
11/32 .34375 8.7312 .04 1.016 0.4 .01575 65 18.3 12 53.6
23/64 .359375 9.1281 .05 1.270 0.5 .01969 70 21.1 14 57.2
3/8 .375 9.5250 .06 1.524 0.6 .02362 75 23.9 16 60.8
25/64 .390625 9.9219 .07 1.778 0.7 .02756 80 26.7 18 64.4
13/32 .40625 10.3187 .08 2.032 0.8 .03150 85 29.4 20 68
27/64 .421875 10.7156 .09 2.286 0.9 .03543 90 32.2 22 71.6
7/16 .4375 11.1125 .1 2.54 1 .03937 95 35.0 24 75.2
29/64 .453125 11.5094 .2 5.08 2 .07874 100 37.8 26 78.8
15/32 .46875 11.9062 .3 7.62 3 .11811 105 40.6 28 82.4
31/64 .484375 12.3031 .4 10.16 4 .15748 110 43.3 30 86
1/2 .5 12.7000 .5 12.70 5 .19685 115 46.1 32 89.6
33/64 .515625 13.0969 .6 15.24 6 .23622 120 48.9 34 93.2
17/32 .53125 13.4937 .7 17.78 7 .27559 125 51.7 36 96.8
35/64 .546875 13.8906 .8 20.32 8 .31496 130 54.4 38 100.4
9/16 .5625 14.2875 .9 22.86 9 .35433 135 57.2 40 104
37/64 .578125 14.6844 1 25.4 10 .39370 140 60.0 42 107.6
19/32 .59375 15.0812 2 50.8 11 .43307 145 62.8 44 112.2
39/64 .609375 15.4781 3 76.2 12 .47244 150 65.6 46 114.8
5/8 .625 15.8750 4 101.6 13 .51181 155 68.3 48 118.4
41/64 .640625 16.2719 5 127.0 14 .55118 160 71.1 50 122
21/32 .65625 16.6687 6 152.4 15 .59055 165 73.9 52 125.6
43/64 .671875 17.0656 7 177.8 16 .62992 170 76.7 54 129.2
11/16 .6875 17.4625 8 203.2 17 .66929 175 79.4 56 132.8
45/64 .703125 17.8594 9 228.6 18 .70866 180 82.2 58 136.4
23/32 .71875 18.2562 10 254.0 19 .74803 185 85.0 60 140
47/64 .734375 18.6531 11 279.4 20 .78740 190 87.8 62 143.6
3/4 .75 19.0500 12 304.8 21 .82677 195 90.6 64 147.2
49/64 .765625 19.4469 13 330.2 22 .86614 200 93.3 66 150.8
25/32 .78125 19.8437 14 355.6 23 .90551 205 96.1 68 154.4
51/64 .796875 20.2406 15 381.0 24 .94488 210 98.9 70 158
13/16 .8125 20.6375 16 406.4 25 .98425 212 100.0 75 167
53/64 .828125 21.0344 17 431.8 26 1.02362 215 101.7 80 176
27/32 .84375 21.4312 18 457.2 27 1.06299 220 104.4 85 185
55/64 .859375 21.8281 19 482.6 28 1.10236 225 107.2 90 194
7/8 .875 22.2250 20 508.0 29 1.14173 230 110.0 95 203
57/64 .890625 22.6219 21 533.4 30 1.18110 235 112.8 100 212
29/32 .90625 23.0187 22 558.8 31 1.22047 240 115.6 105 221
59/64 .921875 23.4156 23 584.2 32 1.25984 245 118.3 110 230
15/16 .9375 23.8125 24 609.6 33 1.29921 250 121.1 115 239
61/64 .953125 24.2094 25 635.0 34 1.33858 255 123.9 120 248
31/32 .96875 24.6062 26 660.4 35 1.37795 260 126.6 125 257
63/64 .984375 25.0031 27 690.6 36 1.41732 265 129.4 130 266

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8 INTRODUCTION AND GENERAL INFORMATION

CONVERSION-ENGLISH AND METRIC MEASURES

CUBIC INCHES AND CUBIC CENTIMETERS: To inches to liters, multiply cubic inches times 0.01639 to
simplify comparison of engine sizes between cubic obtain liters, (Cubic Inch × 0.01639 = Liters).
inches and cubic centimeters or liters, follow the CUBIC CENTIMETERS TO LITERS: When chang-
formulas shown in this section. ing centimeters to liters divide by 1,000 simply by
CUBIC CENTIMETERS TO INCHES: When chang- moving the decimal point three figures to the left.
ing cubic centimeter to cubic inches, multiply cubic LITERS TO CENTIMETERS: When changing liters
centimeters times .061 to obtain cubic inches, (C. C. to cubic centimeters, move the decimal point three
× .061 = Cubic Inch). figures to the right.
CUBIC INCHES TO CENTIMETERS: When chang- MILES TO KILOMETERS: When changing miles to
ing cubic inches to cubic centimeters, multiply cubic kilometers, multiply miles times 1.609 to obtain ki-
inches times 16.39 to obtain cubic centimeters, (Cubic lometers, (Miles × 1.609 = Kilometers).
Inch × 16.39 = C. C). KILOMETERS TO MILES: When changing kilom-
LITERS TO CUBIC INCHES: When changing liters eters to miles, multply kilometers times 0.6214 to
to cubic inches, multiply liters times 61.02 to obtain obtain miles, (Kilometers × 0.6214 = Miles).
cubic inches, (Liters × 61.02 = Cubic Inch). POUNDS TO KILOGRAMS: 1 lb. = .4536 Kg.
CUBIC INCHES TO LITERS: When changing cubic KILOGRAMS TO POUNDS: 1 Kg. = 2.2046 lbs.

TORQUE REFERENCES BOLT TORQUE

HEAD MARKINGS—Head marking identification
SIZE GRADE 1 GRADE 5 GRADE 8
shall consist of radial lines on the top of the bolt
head equally spaced, extending toward the outer 6-32 10 Above dotted line—in. Lbs.
edges of the circle (Fig. 12). Each line should not 8-32 12 Below dotted line—Ft. Lbs.
extend more than one-third of the circle diameter. 10-24 17
The identification shall be easily legible and distinct 10-32 20
12-24 25
from manufacturer's trade mark, but need not be in 1/4-20 40 130 185
any particular relation to the hexagon. The manu- 1/4-28 45 130 185
facturer's trade mark shall be legible, in the center of 5/16-18 100 200 280
5/16-24 110 I 2O¯¯
the bolt head, and not cover more than one-third of
the bolt circle. 3/8-16 180 , 30 42 w
3/8-24 200 _, 35 49
~7/T6-Í4¯ ¯¯ 55 70
SAE
GRADE 3 GRADE 5 GRADE 8
7/16-20 60 75
CLASSIFICATION 1/2-13 85 105
1/2-20 95 120

0
9/16-12 115 145
HEAD 9/16-18 130 160
MARKINGS 5/8-11 170 210
5/8-18 180 225
3/4-16 200 245
180° 120° 60° PB283

Fig. 12-Bolt Head Identification

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 LUBRICATION AND MAINTENANCE 0-1

LUBRICATION AND MAINTENANCE

CONTENTS
Page Page
ALTERNATOR 9 HOISTING 6
BATTERY 9 HYDRAULIC BRAKE SYSTEM 26
BRAKES 26 LUBRICATION AND MAINTENANCE •
CAPACITIES 4 GUIDE 3 •
CARBURETOR AIR CLEANERS 12 LUBRICATION AND MAINTENANCE
CARBURETOR CHOKE VALVE SHAFT . . . . 13 SCHEDULES (Normal and Severe) 2
CERTIFIED CAR CARE 1 MANIFOLD HEAT CONTROL VALVES . . . . 11
CHASSIS LUBRICATION 20 MATERIALS ADDED TO ENGINE OILS . . . 10
CLASSIFICATION OF LUBRICANTS 1 PARKING BRAKE MECHANISM 27
CLUTCH LINKAGE 25 PARTS REQUIRING NO LUBRICATION . . . 30
COOLING SYSTEM 6 POPELLER SHAFT AND UNIVERSAL
CRANKCASE VENTILATION SYSTEM . . . . 14 JOINTS 27
DISTRIBUTORS 9 REAR AXLES 22
EMISSION CONTROL SYSTEMS 16 RUBBER AND PLASTIC COMPONENT
EMISSION CONTROL INSPECTION 19
SYSTEM-MAINTENANCE 16 SPEEDOMETER CABLE 29
ENGINE IDLE ADJUSTMENT 16 STEERING GEAR 19
ENGINE OIL FILTERS 11 SUMMARY OF LUBRICATION AND
ENGINE OIL—SELECTION OF 9 MAINTENANCE SERVICES 1
EXHAUST GAS FLOOR JET 12 THROTTLE LINKAGE 30
FREQUENCY OF OIL CHANGES 10 TIRES 27
FRONT WHEEL BEARINGS 28 TOWING 6
FUEL FILTERS 13 TRANSMISSION (Automatic) 24
FUEL VAPOR STORAGE CANISTER 13 TRANSMISSION (Manual) 23
HEADLIGHTS 9 WINDSHIELD WIPER BLADES 29

CERTIFIED CAR CARE maintenance service on a time frequency as well as

mileage interval basis.
Certified Car Care is a thorough servicing program Information pertaining to Lubrication and Mainte-
that helps make sure the cars you sell receive the nance requirements is shown on the guide (Fig. 1)
regular attention you know they need. and on the Schedule.
Certified Car Care helps build business for you in Vehicles operating under severe service conditions
the best way known—through customer satisfaction. require more frequent service.
Inform your customers that the best approach to Component service information is included in each
trouble-free driving is Certified Car Care. unit under the heading "Trailer Tow and/or Severe
This is a practical plan to help you build up sales Service" for vehicles operating under one or more of
and service volume, by providing regular service cus- the following conditions:
tomer visits. (1) Police, Taxi and Limousine Operation
(2) Trailer Towing
SUMMARY OF LUBRICATION AND (3) Operation of Vehicle:
MAINTENANCE SERVICES (a) In extremely dusty areas.
(b) 50% or more of the time in heavy city traffic
Maintenance and lubrication service recommenda-
in hot temperatures (90 degrees or higher).
tions for Chrysler Corporation-built vehicles have
(c) Prolonged idling.
been compiled to provide maximum protection for
(d) Extremely short run operation.
the car owner's investment against all reasonable
(e) Commercial type operation.
types of driving conditions.
Since these conditions vary with the individual car
CLASSIFICATIONS OF LUBRICANTS
owner's driving habits, the area in which the car is
operated and the type of service to which the car is Oils, lubricants and greases are classified and grad-
subjected it is necessary to prescribe lubrication and ed according to standards recommended by the So-
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 LUBRICATION AND MAINTENANCE SCHEDULE
SERVICE (Normal) TIME OR MILEAGE INÌ ER\l'A L
(Follow the interval which occurs 1Srst--Mi e, i in tho usan ds)
f
4 8 1 16 18 20 24 28 32 36
CD
ENGINE OIL·-change Every 3 months or • 4 • 4
POWER STEERING—check fluid level Every 3 months or • 4 • 4 O
TIRES—inspect for wear Every 3 months or • 4 • 4
EXHAUST SYSTEM—check for leaks and damaged or missing parts Every 3 months or • 4 • 4 ¯í
6 MONTH SERVICES—see below Every 6 months í < 4 • o
ENGINE OIL FILTER—change Every second oil change or < < 4 •
TIRES—rotate Every second oil change or 4 •
BRAKE HOSE AND TUBING—check for deterioration or leaks Every second oil change or 4 4 •
UNDERHOOD RUBBER AND PLASTIC COMPONENT INSPECTION—see below Every second oil change or 4 i < •
BRAKE LININGS and FRONT WHEEL BEARINGS—inspect Every 12 months or • 4 •
EMISSION CONTROL SERVICES
FUEL FILTER—replace Every 2 years or
ENGINE IDLE SPEED, IGNITION TIMING AND IDLE MIXTURE—check Every 12 months or 4 4 4
CARBURETOR AIR FILTER—clean (replace every 2 years) Every 12 months or 4 4 4 z
PCV VALVE—check operation (replace every 2 years) Every 12 months or 4 4 4 >
AIR PUMP BELT TENSION—(if equipped) check Every 12 months or i í i
VAPOR STORAGE CANISTER—(if equipped) change filter Every 12 months or i 4 i
CRANKCASE INLET AIR CLEANER—clean Every 12 months or 4 4 i
EXHAUST GAS RECIRCULATION SYSTEM—check Every 12 months or
SPARK PLUGS—replace Every 18,000 miles (mileage only) • i
ORIFICE SPARK ADVANCE CONTROL (OSAC) VALVE-¡nspect Every 24 months or •
FRONT SUSPENSION BALL JOINTS AND STEERING LINKAGE—lubricate Every 3 years or i
CLUTCH TORQUE SHAFT—(manual transmission)—lubricate Every 3 years or 4

SERVICE (Severe and/or Trailer Tow)

BRAKE HOSE AND TUBING—inspect Every 3 months or • • • •

TRANSMISSION and REAR AXLE—check fluid level Every 3 months or • • • •
UNIVERSAL JOINTS—inspect seals Every 3 months or • • • •
AUTOMATIC TRANSMISSION—change fluid, filter and adjust bands Every 24,000 miles •
MANUAL TRANSMISSION and REAR AXLE—change fluid Every 36,000 miles •

6 MONTH SERVICE (Normal and Severe) UNDERHOOD RUBBER AND PLASTIC COMPONENTS
AIR CONDITIONED CARS—check belts, sight glass and opera- RUBBER AND PLASTIC COMPONENTS (LISTED BELOW) THAT
tion of controls. ARE EXPOSED TO UNDERHOOD TEMPERATURES SHOULD BE
CHOKE SHAFT, FAST IDLE CAM AND PIVOT P I N - ìpply solvent. INSPECTED. REPLACE IF INSPECTION REVEALS DETERIORA-
TION THAT COULD RESULT IN FAILURE.
COOLING SYSTEM AND ANTI-FREEZE—check.
HEADLIGHT AIMING-check. BELTS, ACCESSORY DRIVE.
MANIFOLD HEAT VALVE-apply solvent. CONTROL ARM BUSHINGS, UPPER AND LOWER (FRONT SUS-
PENSION).
STEERING GEAR (Manual)—check lubricant level.
ENGINE MOUNTS.
STEERING (Power)—check pump fluid level.
HOSES—POWER STEERING, HYDRAULIC BRAKE, VACUUM
STEERING LINKAGE—inspect seals. BRAKE, COOLANT AND FUEL LINE.
SUSPENSION BALL JOINTS—inspect seals. STEERING SHAFT RUBBER COUPLING.

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 LUBRICATION AND AAAINTENANCE GUIDE
ALL MODELS

(1) FUEL VAPOR STORAGE CANISTER (11) MANIFOLD HEAT VALVE

(2) COOLANT RESERVE SYSTEM (12) CRANKCASE INLET AIR CLEANER
(3) AIR INJECTION PUMP (13) OIL FILTER
(4) CRANKCASE DIPSTICK (OTHER V8, LEFT FRONT)
(OTHER V8, OPPOSITE SIDE) (14) BRAKE MASTER CYLINDER
(5) FUEL FILTER (15) VACUUM AMPLIFIER
(6) OIL FILL CAP (16) TEMPERATURE CONTROL VALVE
(17) ORIFICE SPARK ADVANCE CONTROL (OSAC) VALVE
(7) EXHAUST GAS FLOOR JET
(18) CLUTCH TORQUE SHAFT m
(8) CARBURETOR CHOKE SHAFT
SUSPENSION AND STEERING (9) EGR CONTROL VALVE • COOLING SYSTEM >
LINKAGE BALL JOINTS DRAINS
(10) PCV VALVE
LIFT POINTS
PF150
Fig. I —Lubrication and Maintenance Guide
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0-4 LUBRICATION AND MAINTENANCE -¤
ciety of Automotive Engineers (SAE), the American The API classification system defines oil per-
Petroleum Institute (API) and the National Lubri- formance in terms of engine usage. Only engine oils
cating Grease Institute (NL6I). designated "For Service SE" should be used.
These oils contain sufficient chemical additives to
Engine Oil provide maximum engine protection. Both the SAE
The SAE grade number indicates the viscosity of grade and the API designation must be found on the
engine oils, for example, SAE 30, which is a single container.
grade oil. Engine oils are also identified by a dual
number, for example, SAE 10W-30, which indicates a Gear Lubricants
multigrade oil. The SAE grade number also indicates the viscosity

CAPACITIES
ENGINE IDENTIFICATION CONVERSION TABLE
Engine "Cubic Inch Displacement" is identified U.S. Imp. U.S. Imp.
using the 5th Diget Letter Code on the "Vehicle
Identification Plate". 1/4 1/4 4.4 3-1/2
LETTER CODE 1/2 3/8 5 4-1/4
B = 198 M = 400-2BBL 3/4 5/8 6 5
C = 225 P = 400-4BBL 1 3/4 7 5-3/4
E = 6 Cyl Spec. Order T = 440 STD 2 1-3/4 8 6-3/4
G = 318 U = 440 HP 3 2-1/2 9 7-1/2
H = 340 Z = 8 Cyl. Spec. Order 4 3-1/4 10 8-1/4
K = 360

ENGINE COOLING TRANSMISSION AXLE FUEL

Radiator With Manual Manual With With With
Cu. In. Oil (1) Qts. (2) A/C M/C Automatic 3 Speed 4 Speed Automatic 3 Speed 4 Speed ALL
DART 198 4 qts. 13 14 17 pts. 6.5 pts. 2 pts. 2 pts. — 16 gals.
MODELS 225 4 qts. 13 14 14 17 pts. 6.5 pts. 2 pts. 2 pts. — 16 gals.
318 4 qts. 16 18 18 17 pts. 4.75 pts. 2 pts. 4.4 pts. — 16 gals.
340 4 qts. l6x l6x l6x 16.3 pts. 4.75 pts. 7 pts. 4.4 pts. 4.4 pts. 4.4 pts. 16 gals.
CHALLENGER 225 4 qts. 13 17 pts. 4.75 pts. — 4.4 pts. 4.4 pts. — 18 gals.
MODELS 318 4 qts. 16 18 19 17 pts. 4.75 pts. — 4.4 pts. 4.4 pts. — 18 gals.
340 4 qts. 15 16 17 16.3 pts. 4.75 pts. 7.5 pts. 4.4 pts. 4.4 pts. 4.4 pts. 18 gals.

CORONET 225 4 qts. 13 — 15 17 pts. 6.5 pts. — 2 pts. 2 pts. — 21 gals.

MODELS
318 4 qts. 16 18 l8x 17 pts. 4.75 pts. 7.5 pts. 4.4 pts. 4.4 pts. 4.4 pts. 21 gals.
16x1 16.3 pts. 4.75 pts. 7.5 pts.
340 4 qts. 15 16 4.4 pts. 4.4 pts. 4.4 pts. 21 gals.
400-2BBL 4 qts. 16 l7x l8x 19 pts. - - 4.4 pts. — — 21 gals.
400-4BBL 4 qts. 16 l7x l8x 16.3 pts. 4.75 pts. 7.5 pts. 4.4 pts. 4.4 pts. 4.4 pts. 21 gals.
440 4 qts. l7x l7x l8x 19 pts. — — 4.4 pts. - — 21 gals.
Police-Taxi 225 4 qts. l5x l5x l5x 19 pts. 4.4 pts. — 21 gals.
318 4 qts. l9x l8x l8x 19 pts. 4.4 pts. — 21 gals.
400-2BBL 4 qts. l6x l7x l8x 19 pts. 4.4 pts. — 21 gals.
400-4BBL 4 qts. l6x l7x l8x 16.3 pts. 4.4 pts. — 21 gals.
440 4 qts. l6x l7x l8x 19 pts. 4.4 pts. — 21 gals.
POLARA 318 4 qts. 16 19 20 17 pts. — 4.4 pts. — 23 gals.
MODELS 360 4 qts. l6x l6x l7x 16.3 pts. — 4.4 pts. — 23 gals.
400-2BBL 4 qts. 16 l7x l8x 19 pts. — 4.4 pts. — 23 gals.
400-4BBL 4 qts. l8x l8x l8x l6·3.pts. — 4.4 pts. — 23 gals.
440 4 qts. 16 l7x l8x 19 pts. — 4.4 pts. — 23 gals.

440 H.P. 4 qts. l8x l8x l8x 19 pts. — — 4.4 pts. — — 23 gals.
Police-Taxi 225 4 qts. 15 19 pts. 4.4 pts. — — 23 gals.
318 4 qts. l9x l7x 17 17 pts. 4.4 pts. — — 23 gals.
360 4 qts. 16 l7x 17 16.3 pts. 4.4 pts. — — 23 gals.
400-2BBL 4 qts. l8x l8x l8x 19 pts. 4.4 pts. — — 23 gals.
400-4BBL 4 qts. l8x l8x l8x 16.3 pts. 4.4 pts. ~ — 23 gals.
440 4 qts. l8x l8x l8x 19 pts. 4.4 pts. — — 23 gals.
Power Steering—All Cars—2.5 pts.
(1)—Add 1 quart when replacing filter.
(2)—Radiator capacity includes heater.—A/C = Air Conditioning, M/C = Maximum Cooling.
x—Equipped with "Coolant Reserve System",
xl—Coolant reserve system with M/C when also equipped with A/C.

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LIFTING PAD MUST EXTEND
BEYOND THE SIDES OF THE SECTION
SUPPORTING STRUCTURE ¤
APPROXIMATE CENTER
OF GRAVITY

PAD POSITION
WITHIN THESE
LIMITS SATISFACTORY
20 SQ" MINIMUM CD
FOUR PADS `¦O

CORONET
DART CHALLENGER CHARGER DODGE
W.B. 11 110.0" 115.0"-H7.5"
48.O"-49.O" x51.0"-56.0" xxx 54.O"-6O.O"
22.3" 26.5" 27.5" 26.7"
14.2" 18.5" 18.5" 22.2"
16.2" 15.6" xxl8.8" 18.8"
23.7" 20.0" 23.0" 25.6" m
32.7" 29.0" 33.0" 34.6" >
60.0" TO 65.0" FOR STATION WAGONS o
SE AND SUPER BEE MODELS m
ä£fgg š æ PB130A
Fig. 2-Support Locations-Frame Contact Hoist
en
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0-6 LUBRICATION AND MAINTENANCE

of Multi-Purpose Gear Lubricants. On Dart, Challenger and Coronet models with floor
The API classification system defines gear lubri- mounted gearshift or selector lever, the transmission
cants in terms of usage. An example is SAE 75, which may be shifted to neutral for towing. NOTE: A
is a light viscosity lubricant. (Only gear lubricants "Steering Wheel Clamp" is required to assure front
conforming to API GL-5 of the proper viscosity are wheel alignment if car is towed with rear pickup
recommended). while ignition is locked.

Lubricants—Greases Front or Rear Pickup

Semi-solid lubricants, such as specified for suspen- A towing sling (Holmes TS-100 Universal) or
sion ball joints, bear the NLGI designation. They are equivalent type is recommended, in addition, depend-
further classified as grades " 0 " or "2". ing on model, spacing material (2" x 4" and 4" x 4"
lumber) and padding (heavy cloth, carpet or other
HOISTING material) may be required.
Lumber spacers should be fastened together se-
Post Type curely with nails or bolts, and wired or tied securely
Special care should be taken when raising the ve- in position to the tow chains before lifting the ve-
hicles on a frame contact type hoist. The hoist must hicle.
be equipped with the proper adapters in order that The following precautions should be taken when
the vehicle will be supported in the correct locations towing any vehicle:
(Fig. 2). Remove exhaust tips and any other optional equip-
Conventional hydraulic hoists may be used after ment, except bumper guards, that interfere with the
determining that the adapter plates will make firm towing sling. Padding should be placed between the
contact with the lower control arms and the rear axle bumper guards and towing sling, similar material
housing. should be placed between the stone shield and the
sling to prevent scratches whenever contact cannot
Floor Jack be avoided.
A regular floor jack may be used under the rear When placing the tow hooks on the rear axle, posi-
axle housing, or under the front suspension lower tion hooks so as not to damage brake lines.
control arms; however, a floor jack must never be Do not allow any of the towing equipment to con-
used on any parts of the underbody. tact the fuel tank.
CAUTION: Do not attempt to raise one entire side of Vehicles are not to be towed by hooking on the
the vehicle by placing a jack midway between front rear spring shackles, front brake strut, sway bar or
and rear wheels. This practice may result in perma- shock absorbers. It is recommended that cars be
nent damage to the body. towed using the rear pickup.
Figures 3 through 10 show the recommended tow-
Bumper Jack ing hookup for each model.
The bumpers are designed to accept a bumper jack
in an emergency, if it becomes necessary to change a COOLING SYSTEM
tire on the road. Notches are provided in the bumpers
for the purpose of raising the vehicle with the The cooling system of all cars is protected against
bumper jack. corrosion and freezing as they leave the factory. A
permanent type anti-freeze is added to provide pro-
TOWING tection to —20 degrees F. Higher percentages of anti-
freeze must be added where temperatures below —20
Ignition Key Available degrees F. are anticipated.
Car may be towed if the gearshift or selector lever
All engines are equipped with 185 degree ther-
is in neutral and the distance to be traveled does not
mostats and only permanent (ethylene glycol) type
exceed 15 miles, or the towing speed does not exceed
anti-freeze should be used. Plain water or alcohol-
30 mph. If the transmission is not operative, or the
base anti-freezes should not be used because their
car is to be towed more than 15 miles, the driveshaft
boiling points are too low.
must be disconnected or the car towed with rear
If it becomes necessary to add coolant during the
wheels off the ground.
cold weather season, be sure the system contains
Ignition Key Not Available sufficient anti-freeze to provide protection at least
mounted gear selector a
On all models with column m< to —20 degrees F. A suitable high quality permanent
rear pickup or driveshaft removal will be required to type anti-freeze, available under Part Number
tow the vehicle. 2932531 or equivalent, should be used. When using

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¤- LUBRICATION AND MAINTENANCE 0-7

NOTCH TOP SPACER

AS SHOWN TOWING SLING
1-1/2" 3 ^ j |*2-1/2" 4" x 4" x 44"'WOOD SPACER
PLACED AGAINST TIREWELL

TWO 4"x4"x44'
N
WOOD SPACER
NAILED OR
BOLTED
TOGETHER

TOW BAR

PD254A PD257A

Fig. 3-Front Towing Pick-Up-Dart, Sport, Chal- Fig. 5—Rear Towing Pick-Up—Dart and Sport
lenger, Coronet and Charger Models (Typical) Models (Typical)
a high-quality anti-freeze coolant, it is not necessary cooling system. If there ¡s evidence of steam, do not
to add additional rust inhibitors or an anti-rust type open hood until steam is dispersed. When removing
product. the radiator cap on cars without "coolant reserve sys-
If the vehicle is equipped with air conditioning, tem" place a cloth over the cap, turn left to first stop,
the cooling system must contain anti-freeze coolant allowing steam to escape through overflow tube, then
all year-round. This is necessary because in the re- remove cap.
heat cycle, cold, refrigerated air passes through the Inspect coolant level every month, as follows:
heater core. Anti-freeze is necessary to prevent coo- Without "Coolant Reserve System", inspect coolant
lant in the heater core from freezing in hot weather level through radiator cap opening; maintain coolant
when the air conditioner is being used. level 1-1/4" below bottom of filler neck. Overfilling
will cause loss through the overflow tube.
Coolant Level Inspection With "Coolant Reserve System" the radiator is nor-
CAUTION: Driving in heavy traffic at high altitudes mally completely full, DO NOT OPEN RADIATOR
or in very hot weather may build up pressure in the CAP FOR COOLANT LEVEL INSPECTION. With en-
gine idling at normal operating temperature the cool-

4 " x 4 " x l O " WOOD SPACER

TOW 4"x4"x49" WOOD SPACER

BAR

TOW BAR
LIFT AGAINST REAR SPRING LEAFS BY FASTENING TWO
PF387 4" x 4" x 10" WOOD SPACERS (40" APART) TO 4"x4"x49 7 o ™ C f t A
WOOD SPACER IN POSITION SHOWN PD258A
Fig. 4—Front Towing Pick-Up-Polar and Monaco
Models (Typical) Fig. 6—Rear Towing Pick-Up—Challenger Models
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 0-8 LUBRICATION AND MAINTENANCE

TOWING SLIN

T 4 " x A" x 10"

WOOD SPACER *
(ONE EACH SIDE)
4" x 4" x 6"
WOOD SPACER REAR SPRING
AGAINST RAIL ACKLE
LONGITUDINAL <" SUPPORT
EACH SIDE BOX

\ WOOD SPACERS
TOW BAR AUXILIARY V
HOOKS
TOW BAR

LIFT AGAINST REAR SPRING SHACKLE SUPPORT BOXES BY

LIFT AGAINST FRAME RAILS BY FASTENING TWO 4" x A" x
FASTENING TWO 4" x A" x 10" WOOD SPACERS (40" APART TO
WOOD SPACERS (32" APART) TO 4" x A" × AA" WOOD
TWO 4" x 4" x 49" WOOD SPACERS IN POSITION SHOWN PF389
SPACER IN POSITION SHOWN PF388

Fig. 7-Rear Towing Pick-Up-Coronet Models Fig. 9—Rear Towing Pick-Up—Polara and Monaco
Models (Except Suburban)
ant level should be at the 1 qt. mark on the reserve
tank (Fig. 11). Add coolant (if required under the opening drain cock in lower radiator tank. On
above conditions) by removing the green cap on the 6-cylinder engines, remove the single drain plug in
reserve tank and filling to the 1 qt. level mark. right side of engine and open drain cock in lower
NOTE: The coolant level may rise above the 1 qt. radiator tank. Discard old solutions.
mark while parked after hot running or below the NOTE: See "Cooling", Group 7 for draining and re-
1 qt. mark when the system cools below operating filling instructions, for vehicles equipped with "Cool-
temperature. ant Reserve System".
Flush the system thoroughly with water. If there
Annual Services is an indication that the system contains a consider-
Once a year, preferably in the fall, the cooling sys- able amount of sediment, use a reliable cooling sys-
tem should be drained and refilled. This draining tem cleaner to loosen the sediment. Rinse thorough-
and refilling procedure, however, need not be per- ly to remove deposits.
formed until the fall following the vehicle's first full At this time, check water pump belt tension and
year operation. Drain V-8 engine cooling system by check hose connections for tightness. Refill cooling
removing drain plugs in sides of cylinder block and
TOWING SLING

A" x A" x AA"

WOOD SPACER

TOW BAR

TOW BAR

LIFT AGAINST BUMPER GUARD USING A A" x A" x AA' PF498

WOOD SPACER AS SHOWN PF497
Fig. ¶O—Rear Towing Pick-Up—Suburban
Fig. 8-Rear Towing Pick-Up-Charger Models Models (Typical)

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 LUBRICATION AND MAINTENANCE 0-9
PRESSURE RADIATOR HEADLIGHTS
CAP (16 PSI)
To assure correct adjustment of headlight aiming,
it is recommended that the headlights be checked
and, if necessary, re-aimed properly every six
months.
Changes in front and rear suspension, such as front
suspension height and/or deflection of rear springs,
due to heavy loading, will change the headlight beam
RESERVE T A N K
pattern and may cause unsafe night time driving con-
FILLER CAP ditions.
If a vehicle is to be loaded abnormally, such as for
a vacation trip, or with a salesman's products, the
headlight aiming should be checked and adjusted to
serve the new conditions. Refer to "Exterior Lighting
System," Group 5, (Body Service Manual) for adjusting
procedures.
ENGINE OIL—SELECTION OF
For best performance, and to provide for max-
imum protection of all engines for all types of oper-
¾PF236
ation, only those lubricants should be selected which:
Fig. I î—Coolant Reserve Tank (Typical) (a) Conform to the requirements of the API clas-
sification "FOR SERVICE SE".
system with clean water and a suitable high, quality (b) Have the proper SAE grade number for the
ethylene glycol anti-freeze in sufficient quantity to expected ambient temperature range (Fig. 12).
provide full protection for the lowest anticipated tem- Lubricants which do not have both an SAE grade
perature, but never less than 44 percent (—20 °F) of number and an SE Service classification on the
the cooling system capacity to ensure adequate pro- container should not be used.
tection against corrosion and boiling. A convenient
mixture of 50% ethylene glycol type anti-freeze and
50% water will provide protection to —34 degrees F.

ALTERNATOR
The alternator is provided with prelubricated
bearings, which require no periodic lubrication.

BATTERY
Every two months, or more often in hot weather
and on long trips, check fluid level of cells. Maintain
fluid level at the bottom of the filler hole well. Do not
overfill.
Check specific gravity, using a reliable hydrometer,
every 12 months or 12,000 miles, whichever occurs
first, or more often if there is excessive use of water.
Clean battery posts and cable terminals and tighten
terminals. Coat connections with light mineral grease
or petrolatum.
Refer to * 'Electrical," Group 8, for complete servic-
ing.

DISTRIBUTORS PB163

Fig. 12—Shaded Area Covers Region Where

The electronic distributor does not require periodic Minimum Temperatures May Be Consistently Be-
lubrication. low + 70 Degrees F. During Some Winter Months
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0-10 LUBRICATION AND MAINTENANCE

Oils used in our engines, labeled "For Service stances, such as, infrequent operation or short trips
SE", should equal or exceed the Engine Oil Per- only and during break-in after a major engine over-
formance Rating Sequence Tests for varnish, sludge haul and/or new piston installation, addition of
and rusting, when tested according to the methods special materials containing anti-rust and anti-scuff
established by the car manufacturer. additives are beneficial. Crankcase Conditioner, Part
Number 3419130, or equivalent, is a suitable product
Oil Viscosity Recommendations for this purpose.

Multigrades FREQUENCY OF ENGINE OIL CHANGES

SAE 10W-30
SAE 10W-40 The by-products of combustion, such as unburned
SAE 10W-50 Where temperatures are consistently fuel, condensation and carbon deposits, in addition to
SAE 20W-40 above -l·32°F. dust and other abrasive materials, tend to contami-
SAE 20W-50
nate engine oil. If permitted to remain in the crank-
SAE 5W-40 Suitable for year long operation in case for too great a period of time, the contaminants
SAE 10W-30 many parts of the U.S.; may be used reduce the lubricating qualities of the oil causing ex-
SAE 10W-40 where temperatures occasionally drop cessive wear which can materially affect the oper-
SAE 10W-50 as low as — 10°F.
ating efficiency of the engine.
SAE 5W-20 Recommended where minimum tem- To provide maximum protection to engine parts, it
SAE 5W-30 peratures are consistently below is recommended that engine oil be drained and re-
SAE 5W-40 + 10°F.
plenished with new oil of the proper viscosity and
Single Grades API classification as follows:
SAE 30 Where temperatures are consistently NORMAL OPERATING CONDITIONS—The engine
above + 32°F. oil should be changed every three months or four
SAE 10W Where temperatures range between thousand miles, whichever occurs first.
+ 32°F. and -10°F. SEVERE OPERATING CONDITIONS—Frqeuent
driving on dusty roads, in sandy geographic areas, or
When outside temperatures are consistently below unusually short trip driving in cold weather may re-
32 degrees F., SAE 10W-30 or SAE 10W-40 are recom- quire oil changes more often than every three months.
mended for ease in cold starting. As stated in the Under these conditions, consult and follow the advice
above table, oils of the SAE 5W-20 grade number may of your Chrysler Motors Corporation Authorized Deal-
be used when minimum temperatures consistently fall er's Service Manager.
below +10 F. However, even in cold weather, these FLEET SERVICE—POLICE, TAXI, LIMOUSINE—For
grades should not be used if the vehicle is driven in police and limousine vehicles used principally for
competition or other forms of maximum performance highway type service (police highway patrol oper-
operation. ation or limousine service of 25 miles or more be-
tween stations) oil should be changed every three
Vehicles Equipped With High Performance months or 4,000 miles, whichever occurs first. Change
V'8 Engines oil filter every other oil change.
If the vehicle is to be used for maximum perform- For police ,taxi and limousine vehicles used princip-
ance service (very high speed or very rapid accelera- ally for urban type operation which usually involves
tion), the engine requires heavier than normal lubri- short trip operation and prolonged or frequent periods
cating oil. This is due to the high speeds, loads, and of idling, oil should be changed every two months or
temperature of moving parts developed in these en- 2,000 miles, whichever occurs first. Change oil filter
gines during this type of operation. at each oil change.
For best protection of the engine under these con- When draining the old oil, it is recommended that
ditions, the heaviest available engine oil of SE quality the engine be at normal operating temperature, as the
warmed oil will drain more readily and carry with it
should be used that will permit satisfactory cold
such foreign matter which might otherwise cling to
starting. SAE 30 and SAE 40 are recommended; Multi- the sides of the crankcase and the various moving
Viscosity oils SAE 20W-40 and SAE 20W-50 may also parts.
be used.
MATERIALS ADDED TO ENGINE OILS During Break-in
Cars should be driven moderately during the first
It is not necessary to add any material to crankcase 300 miles. Speeds up to 50 to 60 mph are desirable.
oils for most types of vehicle operation. In some in- While cruising, brief full-throttle accelerations con-
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 LUBRICATION AND MAINTENANCE 0-11
tribute to a good break-in. Wide-open throttle accel-
erations in low gear can be detrimental and should be
avoided for at least 500 miles.
The crankcase oil installed in the engine at the
factory is a high quality lubricant and should be re-
tained until the first regularly scheduled three-month
or 4,000-mile oil change, whichever occurs first. If it
becomes necessary to add oil during this initial peri-
od, an oil with the "For Service SE" classification
and of the proper viscosity grade should be used.
Nondetergent or straight mineral oils must never be
used.
Oil level should be checked during each stop for
gasoline. Oil should be added only when level on oil
level indicator is at or below "ADD OIL" mark. Fre- Fig. Ì4-Engine Oil Filter (318, 340 and 360 Cubic
quently, a new engine will consume some oil during Inch Engines)
its first few thousand miles of operation. This should
be considered as a normal part of the break-in and ably. Only high quality filters should be used to as-
not interpreted as an indication of difficulty. sure most efficient service. MOPAR Engine Oil Filters,
Part Number 3549957 or L·I9 ("short") type and Part
Number 1851658 or L-72 ("long" type), or equivalent,
ENGINE OIL FILTERS are high quality filters and are recommended.
Filter Selection
All engines are equipped with "short" type, full
Filter Change Interval
flow throwaway oil filters (Figs. 13, 14 and 15). This The oil filter should be replaced with a new filter
"short" type filter is recommended as a replacement at every second oil change, (except as noted in "Fre-
filter in service on all vehicles. The use of the "short" quency of Engine Oil Changes").
type oil filter ONLY is mandatory on the following
vehicle-engine combinations.
MANIFOLD HEAT CONTROL VALVE
(1) All Valiant and Duster models with 318 and 340 Freedom of movement of the heat control valve, by
cubic inch engine. removing lead deposits from the valve shaft bearings,
(2) All vehicles with 400 or 440 cubic inch engines
is assured by application of suitable solvent. Such a
equipped with air pump and/or power steering pump.
Optional use of the "long" type replacement oil solvent is available under Part Number 3419129
filter is acceptable on all vehicles not specified above.
The quality of replacement filters varies consider-

\\

Fig. 15-Engine Oil Filter (400-440 Cubic Inch

Fig. Ì3-Eng¡ne Oil Filter (6 Cylinder Engine) Engines)

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0-12 LUBRICATION AND MAINTENANCE

Manifold Heat Control Valve Solvent Penetrating

Fluid.
Every six months, spray solvent at both ends of
valve shaft where it rotates in bushings (Figs. 16, 17
and 18). CAUTION: APPLY SOLVENT ONLY
WHEN MANIFOLD IS COOL. Allow solvent to soak
a few minutes, then work valve shaft back and forth
until it moves freely.

EXHAUST GAS RECIRCULATION FLOOR JET

(340 or 400 Cu. In. Engine Only) \ï'· VALVE SHAFT
5>¾

After the first 24,000 miles of operation inspect the

floor jet (Fig. 19) for deposit build-up. With engine
off and carburetor air cleaner removed, hold choke
and throttle valves open. Using a flashlight, inspect
the floor jets visually through the carburetor. Condi- Fig. 17-Manifold Heat Control Valve (3¶8, 340 and
tion is satisfactory if passage in jet shows open path 360 Cubic Inch Engines)
through orifice. If jet is plugged, remove jet, clean (a) Vehicles operated in extremely dusty areas.
and reinstall. The above inspection (and service) (b) Police, Taxi or Limousine.
procedure should be repeated every 12,000 miles. For vehicles or type of service listed above, clean
NOTE: The floor jet is made of non-magnetic stain- and inspect filter element every engine oil change and
less steel, and the orifice section has a very thin wall replace every year.
(about .020). Handle carefully. Do Not enlarge the Disconnect the air cleaner hose at the air cleaner.
small hole in the floor jet. Install new jet if necessary. Remove cleaner from carburetor and remove filter
Tighten floor jet to 25 ft. lbs. torque. Reinstall car- element from cleaner.
buretor using new gasket if needed. The above inspec- Examine filter element. If the filter element is sat-
tion procedure should be repeated at 12,000 mile in- urated with oil for more than one-half its circumfer-
tervals. For proper jet size refer to Engine Section, ence, replace the element and check the rest of the
"Group 9". crankcase ventilating system for proper functioning.
To clean the element, use compressed air by hold-
CARBURETOR AIR CLEANERS ing air nozzle at least two inches from inside screen
(Fig. 21). CAUTION: Do not use compressed air on
Paper Element Type outside surface of element as this will embed foreign
The paper filter element (Figs. 20) in the air matter in the element paper.
cleaner should be inspected and cleaned every six After cleaning, examine element for punctures.
months and replaced every two years, with the fol- Discard an element that has small pin-point punc-
lowing exceptions. tures. Examine soft plastic sealing rings on both sides
of element for smoothness and uniformity.

Fig. 16-Manifold Heat Control Valve (6 Cylinder Fig. 18-Manifold Heat Control Valve (400 and 440
Engine) Cubic Inch Engines)

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 LUBRICATION AND MAINTENANCE 0-13

INCOMING FUEL-AIR
MIXTURE

FLOOR JET

INTAKE
MANIFOLD
FILTER ELEMENT
RECIRCULATING GASES
EXHAUST GAS
CROSS-OVER PD173A P8Ì37

Fig. 19—Exhaust Gas Recirculatìon Floor Jet Fig. 21-Cleaning Filter Element
At this time, also, service the Carburetor Choke Chamber Conditioner Part Number 2933500 or
Shaft and Fast Idle Cam. equivalent, to both ends of choke valve shaft where it
Reassemble cleaner and install on carburetor. passes through the air horn (Fig. 23). At same time,
Use a Chrysler Corporation filter element, or move choke shaft back and forth until deposits are
equivalent, for replacement. flushed out. Run engine at idle to clean out excess
cleaner from carburetor and intake manifold.
FUEL VAPOR STORAGE CANISTER Also, apply same type of cleaner to fast idle cam
Every 12,000 miles or 12 months, whichever occurs and pivot pin to remove dirt, oil and any other de-
first, the fuel vapor storage canister (Fig. 22) should posits that may have collected and cause sticking or
be inspected and the filter element in the base of the erratic motion.
canister replaced with a new filter element, Part This service will assure freedom of movement of the
Number 3577586, or equivalent. The filter element choke mechanism.
should be replaced more often if the vehicle is driven
under dusty conditions. FUEL FILTERS

CARBURETOR CHOKE VALVE SHAFT The fuel filters (Figs. 24, 25 and 26) are of the
Every six months, apply Chrysler Combustion disposable type (318, 340 and 360 Cu. In. Engines,
Fuel Filter is on suction side of Fuel Pump). Under
normal operating conditions, filter should be replaced
CANISTER FILTER
COVER FILTER ELEMENT

CHARCOAL
VAPOR
CANISTER

HOUSING PY783
PD171
Fig. 20—Carburetor Air Cleaner Fig. 22—Removing Canister Filter

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0-14 LUBRICATION AND MAINTENANCE

F¡g. 25-Fuel Filter (3¶8, 340 and 360 Cubic Inch

Engines)
ventilation system (Fig. 27). This system consists of
a crankcase ventilator valve mounted on the cylinder
head cover, with a hose extending from the valve to
the base of the carburetor.
A closed engine oil crankcase inlet air cleaner with
Fig. 23-Choke Valve Shaft and Fast Idle Cam a hose connecting it to the carburetor air cleaner
housing provides the source of air for the system.
every 24 months or 24,000 miles, whichever occurs
first. Should an excessive amount of foreign matter
accumulate in fuel tank, filter may require replacing VENTILATION SYSTEM OPERATION
more frequently.
The ventilation system operates by manifold vacu-
After installing new filter, run engine for several
um. Air is drawn from the carburetor air cleaner,
minutes and check for leaks at connections.
through the air cleaner hose to the crankcase inlet air
cleaner, through the crankcase inlet air cleaner and
CRANKCASE VENTILATION SYSTEM into the crankcase, circulated through the engine and
All models are equipped with a closed crankcase drawn out through the PCV valve, through the PCV
valve hose and into a passage in the carburetor

Fig. 26-Fuel Filter (400 and 440 Cubic Inch.

Fig. 24-Fuel Filter (6 Cylinder Engine) Engines)

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 LUBRICATION AND MAINTENANCE 0-15

CARBURETOR AIR CLEANER

AIR INTAKE

PF113

Fig. 27—Crankcase Ventilation System

throttle body, becomes part of the calibrated air/fuel
mixture drawn into the combustion chamber, is
burned and expelled with the exhaust gases.
Fig. 28-Check Vacuum at PCV Valve
Servicing Frequencies (2) With engine stopped:
Proper maintenance of the crankcase ventilation (a) Remove PCV valve from rocker cover and shake
system is required to keep the system clean and (Fig. 30).
maintain good engine performance and durability. A clicking noise should be heard to indicate that the
Periodic servicing is required to remove combustion valve is free.
products from the PCV valve, hoses, carburetor (3) If the ventilation system meets the tests in (1)
passages and crankcase inlet air cleaner. and (2) above, no further service is required; if not,
Every twelve months the system must be tested for the PCV valve should be replaced and the system re-
proper operation and cleaned if necessary. This in- checked. Install a new Chrysler PCV Valve, Part
cludes inspecting the operation of the PCV valve,
Number 3671076 or equivalent. DO NOT ATTEMPT
checking the hoses and carburetor passages for de-
TO CLEAN THE PCV VALVE.
posits and cleaning the crankcase inlet air cleaner
and carburetor air cleaner. (4) With a new PCV valve installed, if the pa-
The crankcase PCV valve must be replaced with a
new one every 2 years.
If the car is used extensively for short trips with
frequent idling, the ventilation system may require
servicing more frequently.
CRANKCASE INLET
Inspection and Service Procedure:
AIR CLEANER
(1) With engine idling:
(a) Remove PCV valve from rocker cover. If
the valve is not plugged, a hissing noise will be heard
as air passes through the valve, and a strong vacuum
should be felt when a finger is placed over the valve
inlet (Fig. 28).
(b) Reinstall the PCV valve, then remove the
crankcase inlet air cleaner. Loosely hold a piece of
stiff paper, such as parts tag, over the opening in the
rocker cover (Fig. 29).
After allowing about a minute for the crankcase
pressure to reduce, the paper should be sucked
against the opening in the rocker cover with a notice- Fig. 29-Check Vacuum at Crankcase Inlet Air
able force. Cleaner Opening
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 LUBRICATION AND MAINTENANCE
The idle speed of engines with less than 50 miles
should be set 75 rpm lower than specified. Engines
with 50 to 300 miles should be set 50 rpm lower than
specified. This will provide an acceptable idle and as
the engine accumulates mileage and friction is re-
duced the specified idle speed will be approached with
this same throttle opening.

EMISSION CONTROL SYSTEMS

The Closed Crankcase Ventilation System is used on
all engines and is one part of the Chrysler Cleaner
Air System. The Cleaner Air System controls the
emission of pollutants of the crankcase, exhaust and
fuel system gasoline vapors (Fig. 32).
Exhaust and evaporative emissions are controlled
(depending on vehicle model) by Orifice Spark Ad-
F¡g. 30-Shake PCV Valve vance Control (OSAC) Valve, Air Injection, Exhaust
Gas Recirculation and Evaporation Control Systems.
per is not sucked against the crankcase inlet air These systems where used; modify the distributor,
cleaner opening in the rocker cover with noticeable ignition timing and carburetor and temporarily store
force, it will be necessary to clean the PCV valve fuel system gasoline vapors.
hose, and passage in the lower part of the carburetor. It is vitally important that all component parts of
(a) Clean the carburetor hose with Combustion ventilation, fuel and electrical systems be serviced as
Chamber Conditioner. (Part Number 2933500) or specified to obtain maximum efficiency from the Emis-
similar solvent. Dry with compressed air. NOTE: sion Control Systems. Service of the carburetor is
Hoses should not remain in cleaning solvent more outlined in "Fuel" Group 14, Evaporation Control
than 1/2 hour. System, Air Injection and Exhaust Gas Recirculation
(b) Remove carburetor, turn a 1/4 inch drill by in "Emission Control Systems", Group 25, and elec-
hand through the passages to dislodge the solid parti- trical components in "Ignition System" Group 8.
cles, then blow clean. If necessary, use a smaller drill
so that no metal is removed. IT IS NOT NECES- EMISSION CONTROL SYSTEM-
SARY TO DISASSEMBLE THE CARBURETOR FOR MAINTENANCE
THIS SERVICE.
(5) Clean the crankcase inlet air cleaner (Fig. 31). In addition to the maintenance procedures required
(a) Disconnect the hose from the crankcase inlet for good operation of the vehicle and engine, the
air cleaner. Inspect the hose from the crankcase inlet services listed below must be performed at the rec-
air cleaner to the carburetor inlet air cleaner and ommended time and mileages to assure the continued
clean if necessary. Remove the crankcase inlet air proper functioning of the emission control system.
cleaner and wash it thoroughly in kerosene, or simi-
lar solvent. Lubricate or wet the filter, by inverting INLET VENT
the crankcase inlet air cleaner and filling with SAE- (FROM
30 engine oil. Position the air cleaner to allow excess CARBURETOR
AIR CLEANER)
oil to drain thoroughly through the vent nipple.
(6) Clean the carburetor air cleaner (see "Carburet-
or Air Cleaners" this group).

ENGINE IDLE ADJUSTMENT

New Engines
New engines with only a few miles of running have
high friction requiring greater than normal throttle
opening to produce specified idle speeds. This in-
creased throttle opening may expose the carburetor ROCKER COVER
throttle body spark advance port to manifold vacuum MOUNTING NIPPLE PD125
causing an ignition timing advance at specified idle
speed. F¡g. 31—Crankcase Inlet Air Cleaner
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 LUBRICATION AND MAINTENANCE 0-17

CARBURETOR
DISTRIBUTOR
IMPROVED DISTRIBUTION
• ELECTRONIC IGNITION
LEANER MIXTURE
• REDUCED TOLERANCES
FASTER ACTING CHOKE,
• SOLENOID ADVANCE OVERFILL LIMITING VALVE
ELECTRIC ASSIST
EXTERNAL IDLE MIXTURE LIMITER
SOLENOID THROTTLE STOP
INTAKE MANIFOLD GASOLINE VAPOR CONTROL VAPOR-LIQUID SEPARATOR
• IMPROVED HOT SPOT
OSAC VALVE

CLOSED CRANKCASE VENTILATION

FUEL TANK
HEATED INTAKE AIR

EXHAUST PORT AIR INJECTION

MODIFIED COMBUSTION CHAMBER

INCREASED AND REDUCED COMPRESSION RATIO
CAM OVERLAP EXHAUST GAS RECIRCULATION
• FLOOR JETS
• EGR CONTROL VALVE
AIR PUMP • EGR VACUUM AMPLIFIER
PF276

Fig. 32—Emission Control Systems

More frequent maintenance may be needed for ve- thoroughly. See "Crankcase Ventilation System",
hicles in severe operating conditions such as dusty Group 0.
areas and very short trip driving. Inspection and serv- Crankcase PCV Valve. Operation depends on free-
ice should also be performed anytime a malfunction dom from sticking or plugging due to deposits. Check
is suspected. crankcase PCV valve, hose and carburetor passages
for deposits and plugging. If valve is plugged or stick-
Every 6 Months ing, replace valve—DO NOT ATTEMPT TO CLEAN
Manifold Heat Control Valve. At every oil filter OLD PCV VALVE. See "Crankcase Ventilation Sys-
change, the manifold should be checked for free tem", Group 0.
operation and Manifold Heat Control Valve Solvent Carburetor Air Filter—Paper Element
applied whenever the valve is sticking, in any event Clean filter element after 12 months, replace every
apply solvent not less than every 6 months. CAU- two years. Clean or replace more often when car is
TION: Apply Manifold Heat Control Valve Solvent driven in dusty or sandy areas. Replace if damaged.
only when manifold is cool. See "Manifold Heat Con- DO NOT wash. Clean with compressed air holding
trol Valve", Group 0. nozzle about two inches from inside screen. If over
Carburetor Choke Shaft. Clean carburetor choke half of the filter element appears soaked with oil,
shaft with solvent to prevent sticking from gum de- replace it and check crankcase ventilation system for
posits. See "Carburetor Choke Shaft", Group 0. proper function. See "Carburetor Air Cleaners" and
Fast Idle Cam and Pivot Pin. Clean cam and pivot "Crankcase Ventilation System", Group O.
pin with recommended solvent to remove dirt, oil or
other deposits that could cause sticking or erratic Exhaust Gas Recircula†ion System, All
motion. Engines Except 340 and 400 with 4 BBL
Carburetors
Every 12,000 Miles or 12 Months To assure proper functioning of this system all pas-
Crankcase Inlet Air Cleaner. Remove from cylinder sages and moving parts must be free from plugging or
head cover and air cleaner hose, wash in kerosene. sticking as a result of deposits. It is also important for
Wet filter by filling with SAE 30 Engine Oil, drain hoses and connections to be free from leaks.
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0-18 LUBRICATION AND MAINTENANCE
Inspect all hose connections between carburetor, Air Pump (If so equipped). For satisfactory emis-
intake manifold, EGR control valve, and EGR ampli- sion control and engine durability, it is important that
fier (if so equipped). Replace any hoses that are hard- the air pump be operating at all times. For proper
ened or cracked and any faulty connectors. operation of the air pump, it is necessary that the air
Operation of the EGR control valve should be pump drive belt be in good condition and adjusted to
checked with the engine warmed up and running. the specified tension. Check air pump belt condition
Ambient temperature in area of vehicle must be above and adjust the belt tension according to specifications
68°F. for this test. Allow the engine to idle in neutral at least every 12 months or 12,000 miles. See "Cool-
with the carburetor throttle closed; then quickly ac- ing" (Accessory Belt Drives), Group 7 for belt ten-
celerate engine speed to approximately 2000 rpm. sion adjustment.
Movement of the valve stem during the period of ac- NOTE: Tappet Adjustment (6 Cylinder Engines). If
celeration should be visible by observing a change in the engine valve mechanism is noisy and/or the en-
relative location of the groove on the stem. Movement gine is rough at idle after the required maintenance
of the stem indicates that the control system is func- services have been performed, the valve tappets
tioning correctly. should be adjusted to specifications. Idle rpm and
If defective operation is indicated, the problem air-fuel mixture should be rechecked after setting
should be diagnosed using the test procedure de- tappets.
scribed in "Emission Control Systems", Group 25.
Defective EGR control valves may be corrected by Every 18,000 Miles
removing accumulated deposits or by replacement. Spark Plugs. Spark plugs must fire properly to
Use a new flange gasket between the valve and mani- assure proper engine performance and emission con-
fold after any valve removal. If faulty amplifier oper- trol. In most cases spark plugs will operate satisfacto-
ation is found, the unit should be replaced. rily for 18,000 miles. New plugs should be installed at
After verifying that the control system is function- this mileage or earlier if any indication of plug
ing correctly, a check should be made to assure that misfiring occurs. See "Ignition System", Group 8 for
exhaust gas is actually flowing through the valve and proper type spark plug.
passages. Remove the hose connected to the valve and Ignition System. All vehicles are equipped with the
apply a vacuum signal of at least 10 in. Hg. directly to Chrysler Electronic Ignition System and no periodic
the valve with the engine warm and idling in neutral. maintenance work on the distributor is required.
The intake manifold vacuum is usually above 10 in. However, the ignition cables should be kept clean and
Hg. at idle and would be convenient to use for this connected properly. Cracked, damaged, or faulty
purpose. Idle speed should drop 150 rpm or more cables must be replaced.
(some engines may stall) when this vacuum signal is
applied to the valve. This speed change confirms that Every 24,000 Miles
exhaust gas recirculation is taking place. Distributor Points. Replace with new points. Apply
Intake Manifold Exhaust Gas Recirculation Floor a thin film of distributor cam lubricant to the cam
Jets for Cars Equipped with 340 or 400 Cu. In. En- surfaces whenever new points are installed. This op-
gines with 4 BBL Carburetors. The floor jets should
eration not required on engines equipped with Elec-
be inspected for deposit build-up in accordance with
Chrysler service instructions. With engine off and car- tronic Ignition System since a magnetic pickup coil is
buretor air cleaner removed, hold choke and throttle used in place of points and no adjustment is required.
valves open. Using a flashlight, inspect the floor jets See "Ignition System", Group 8.
visually through the carburetor. If jet is plugged it
must be removed and cleaned or replaced, see "Ex- Every 24,000 Miles or 24 Months
haust Gas Recirculation Floor Jets", Group O, and Crankcase Vent Valve. Replace with new valve. DO
''Emission Control Systems, Group 25. NOT attempt to clean the old valve.
Fuel Vapor Storage Canister. Replace filter ele-
ment in the base of the canister with a new filter re- Orifice Spark Advance Control (OSAC) Valve
placement. The element should be replaced more Proper operation of this valve depends on freedom
often if vehicle is driven under dusty conditions. See from sticking or plugging due to deposits and absence
"Fuel Vapor Storage Canister", Group O, and "Emis- of leakage.
sion Control Systems", Group 25. Inspect hose connections between (OSAC) valve,
Idle Adjustment. Check and adjust timing, rpm, carburetor and distributor. Replace any hardened or
and air-fuel mixture according to specifications on the faulty hoses that may allow air leakage. Check opera-
"Vehicle Emission Control Information" label located tion of valve in accordance with Chrysler service in-
in the engine compartment. structions. With engine running at 2,000 rpm in neu-

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 LUBRICATION AND MAINTENANCE 0-19

tral, disconnect hose at spark delay valve that leads checking. Inspect the rubber to metal bond by apply-
to distributor. Attach vacuum gauge to this vacuum ing a slight load on the component. (Load may be ap-
fitting. The (OSAC) valve is operating properly if a plied to the steering coupling by turning the steering
very gradual increase in vacuum is observed, perhaps wheel. Load may be applied to the engine mounts by
15 seconds to a stabilized level (this will vary with prying the engine slightly upward).
different engines and cars). If vacuum immediately Slight cracking due to weathering and ozone does
pops up (to same level as manifold vacuum) the not adversely affect performance. If, however, ex-
(OSAC) valve is not operating properly and must be cessively deep, localized cracks are present, com-
replaced. If no increase in vacuum is observed, the ponent should be replaced.
(OSAC) valve is not operating properly and must be
replaced. Ambient temperature in area of vehicle Upper and Lower Control Arm Bushings
must be above 68°F. for this test. Early failure of upper and lower control arm bush-
ings is exhibited by off center condition of inner metal
RUBBER AND PLASTIC COMPONENT in relation to outer metal. Total failure is evident by
INSPECTION excessive movement within bushing and noise caused
by metal-to-metal contact. Small crack in outer non-
Inspection of Rubber and Plastic Components confined rubber does not constitute failure.
Variables such as type of vehicle service, geograph- Lower control arm bushings may be visually in-
ical area of vehicle operation, and length of exposure spected by lifting the car on a hoist and inspecting
time to heat are factors affecting life of rubber and from underneath. Upper control arm bushings may be
plastic underhood components. To provide best ve- inspected by removing the front wheels. If failure
hicle performance and avoid adverse effects on com- exists, replace bushing as recommended in "Front
ponent life, it is recommended that the following Suspension", Group 2.
components be inspected at every second oil change.
Components should be replaced immediately if there
Drive Belts
is any evidence of degradation that could result in
Inspect all drive belts for evidence of cuts and
failure.
cracks and replace if necessary. Check routing to
Hoses (Power Steering, Hydraulic Brake, make sure there is no interference between the belt
and other engine components. Check belts for proper
Vacuum Brake, Coolant and Fuel Line)
tension and adjust, if necessary according to specifi-
Inspect surfaces of hoses for evidence of heat and
cations outlined in "Cooling," Group 7.
mechanical damage. Hard and brittle rubber, crack-
ing, tears, cuts, abrasion, and excessive swelling in-
dicate deterioration of the rubber. Particular atten- STEERING GEAR
tion should be made to examine those hose surfaces
nearest to high heat sources, such as exhaust mani- Manual
fold. All Chrysler Corporation cars equipped with man-
Inspect hose routing to insure hose does not come ual steering use a recirculating ball-nut type of steer-
in contact with any heat source or moving component ing gear and regularly scheduled lubricant changes
which will cause heat damage or mechanical wear. are not required.
Inspect all hose connections such as clamps and Every six months, remove plug in steering gear
couplings to make sure they are secure and no leaks housing (Fig. 33) and check lubricant level. Lubri-
are present. cant should cover worm gear.
NOTE: In many instances, fluids such as oil, power If lubricant is below prescribed level, replenish
steering fluid and brake fluid are used during assem- with Multi-Purpose Gear Oil SAE 90. This is suitable
bly of hoses to couplings. Therefore, oil wetness at for all temperatures. Special Sure-Grip Lubricant,
the hose-coupling area is not necessarily an indication Part Number 2585318, and Chrysler Hypoid Lubri-
of leakage. Actual dripping of hot fluid when systems cant, Part Number 2933565, or their equivalent, are
are under pressure (during vehicle operation), should lubricants of this type and are recommended.
be noted before hose is replaced based on leakage. CAUTION: When filling, do not use a pressure gun as
high pressure may damage the seals.
Engine Mounts and Steering Column
Rubber Couplings Power Steering
Inspect surfaces for heat hardening, cracking and At every engine crankcase oil change, the power
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0-20 LUBRICATION AND MAINTENANCE
FILLER CAP OVAL SHAPED
FILLER TUBE

NP168

Fig. 35—Power Steering Pump Reservoir (.94 Pump)

only petroleum fluids specially formulated for mini-
mum effect on the rubber hoses, Power Steering
Fluid. Part Number 2084329, or its eqpivalent, is rec-
ommended. Caution: Do not use Automatic Transmis-
sion Fluid.
Fig. 33-Manual Steering Gear Filler Plug
steering fluid level should be checked at the power CHASSIS LUBRICATION
steering pump reservoir. Before removing the reser-
voir cover, wipe outside of cover and case so that no Front Suspension Ball Joint
dirt can fall into reservoir. All models have two upper and two lower front sus-
On the 1.06 pump (Fig. 34) when the fluid is pension ball joints (Figs. 36, 37, 38 and 39) that re-
checked when hot, the fluid level will be approximate- quire periodic servicing. These ball joints should be
ly 1/2 to 1 inch below the top of the filler neck. inspected twice a year, or whenever a car is serviced
At room temperature (approximately 70 degrees F.) for other reasons. Damaged joints or seals should be
the fluid level should be above the joint of the filler replaced to prevent leakage or contamination of the
neck and reservoir (between 1-1/2 to 2 inches below grease. Ball joints should also be replaced when the
the top of the fiiller neck). end play exceeds the specifications outlined in
Units equipped with a dipstick (Fig. 35) should be "FRONT SUSPENSION", Group 2.
filled to the required indicated oil level.
If necessary to add fluid to restore these levels, use FITTING

POWER STEERING PUMP RESERVOIR

PF382

Fig. 36—Upper and Lower Ball Joint Lubrication

Fig. 34—Power Steering Pump Reservoir (1.06 Pump) (Dart Models)
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¤¯ LUBRICATION AND MAINTENANCE 0-21

FITTINGS

PY743

Fig. 37—Upper and Lower Ball Joint Lubrication

(Challenger Models)
Ball joints are semi-permanently lubricated at the
factory with a special grease. When relubricating ball
joints use only a special long life chassis grease in-
tended for this purpose such as Multi-Mileage Lubri-
cant, Part Number 2525035, or equivalent. NK664
Fig. 39—Upper and Lower Ball Joint Lubrication
Frequency of Lubrication (Polara Models)
(1) Normal Service. inspection.
Lubricate every three years or 36,000 miles, (2) Fill and flush the joint with lubricant. If high
whichever occurs first. pressure equipment is used, care must be taken to fill
(2) Severe Service (Police, Taxi or Limousine). and flush the joint slowly to avoid damaging the
Lubricate every eighteen months or 18,000 miles, seals.
whichever occurs first. STOP FILLING WHEN GREASE BEGINS TO
FLOW FREELY FROM THE BLEED AREA AT
Relubrìcation Procedure THE BASE OF THE SEAL, OR IF THE SEAL BE-
(1) Clean the accumulated dirt and grease from GINS TO BALLOON.
the outside surface of the seal to permit complete
STEERING LINKAGE BALL JOINTS

All models have four tie rod end ball joints and a
pitman-arm joint that require periodic servicing
(Figs. 40, 41 and 42).
These should be inspected twice a year, or whenev-
er the car is serviced for other reasons. Damaged
joints or seals should be replaced to prevent leakage
or contamination of the grease.
The ball jpoints and pitman-arm are semi-
permanently lubricated at the factory with a special
grease. When relubricating the steering linkage, use
only special long life chassis grease intended for this

STEERING ARM
BALL JOINT FITTING

TIE ROD END

FITTINGS NK556B

Fig. 38—Upper and Lower Ball Joint Lubrication Fig. 40—Steering Linkage Lubrication (Dart Mod-
(Coronet Models) els)
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0-22 LUBRICATION AND MAINTENANCE •¤

TIE ROD END FITTINGS assembly is a high quality product and regularly
scheduled changes of the lubricant are not recom-
mended in vehicles where operation is classified as
STEERING GEAR ARM BALL
FITTING normal passenger car service.
The only exceptions, however, would be where the
lubricant has been contaminated with water, (such
as on a boat launching ramp where the axle can be
submerged and water can enter the axle vent, and
contamination is suspected or evident, replace the
lubricant immediately to avoid early axle failure) or
to provide the correct viscosity grade for the antici-
NN186B TIE ROD END FITTINGS' pated temperature range, as indicated by the accom-
panying table:
Fig. 41—Steering Linkage Lubrication (Challenger
and Coronet Models) Anticipated Temperature Range Viscosity Grade
Above ¯-lO°F. SAE9O
purpose such as Multi-Mileage Lubricant, Part Num- As low as -3O°F. SAE 80
ber 2525035 or equivalent. Below -3O°F. SAE 75
The factory fill lubricant is satisfactory to —30 de-
Frequency of Lubrication grees F. ambients.
(1) Normal Service If necessary to change lubricant in 7-1/4, 8-1/4 or
Lubricate every three years or 36,000 miles 8-3/4 inch axle remove old lubricant with suction
whichever occurs first. pump through filler plug hole (Figs. 43, 44 and 45).
(2) Severe Service (Police, Taxi or Limousine)
Lubricate every eighteen months or 18,000 miles Type of Lubricant
whichever occurs first. Chrysler Corporation recommends that Multi-
purpose Gear Lubricant as defined by API GL-5
Relubrication Procedure:
should be used in all rear axles with conventional
(1) Clean the accumulated dirt and grease from the
outside surface of the seal to permit complete inspec- differentials; Chrysler Hypoid Lubricant (Part Num-
tion. ber 2933565) or equivalent, is an oil of this type and
(2) Fill and flush the joint with lubricant. If high is recommended.
pressure equipment is used, care must be taken to fill In Sure Grip axles, it is recommended that only
and flush the joint slowly to avoid damaging the Chrysler Hypoid Lubricant Part Number 2933565 or
seals. its equivalent is used. This lubricant, recommended
STOP FILLING WHEN GREASE BEGINS TO for conventional differentials too, contains special ad-
FLOW FREELY FROM THE BLEED AREA AT ditives necessary to provide proper differential dura-
THE BASE OF THE SEAL, OR IF THE SEAL BE- bility and performance.
GINS TO BALOON.
Fluid Level Check
REAR AXLE Every six months check the fluid level in the axle
through the filler plug hole. When checking the level,
Standard and Sure-Grip be sure the vehicle is in a level position, on an axle or
The lubricant installed in the rear axle at time of
TIE ROD END FITTING STEERING GEAR ARM
BALL FITTING

NK665B ND78

Fig. 42—Steering Linkage Lubrication (Polara Fig. 43—Removing Rear Axle Lubricant
Models) (7-1/4-Inch Axle)
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 LUBRICATION AND MAINTENANCE 0-23

FILLER HOLE

PY771

Fig. 44-Filler Plug Location (8-1 /4-Inch Axle) Fig. 45—Removing Rear Axle Lubricant
(8-3/ 4-Inch Axle)
drive-on type hoist. Identify axle, fluid level and ca-
pacity in the accompanying chart. Fluid Level Check
The fluid in all manual transmissions should be
Trailer Towing Service and/or Severe Service checked twice a year, and, if necessary, replenished
For vehicles used for police, taxi or trailer towing to the bottom of the filler plug opening (Fig. 46) with
service the axle fluid level should be checked every 3 fluid as specified above.
months or 4,000 miles, whichever occurs first. The
lubricant should be drained and axle refilled with the Frequency of Oil Change
specified lubricant every 36,000 miles. For vehicles whose operations are considered nor-
For Limousine service change lubricant every 24,- mal service for passenger cars, the transmission fluid
000 miles. Check lubricant level at each engine oil installed at the factory will give satisfactory lubrica-
change. tion for the life of the vehicle. Regularly scheduled oil
changes therefore, will not be required. If the vehicle
TRANSMISSION (Manual) is used for police, taxicab, limousine, or other com-
mercial type operation or for towing trailers, the
Lubricant Selection transmission fluid should be changed every 36,000
All three and four speed manual transmissions are miles.
filled with Automatic Transmission Fluid at the fac- NOTE: Towing Travel Trailers with manual transmis-
tory. If it becomes necessary to add fluid to either sion equipped cars is not recommended.
manual transmission, Automatic Transmission Fluid
of the type labeled DEXRON Automatic Transmission Column-Mounted Transmission Gearshift
Fluid should be used. Chrysler Parts DEXRON Auto- Controls
matic Transmission Fluid Part Number 3549660, is a If operation of the gearshift controls becomes noisy
fluid of this type and is recommended. or the shift effort becomes objectionable, lubricate
If objectionable gear rattle at idle speed or during linkage at lower end of steering column (Fig. 47).
direct gear acceleration is apparent, the factory fill Apply a film of Multipurpose Grease, NLGI Grade
fluid may be drained, and the transmission filled with 2 EP, such as Multi-Mileage Lubricant Part Number
Multi¯Purpose Gear Lubricant, SAE 90 or SAE 140. 2525035 or equivalent.

AXLE IDENTIFICATION CHART

Axle Filler Cover Capacity Lubricant

Size Location Fastening Pints Level
7-1/4 Cover 9 Bolts 2.0 Bottom of Filler Hole To 5/8 Inch Below
8-1/4 Carrier 10 bolts 4.4 *From 1/8 Inch Below Filler Hole to 1/4
right side Inch Below
8-3/4 Carrier Welded 4.4 Maintain At Bottom Of Filler Hole
right side

*Do not raise oil level to bottom of filler hole, this will result in "Overfill" condition.

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0-24 LUBRICATION AND MAINTENANCE ¯¤

NU9OA

Fig. 48—Floor Mounted Transmission Gearshift

Mechanism Lubrication
long life. It is important that the transmission fluid
NK564
be maintained at the level prescribed.
Fig. 46—Transmission Filler and Drain Plugs Selection of Lubricant
Floor-Mounted Transmission Gearshift Use only fluids of the type labeled DEXRON Auto-
Mechanism matic Transmission Fluid such as Chrysler Parts
If operation of the mechanism becomes difficult, DEXRON Automatic Transmission Fluid Part Num-
remove rubber boot on floor panel and apply a few ber 3549660, or their equivalent.
drops of light engine oil to the mechanism. Fluid Level Check
In addition, from under vehicle, apply light engine The fluid level should be checked every six months.
oil to rod ends in operating levers (Fig. 48). This check should be made when engine temperature
gauge indicates a normal warmed-up condition and
TRANSMISSION (Automatic) transmission is heated to its normal operating temper-
Automatic transmissions should be maintained and ature. Check level with parking brake applied and
serviced by an authorized Chrysler Corporation deal- engine idling as follows:
er or service center to obtain best performance and (1) Move gearshift lever slowly through all gear
positions, pausing momentarily in each and ending
with lever in "N" (Neutral) position.
CAUTION: Before removing level indicator, wipe
off cap and top of filler tube to prevent accumu-
lated dirt from dropping into transmission filler tube.
(2) The fluid level should check at the "FULL"
mark, or slightly below but never above the "FULL"
mark (Fig. 49), when engine is at normal warmed
condition. Add or drain as necessary to bring the fluid
to this specified level.
LUBRICATE CAUTION: To prevent dirt and water from entering
the transmission after checking or replenishing fluid,
make certain that the dipstick cap is reseated prop-
erly.
Special Additives
Chrysler Corporation does not recommend the ad-
dition of any fluids to the transmission other than
those from the automatic transmission fluids listed
above. Exceptions to this policy are the uses of special
dyes to aid in detecting fluid leaks, and the use of
PF278 Chrysler Automatic Transmission Sealer which in-
troduces a small amount of swelling of the seals to
Fig. 47-Column Mounted Gear Shift Control reduce fluid leakage resulting from hardening or
Lubrication shrinking of the seals in high mileage vehicles. Such
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 LUBRICATION AND MAINTENANCE O¯25

F¡g. 50—Converter Drain Plug

ic Transmission Fluid through the filler tube.
NDIó7A
(8) Start engine and allow to idle for at least two
minutes. Then, with parking brake on, move selector
Fig, 49—Transmission Level Indicator Markings lever momentarily to each position, ending in the
a product is available under Part Number 2298923 neutral position.
Transmission Sealer, or its equivalent. (9) Add sufficient fluid to bring level to the "ADD
ONE PINT" mark. Fluid level at "ADD ONE PINT"
Fluid and Filter Changes mark at 7OF will be at "FULL" mark at normal
Fluid and filter changes or band adjustments are operating temperature, approximately 180F.
not recommended for normal passenger car usage. Recheck fluid level after transmission is at normal
Severe usage as defined below, requires that fluid operating temperature. The level should be between
and filter be changed and bands adjusted every 24,000 the "FULL" mark and "ADD ONE PINT" mark
miles. (Fig. 49).
(1) More than 50% operation in heavy city traffic CAUTION: To prevent dirt from entering transmis-
during hot weather (above 90 F.). sion, make certain that dip stick cap is fully seated
(2) Police, Taxi, Limousine, Commercial Type Op- onto the filler tube.
eration, Trailer Tow.
NOTES: CLUTCH LINKAGE
(1) When the factory fill fluid is changed as rec- Clutch Torque Shaft Bearings
ommended above, only fluids of the type labeled Inspect clutch torque shaft be¿arings (Fig. 51) for
"DEXRON" Automatic Transmission Fluid should be wear and relubricate every 36 months or 36,000
used. A band adjustment and filter change should be miles, whichever occurs first. To perform this service,
made at the time of the oil change. refer to "Clutch", Group 6. After removing torque
(2) If the transmission is disassembled for any shaft assembly, disassemble and thoroughly clean all
reason, the fluid and filter should be changed, and the parts in a suitable solvent and inspect for wear. Dam-
bands adjusted. aged bearings and/or ball studs should be replaced.
When reassembling shaft, coat inside surfaces at
Drain and Refill ends of shaft, inside and outside surfaces of bearings
(1) Raise vehicle on a hoist. Place a drain con-
BEARING
tainer with a large opening, under transmission oil INSIDE SURFACE
pan.
RELEASE FORK
(2) Loosen pan bolts at one corner, tap the pan to
(BOTH SIDES)
break it loose allowing fluid to drain, then remove the
SLEEVE
oil pan.
(3) Remove access plate from in front of convert-
er, remove drain plug allowing fluid to drain (Fig.
50). Install and tighten converter drain plug to 110
inch-pounds and install the access plate.
(4) If necessary, adjust the reverse band.
(5) Install a new filter on bottom of the valve PIVOT FORK PADS
body, and tighten retaining screws to 35 inch-pounds.
PIVOT AREA NH172G
(6) Clean the oil pan, and reinstall using a new
gasket. Tighten oil pan bolts to 150 inch-pounds. Fig, 5 ì—Clutch Torque Shaft Bearings and Linkage
(7) Pour six quarts of "DEXRON" type Automat- Lubrication (Typical)
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0-26 LUBRICATION AND MAINTENANCE

and ball studs with Chrysler Parts Multi-Purpose

PISTON STOP
Grease Part Number 2932524, or equivalent.
SUPPORT
Clutch Drive Lugs, Release Bearing Sleeve,
Release Fork and Fork Pivot
If the effort required to depress the clutch pedal
becomes excessive, or the linkage begins to squeak or
grunt, release bearing sleeve, and fork fingers and
pivot should be relubricated with a thin film of Multi-
purpose Grease NLGI Grade 2, E.P. such as Chrysler
Parts Multi-Purpose Grease, Part Number 2932524
or equivalent or with Multi-Mileage Lubricant, Part
Number 2525035 or equivalent.
To gain access to this area, remove the clutch in-
spection plate at the bottom of the clutch housing, the SHOE CONTACT
NR107
clutch fork boot, and fork. AREA (6)
Apply lubricant to the points of contact on fork Fig. 52—Shoe Contact Area on Support
pivot fork fingers, fork pads on sleeve and sleeve cav-
ity (Fig. 51). The clutch drive lugs should be relubri- car equipped entirely with drum brakes. Low fluid
cated only with a high temperature adhesive grease level may have been caused by a leak and a checkup
such as Multi-Purpose Lubricant, Part Number may be needed.
2932524 or equivalent to minimize the possibility of Only brake fluid conforming to DOT 3 should
lubricant travel and clutch contamination. be used. MOPAR Brake Fluid or equivalent, is
DO NOT LET GREASE GET IN THE CLUTCH recommended to provide best brake performance.
DISC AND PRESSURE PLATE. Use of a brake fluid that may have a lower initial
boiling point, such as fluid identified as 70R1 or uni-
BRAKES dentified as to specifications, may result in sudden
The brakes on all models equipped with drum brake failure during hard prolonged braking.
brakes, except Taxi, are equipped with a self-
adjusting mechanism which makes it unnecessary to Broke Hoses
perform major brake adjustments. Inspection of brake hose and tubing should be in-
Inspect brake linings for wear every 12 months or cluded in all brake service operations and every
12,000 miles, whichever occurs first. Replace lining if second oil change (every 3 months or 4,000 miles
necessary. At this time, lubricate contact areas of for vehicles used in fleet service: Police, Taxi, etc.).
brake shoe supports, (Fig. 52) on models with drum The hoses should be checked for:
brakes with a thin film of high-temperature lubricant (1) Correct length, severe surface cracking, pull-
such as Chrysler Parts Multi-Purpose Grease available
under Part Number 2932524 or equivalent.
To perform this service, first remove the brake
shoes. Next, clean the contact surfaces on the shoes
and supports by sanding lightly with fine sandpaper.
Then, carefully apply lubricant.
On models equipped with disc brakes, inspect the
discs, calipers and linings every 12 months or 12,000
miles, whichever occurs first, as outlined under
"Brakes," Group 5.
HYDRAULIC BRAKE SYSTEM
Every 6 months the fluid level in the master cylin-
der should be checked (Fig. 53). Before removing the
master cylinder cover wipe it clean to prevent dirt
and other foreign matter from dropping into the
master cylinder.
If necessary, add fluid to bring level to within 1/4
inch of the top of the reservoir. With disc brakes the
fluid level can be expected to fall as the brake pads
wear. No noticeable drop in level should occur in a Flg. 53-Brake Master Cylinder
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 LUBRICATION AND MAINTENANCE 0-27
ing, scuffing or worn spots; (Should the fabric casing
of the hose be exposed by cracks or abrasions in the
rubber hose cover, the hose should be replaced).
Eventual deterioration of the hose can take place
with possible burst failure.
(2) Faulty installation to cause twisting, wheel tire
or chassis interference.
PARKING BRAKE MECHANISM
Dart Models use a hand operated parking brake
lever (Fig. 54). Challenger, Coronet and Polara Models
use a foot operated lever (Figs. 55 and 56).
Pivot points indicated should be lubricated, as re- LUBRICATE PIVOT
quired, to maintain ease of operation. Apply a film of AND SLIDING CONTACT AREAS
smooth, white body hardware lubricant conforming
PF286
to NLGI grade 1, Chrysler Parts Lubriplate, Part Fig. 55—Foot Operated Parking Brake Lubrication
Number 1064768 or equivalent, is recommended for (Challenger and Coronet Models)
this purpose. If owner insists on a four tire switch only, rotate
When the hand lever can be pulled out more than tires according to diagram (Fig. 60).
four inches, or the foot pedal depressed more than Tires should be examined at every oil change for
four and one half inches, the brake cable should be unusual wear patterns, foreign material and proper
adjusted. To adjust, refer to "Parking Brake," inflation pressures. If irregular tread wear has de-
Group 5. veloped, rotation is suggested at this time.
PROPELLER SHAFT AND UNIVERSAL JOINTS Unusual wear conditions may indicate a need for a
change in driving habits or that mechanical correc-
Under normal operating conditions, relubrication of tions are necessary.
the universal joints is not required. A decal showing the recommended tire pressure is
Every six months, however, the front and rear uni- located on the body pillar at the rear of the left front
versal joints on all models (Figs. 57 and 58) should be door opening ("B" post). Refer to "Tires" Group 22,
inspected for external leakage or damaged seals. for additional information.
If external leaks or damage is evident, the univer- NOTE: Off the car balancing is the preferred method.
sal joint should be replaced. Balancing tires on the car essentially balances the
TIRES tire, wheel and brake drum or rotor. This balance
condition is lost when tires are rotated to equalize
All tires, especially wide tread, 60 and 70 Series tire tread wear. However, where on-the-car rear tire
and Fiberglass belted tires should be rotated no later balance is attempted, both front wheels must be se-
than every second oil change (Fig. 59) and should be curely blocked to prevent any vehicle movement. On
in correct balance to obtain the most uniform tread- vehicles of standard type differential (not equipped
wear. See "NOTES" for balancing recommendations. with Sure-Grip), only the rear wheel being balanced
should be off the ground. When attempting rear tire

ICATE
PIVOT AND SLIDING
CONTACT POINTS
LEVER
NK6O8C NU89A

Fig. 54-Hand Operated Parking Brake Lubrication Fig. 5&-Foot Operated Parking Brake Lubrication
(Dart Models) (Polara and Monaco Models)
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0-28 LUBRICATION AND MAINTENANCE

LEFT FRONT RIGHT FRONT

NN688

Fig. 57—Front Universal Joint

balance of this type with ONE rear wheel off the LEFT REAR RIGHT REAR
ground, a 35 mile-per-hour speedometer reading will
indicate a 70 mile¯per¯hour rear wheel speed. The 35
mile-per-hour speedometer reading is the maximum SPARE KP23A
ncessary for dynamic tire balance.
Fig. 59—Tire Rotation Diagram—5 Tires
CAUTION: Do not exceed a 35 mph speedometer read-
ing with conventional differentials. With no load on FRONT WHEEL BEARINGS
the engine, it is possible to attain tire rotational
The condition and quantity of the lubricant in the
speeds sufficient to cause violent tire failure and
front wheel bearings on cars equipped with either
create a hazardous situation.
drum or disc type brakes should be inspected whenev-
NOTE: When on-the-car rear tire balance is attempted
er the wheels are removed to inspect or service the
with vehicles of Sure-Grip type differential, elevate
brake system. Brake system inspection is recom-
both rear wheels and remove wheel not being bal-
mended every 12 months or 12,000 miles whichever
anced. Replace wheel nuts and tighten securely. Both
occurs first.
front wheels must be securely blocked to prevent any
vehicle movement. When attempting rear tire balance
When inspection of the wheel bearing lubricant in-
of this type with both rear wheels off the ground, a
dicates it is low in quantity, contains dirt, or has been
35 m¡le-per¯hour speedometer reading will indicate
contaminated by water to produce a milky appear-
a 35 mile-per-hour rear wheel speed. A 70 mile-per-
ance, bearings and hub should be cleaned, inspected
hour speedometer reading is the maximum necessary
and relubricated.
for dynamic tire balance. When said wheel is satisfac- CAUTION: To avoid possible contamination of lubri-
torily balanced, replace the unbalanced wheel and cant by mixing lubricants that are not compatible, do
balance it in the same manner. It is not necessary to not add lubricant to the bearings.
remove the balanced wheel. Thoroughly clean old lubricant from bearings and
CAUTION: Do not exceed a 70 mph for Sure Grip type hubs. After cleaning, carefully examine cups, rollers,
differentials. With no load on the engine, it is pos- and inner race of cone for brinneling or spalling.
sible to attain tire rotational speeds sufficient to cause Bearing should be replaced if any defects exist.
violent tire failure and create a hazardous situation. Discard old seals. Repack bearings and hubs with
For additional information refer to the instructions new Multi-Purpose Grease, NLGI grade 2 EP, such as
supplied by manufacturer of balancing equipment Multi-Mileage Lubricant, Part Number 2525035, or
being used. LEFT FRONT RIGHT FRONT

LEFT REAR RIGHT REAR

NN24O
NP158

Fig. 58-Rear Universal Joint Fig. 60-TiYe Rotation D¡agram-4 Tires

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 LUBRICATION AND MAINTENANCE 0-29

BEARINGS

SPINDLE

Fig. 62—-Front Wheel Bearing Adjustment

GREASE
WHEEL HUB GREASE CAVITY (5) Install wheel covers.
WHEEL HUB
PY1155
WINDSHIELD WIPER BLADES
Fig. 6¶-Front Wheel Bearing Lubrication Long exposure to heat and road splash tend to
harden rubber wiper blades, thus destroying their
equivalent. When repacking hubs (Fig. 61) make sure
efficiency. When blades smear or in general do not
all surfaces of hub and outer grease cup interiors are
satisfactorily clean the windshield, they should be
covered with lubricant to minimize condensation and
replaced.
lubricant travel out of bearing. DO NOT OVER FILL.
Adjust bearings as follows: Wiping Element Change
(1) Install wheel and drum assemblies and tighten (1) Turn wiper switch "On", position blades to a
wheel nuts on Dart models to 55 foot-pounds. On all convenient place by turning the ignition switch "On"
other models tighten nuts to 65 foot-pounds. and "Off".
(2) Tighten wheel bearing adjusting nut (Fig. 62) (2) Lift wiper arm to raise blade off of glass.
to 70 inch-pounds on Dart models and 90 inch-pounds (3) Depress release lever on center bridge and re-
on all other models, while rotating wheel. move blade from arm (Fig. 63).
(3) Position nut lock on adjusting nut so one pair (4) Depress release on end bridge (either button or
of cotter pin slots align with hole in spindle. lever) with screwdriver to release from center bridge.
(4) Back off adjusting nut and nut lock to the next (5) Withdraw rubber wiping element from the end
slot and install cotter pin. bridges.
WIPER A R M RELEASE LEVER

PD425

Fig. 63-Windsh¡eld Wiper Blade Replacement

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0-30 LUBRICATION AND MAINTENANCE
INSULATOR
BELLCRANK PIN-UPPER
CLIP (AUTOMATIC TRANSMISSION)
WASHER

ANTI-RATTLE ANTI-RATTLE
SPRING SPRING
PIVOT PIN (SHOWN INSTALLED)

VIEW IN DIRECTION
OF ARROW A

BELLCRANK PIN-LOWER
(AUTOMATIC TRANSMISSION)
ACCELERATOR
SHAFT PY737
PAD SPRING PB93 Fig. 66-Throttle Linkage Lubrication, (Dart Models
with 318 or 340 Cu. In. Engine)
Fig. 64—Accelerator Components Lubrication
turns in the bracket and where it is contacted by the
(6) When replacing rubber wiping element use anti-rattle spring (Fig. 64).
care to insure that all four of the bridge claws are
engaged and properly positioned on filler assembly. Engine Compartment
(7) Check each release point for positive locking On all six cylinder models with automatic transmis-
when installing blade and blade assembly. sion, apply a thin film of the prescribed lubricant to
SPEEDOMETER CABLE the engine mounted bellcrank pivot pin (Fig. 65).
On Dart models only, with 318 or 340 Cubic Inch
Lubrication of speedometer cable is not required. engine only, with automatic transmission, apply a
For service of noisy or erratic operation of cable see thin film of the prescribed lubricant to the upper and
"Electrical," Group 8. lower bellcrank pivot areas (Fig. 66).
THROTTLE LINKAGE COMPONENTS PARTS REQUIRING NO LUBRICATION
Every 12 months the accelerator linkage compon-
ents should be wiped clean of all accumulated dust There are many points that should not be lubri-
and dirt and relubricated with Multipurpose Grease, cated, some because they are permanently lubricated,
NLGI Grade 2 EP; such as, Multi-Mileage Lubricant, some because lubricants will be detrimental to their
Part Number 2525035 or equivalent, as described in operating characteristics, and some because lubri-
the following paragraphs. Do not lubricate ball joints cants will cause component failures. In any event,
or throttle control cable. rubber bushings should not be lubricated, not only
because lubricants will cause rubber to fail, but also
Passenger Compartment will destroy their necessary friction characteristics.
On Dart models only, apply a thin film of the The following parts should not be lubricated.
prescribed lubricant on the accelerator shaft where it Alternator Bearings
ENGINE MOUNTED Automatic Transmission Controls and Linkage
BELLCRANK PIVOT PIN
Clutch Adjustment Rod Ends
Clutch Pedal Push Rod Ends
Clutch Release Bearing
Drive Belts
Fan Belt Idler Pulley
Rear Springs
Rear Wheel Bearings
Rubber Bushings
Starter Bearings
Throttle Control Cable
PD419 Throttle Linkage Ball Joints
Upper and Lower Control Arm Bushings
Fig. 65-Throttle Linkage Lubrication (Ail 6 Cylinder Water Pump Bearings
Models)

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 FRONT SUSPENSION AND STEERING LINKAGE 2-1

FRONT SUSPENSION AND STEERING LINKAGE

CONTENTS
Page
LOWER BALL JOINTS 18 TIGHTENING REFERENCE 31
LOWER CONTROL ARM AND SHAFT 13 TORSION BARS 5
LOWER CONTROL ARM STRUT 17 TORSION BAR RUBBER ISOLATOR 7
PRE-ALIGNMENT INSPECTION 3 Y Carline 7
Height Adjustment 4 R and W Carline 7
RUBBER ISOLATED FRONT MEMBER ... 24 UPPER BALL JOINTS 23
Y Carline 24 UPPER CONTROL ARM 20
R and W Carline 27 WHEEL ALIGNMENT 3
SERVICE DIAGNOSIS 2 Camber 3
SERVICE PROCEDURES 3 Caster 3
SPECIFICATIONS 30 Steering Axis Inclination 3
STEERING KNUCKLES 7 Toe-In 3
STEERING LINKAGE 9 Toe-Out 3
SWAY BAR 10

The vehicle identification number on the instru- from road shock and noise. The suspension has new
ment panel starts with a capital letter which indicates lower control arm with screw in tension ball joints,
the carline or sales name of vehicle (see Introduction more serviceable struts, and new alignment adjust-
of this manual). These code letters are also used to ment system.
indicate the vehicle to which the service information The Y carline rubber isolated front suspension sys-
applies. tem reduces engine and road noises entering the body
structure by use of rubber isolated dropout members.
GENERAL INFORMATION All ball joints and the torsion bars at the front of
the rear anchors on all model C and Y carline ve-
The P, D and C carlines front suspension system is hicles are effectively sealed against road splash by
basically the same as in previous models., where the tightly fitted balloon type flexible seals.
torsion bar rear anchors are integral with the engine On all models except R, W and Y carl¡nes the lower
rear support member. The front anchors are part of ball joints, and steering arm assemblies should not be
the lower control arms and provide the means of replaced for looseness if the axial end play (Up and
adjusting the vehicle front height. Compression type Down movement) is under .070 inch. Looseness of
lower ball joints are integral with the steering arm. this nature is not detrimental and will not affect front
The Y carline front suspension system is the same wheel alignment or vehicle stability.
as the previous years model with a front "K" cross- On R, W and Y carlines the lower ball joints are
member that is isolated from the stub frame by four preloaded (zero axial end play). Therefore, if any
large rubber bushing type isolators. The torsion bar axial end play (Up and Down movement) is observed
rear anchor crossmember is isolated from the stub the ball joint and lower control arm should be re-
frame crossmember by two sandwich type rubber placed. The lower ball joints on the Imperial will be
insulators. The front torsion bar anchors are part of serviced as a lower control and ball joint assembly
the lower control arms and provide the means of complete. This is due to the lower ball joint being a
adjusting the vehicle front height. The upper control press in type requiring very high removing and in-
arm is mounted on a pivot bar and the front wheel stalling forces.
alignment is set by the adjustment of two vertically All front suspension points that contain rubber
mounted cam bolts. The sway bar is the link type and should be tightened while the suspension is at the
mounts to the lower control arm and front crossmem- specified height (see specifications), with full weight
ber. of vehicle on its wheels.
The R and W carlines suspension is new with a Rubber bushings should not be lubricated at any
rubber mounted front suspension crossmember and time.
torsion bar crossmember providing more isolation

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2-2 FRONT SUSPENSION AND STEERING LINKAGE
FRONT SUSPENSION
A N D STEERING
LINKAGE SERVICE
DIAGNOSIS

EXCESSIVE PLAY FRONT WHEEL CAR PULLS

FRONT END NOISE INSTABILITY HARD STEERING
I N STEERING SHIMMY TO ONE SIDE

LOOSE OR WORN LOOSE OR WORN

LOOSE OR WORN LOW OR UNEVEN LOW OR UNEVEN LOW OR UNEVEN
FRONT WHEEL FRONT WHEEL
WHEEL BEARINGS TIRE PRESSURE TIRE PRESSURE TIRE PRESSURE
BEARINGS BEARINGS

LOOSE OR WORN WHILE BRAKING ¯

LOOSE OR WORN TIRE, WHEEL LOOSE, WORN OR
SHOCK ABSORBER LOOSE
STEERING SHAFT OUT OF GLAZED PUMP BELT REFER TO
MOUNTING OR WHEEL BEARINGS
COUPLING BALANCE •BRAKES SERVICE '
SHOCK ABSORBER

LOOSE STEERING LOOSE STEERING UNEVEN TIRE WEAR, LOW

BROKEN OR WEAK BROKEN OR WEAK
GEAR TO FRAME GEAR TO FRAME OR EXCESSIVELY POWER STEERING
REAR SPRING REAR SPRING
MOUNTING BOLTS MOUNTING BOLTS WORN TIRES FLUID LEVEL

STEERING KNUCKLE POWER STEERING

WORN TIE WORN TIE SHOCK ABSORBER LACK OF ASSIST
ARM CONTACTING CONTROL VALVE
ROD ENDS ROD ENDS INOPERATIVE OF POWER
THE LOWER CONTROL OUT OF
STEERING SYSTEM
ARM WHEEL STOP ADJUSTMENT

WORN IMPROPER STEERING BALL JOINTS

UPPER CONTROL WORN IDLER LOOSE OR WORN LOOSE OR WORN
CROSS SHAFT REQUIRE
ARM BUSHINGS ARM BUSHING STRUT BUSHINGS ADJUSTMENT STRUT BUSHINGS
LUBRICATION

LOOSE INCORRECT FRONT

WORN LOWER
WORN STEERING OR WORN STEERING GEAR STEERING GEAR WHEEL ALIGNMENT
CONTROL ARM
GEAR PARTS UPPER CONTROL NOT CENTERED LOW O N LUBRICANT (PARTICULARLY
SHAFT BUSHINGS
ARM BALL JOINTS CAMBER)

INCORRECT FRONT
LOOSE OR WORN INCORRECT STEERING GEAR
WHEEL ALIGNMENT WORN IDLER
STEERING ARM BUSHING NOT ADJUSTED
STRUT BUSHINGS (PARTICULARLY
GEAR ADJUSTMENT
CASTER)

LOOSE STRUTS
LOOSE OR WORN
OR LOWER STRUT BUSHINGS IDLER ARM BINDING
CONTROL ARM

INCORRECT FRONT
INCORRECT FRONT WHEEL ALIGNMENT
WHEEL ALIGNMENT
(PARTICULARLY
CASTER)
PF628

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 FRONT SUSPENSION AND STEERING LINKAGE 2-3

SERVICE PROCEDURES

WHEEL ALIGNMENT edges. Toe-in is considered the most serious cause for
excessive tire wear. Toe-in is the last of the alignment
Front wheel alignment is the proper adjustment of angles to be set in the front wheel alignment oper-
all the interrelated suspension angles affecting the ation.
running and steering of the front wheels of the ve- Steering Axis Inclination is measured in degrees
hicle. The importance of wheel alignment and wheel and is the amount the spindle support center line is
balancing is considered essential in order to maintain tilted from true vertical. It has a fixed relationship
ease of steering, good directional stability and to pre- with camber settings and does not change except
vent abnormal tire wear. when components are damaged or bent. This angle is
Inspection of the front suspension and steering not adjustable and damaged parts must be replaced.
components is a preventative maintenance service and Toe-out on Turns (Turning Radius) is measured in
also has a definite bearing on the safe operation of
degrees and is the amount one front wheel turns
the vehicle.
sharper than the other on a turn. This angle is de-
The method of checking front alignment will vary
signed into the steering arms in relationship to the4
depending on the type of equipment being used. The
instructions furnished by the manufacturer of the wheelbase of the vehicle and is not adjustable. When
equipment should always be followed, with the excep- checking the turning radius and it is found not to be
tion that the specifications recommended by the within the recommended specifications, look for pos-
Chrysler Motors Corporation be used. sible bent or damaged components.
There are six basic factors which are the founda-
tion to front wheel alignment, height, caster, camber, PRE-ALIGNMENT INSPECTION
toe-in, steering axis inclination and toe-out on turns
(Fig. 1). All are mechanically adjustable except Before any attempt is made to change or correct
steering axis inclination and toe-out on turns. The the wheel alignment factors, the following inspection
latter two are valuable in determining if parts are and necessary corrections must be made on those
bent or damaged particularly when the camber and parts which influence the steering of the vehicle.
caster adjustments cannot be brought within the rec-
HEIGHT
ommended specifications.
Do not attempt to modify any suspension or steer-
ing components by heating or bending.
All adjustments should be made in the following
sequence:
(a) Front suspension height
(b) Caster and Camber
(c) Toe-in
STEERING AXIS INCLINATION
(d) Steering Axis Inclination
POSITIVE NEGATIVE
(e) Toe-out on turns.
CASTER CASTER
Caster is the number of degrees of forward or FRONT OF CAR >
backward tilt of the spindle support arm at the top.
Forward tilt of the spindle support arm at the top is
negative caster. Backward tilt of the spindle support
arm at the top from true vertical is positive caster. PIVOT POINT
Camber is the number of degrees the top of the
POSITIVE NEGATIVE TOE-OUT O N TURNS
wheel is tilted inward or outward from a true verti- CAMBER CAMBER
cal. Inward tilt of the top of the wheel from true O°M í-«¦O< I -
vertical is negative camber. Outward tilt of the wheel
at the top is positive camber. Excessive camber is a
tire wear factor: negative camber causes wear on the WHEELS TURN
inside of the tire, while positive camber causes wear ABOUT C O M M O N
CENTER
to the outside. NK372
Toe in is measured in inches and is the distance the
leading edges of the tires are closer than the trailing Fig. ì—Wheel Alignment Factors

MyMopar.com
2-4 FRONT SUSPENSION AND STEERING LINKAGE ¯¤
(1) Check and inflate tire to recommended pres- On R, W and Y carlines clean all foreign material
sure. All tires should be same size and be in good from bottom of lower ball joint assemblies and bot-
condition and have approximately same wear. Note tom of torsion bar front anchors.
type of tire tread wear which will aid in diagnosing (2) Jounce vehicle several times releasing it on the
(Group 22). downward motion.
(2) Check and adjust front wheel bearings (Group (3) On all models except R, W and Y carl¡nes
22). measure distance from lowest point of one adjusting
(3) Check front wheel and tire assembly for radial blade to floor (measurement A) and from lowest
and lateral runout (follow the Equipment Manufac- point of steering knuckle arm, at the centerline, on
turers Instructions (Group 22). same side (measurement B) to floor (Fig. 2). Mea-
(4) Inspect ball joints and all steering linkage piv- sure only one side at a time.
ot points for excessive looseness. On R, W and Y carl¡nes measure distance from
(5) Check rear springs for cracks or broken leaves lowest point of front torsion bar anchor at the rear of
and "U" bolts for proper tightness and measure lower control arm flange to floor (measurement A)
height differential between left and right sides of and from lowest point of ball joint housing on same
vehicle. (Vehicle should be on level floor or on align- side (measurement B) to floor (Fig. 3) measure only
ment rack) with a full tank of fuel and no luggage or one side at a time.
passenger load. The difference between A and B (A always being
(6) Front suspension heights must only be checked greater than B) ¡s the front suspension height.
after vehicle has the recommended tire pressures, (4) Refer to Specifications and adjust if necessary
full tank of fuel, no passenger or luggage compart- by turning torsion bar adjusting bolt clockwise to
ment load and is on a level floor or alignment rack.
increase height and counterclockwise to decrease
To obtain accurate readings, vehicle should be
height.
jounced in following manner just prior to taking each
(5) After each adjustment, jounce vehicle before
measurement (Height - Caster - Camber and Toe)
remeasuring. Both sides should be measured even
Grasp bumpers at center (rear bumper first) and
jounce up and down several times. Always release though only one side has been adjusted.
bumpers on the down cycle after jouncing both rear (6) Measure other side in same manner. The max-
and front ends an equal number of times. imum allowable difference in suspension height from
side to side is 1/8 inch on all carlines.
WHEEL ALIGNMENT ADJUSTMENTS Camber and Caster
Front wheel alignment settings must be held to (1) Prepare vehicle for measuring wheel align-
specifications to hold tire wear to a minimum and to ment.
maintain steering ease and handling of vehicle. (2) Remove all foreign material from exposed
The equipment manufacturers recommended threads of cam adjusting bolt nuts. For R carline,
procedure should always be followed. Any parts of remove all foreign matter from pivot bar adjusting
the front suspension system should be replaced if bolt nuts.
they are found to be bent. Do not attempt to straight-
en any bent part.

Height
Front suspension heights must be held to specifica-
tions for a satisfactory ride, correct appearance,
proper front wheel alignment and reduced tire wear.
The heights should only be measured when vehicle
has the recommended tire pressures, a full tank of
fuel, no passenger or luggage compartment load and
is on a level floor or an alignment machine rack.
(1) On all Models except R, W and Y carl¡nes clean
foreign material from bottom of steering knuckle
arm assemblies and from lowest area of the height
adjusting blades directly below center of lower con-
trol arm inner pivots. Fig. 2—Measuring Front Suspension Height

MyMopar.com
 FRONT SUSPENSION AND STEERING LINKAGE 2-5
(3) Record initial camber and caster readings be- Removal
fore loosening cam bolt nuts or pivot bar bolt nuts. (1) Remove upper control arm rebound bumper.
(4) Camber settings should be held as close as (2) If vehicle is to be raised on a hoist, make sure
possible to "preferred" setting. Caster should be held it is lifted on body only so front suspension is in full
as nearly equal as possible on both wheels. For cam- rebound (under no load).
ber and caster adjustments for R carline use Tool (3) On other than Y carl¡ne release load from tor-
C¯4I96. Tighten cam bolt nuts or pivot bar bolt nuts sion bar by turning anchor adjusting bolt counter-
as specified in Tightening Reference Specifications. clockwise (Fig. 4).
(4) On Y carline load on both torsion bars will
have to be released by turning anchor adjusting bolts
Toe-In
counterclockwise. This is necessary because the rub-
The toe setting should be the final operation of the
ber isolator rear crossmember would be under load
front wheel alignment adjustments. The front wheels
and could possibly cause severe damage or personal
must be in a straight ahead position. Follow the
injury (Fig. 5).
equipment manufacturers procedure. The steering (5) Slide rear anchor balloon seal off of rear an-
wheel should be centered during this operation. chor and remove lock ring from anchor. In some
Turning both tie rod sleeves will "center" the instances, it may be necessary to use Tool C¯3728 to
steering wheel. If the steering wheel was centered, aid in removing torsion bar (Fig. 6).
make the toe-in adjustment by turning both sleeves It is advisable to place Tool C-3728 toward rear of
an equal amount. Tighten clamp bolt nuts as spec- torsion bar to allow sufficient room for striking pad
ified, with the clamp rotated so bolts are at or near of tool. Do not apply heat to torsion bar, front anchor
bottom, otherwise interference with torsion bars in or rear anchor.
jounce may result. (6) Remove tool and slide torsion bar out through
rear anchor. Use care not to damage balloon seal
TORSION BARS (P,D,C and Y Carlines) when it is removed from torsion bar.

The torsion bars are not interchangeable side for Inspection

side. The bars are marked either right or left by the (1) Inspect balloon seal for damage and replace if
letter "R" or an "L" stamped on one end of bar. necessary.
(2) Inspect torsion bar for scores and nicks. Dress
NOTE: Removal and installation instructions listed down all scratches and nicks to remove sharp edges,
below apply to both right and left side unless other- then paint repaired area with a rust preventative.
wise indicated. (3) Remove all foreign material from hex open-
ings in anchors and from hex ends of torsion bars.
(4) Inspect torsion bar adjusting bolt and swivel
and replace if there is any sign of corrosion or other
damage. Lubricate for easy operation.

TORSION BAR
NUT SEAL
RETAINER
IING*-5
BUSHING •^H'*"¯"H / -

LOCK RING

SHOCK
ABSORBER
TORSION BAR
BUSHING
NUT
LOWER CONTROL ARM
Fig. 3—Measuring front Suspension Height \ ^f7 ÏV·I NK377D
(Y,R,W Carlines) fig. 4—Torsion Bar (P,D,C Carlines)

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2-6 FRONT SUSPENSION AND STEERING LINKAGE

ISOLATOR
C/MEMBER (8) On Y carline, turn both adjusting bolts clock-
NUT
wise to place a load on both torsion bars.
NUT (9) Lower vehicle to floor and adjust front suspen-
sion height.
(10) Install upper control arm rebound bumper
and tighten nut 200 inch-pounds.

SCREW AND TORSION BARS (R and W Carline)

WASHER
The torsion bars are not interchangeable side for
TORSION BAR side. The bars are marked either right or left by an
"R" or an "L" stamped on one end of bar.
•NUT

LOWER CONTROL NOTE: Removal and installation instructions listed

BOLT below apply to both right and left side unless other-
NP91
wise indicated.
Fig. 5-Tors/on Bar (Y Carline)
Installation Removal
(1) Insert torsion bar through rear anchor. (1) If vehicle is to be raised on a hoist, make sure
(2) Slide balloon seal over torsion bar (cupped end it is lifted on body only so front suspension is in full
toward rear of bar). rebound (under no load).
(2) Remove transmission torque shaft.
(3) Coat both hex ends of torsion bar with Multi-
(3) Remove lock ring from anchor. In some in-
Mileage Lubricant, Part Number 2525035 or equiva- stances, it may be necessary to use Tool C-3728 to aid
lent. in removing torsion bar, (Fig. 6).
(4) Slide torsion bar in hex opening of lower con- NOTE: It is advisable to place Tool C-3728 toward
trol arm. rear of torsion bar to allow sufficient room for strik-
(5) Install lock ring, making sure it is seated in its ing pad of tool. Do not apply heat to torsion bar,
groove. front anchor or rear anchor.
(6) Pack annular openings in rear anchor com- (4) Remove tool and slide torsion bar out through
pletely full of Multi-Mileage Lubricant, Part Number rear anchor. Use care not to damage balloon seal
2525035 or equivalent. Position lip of balloon seal in when it is removed from torsion bar.
groove of anchor. On R, W and Y carlines install
balloon seal clamp. Inspection
(7) On other than Y carl¡ne, turn adjusting bolt (1) Inspect balloon seal for damage and replace if
clockwise to place a load on torsion bar. necessary.
(2) Inspect torsion bar for scores and nicks. Dress
down all scratches and nicks to remove sharp edges,
then paint repaired area with a rust preventative.
(3) Remove all foreign material from hex open-
ings in anchors and from hex ends of torsion bars.
(4) Inspect torsion bar adjusting bolt and swivel
and replace if there is any sign of corrosion or other
damage. Lubricate for easy operation.

Installation
(1) Insert torsion bar through rear anchor.
(2) Coat both hex ends of torsion bar with Multi-
Mileage Lubricant, Part Number 2525035 or equiva-
lent.
(3) Slide torsion bar in hex opening of lower con-
trol arm.
(4) Install lock ring, making sure it is seated in its
Fig. 6—Removing Torsion Bar groove.

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¤. FRONT SUSPENSION AND STEERING LINKAGE 2-7
(5) Turn adjusting bolt clockwise to place load on (2) Remove all load from both torsion bars by
torsion bar. turning adjusting bolts counterclockwise.
(6) Install transmission torque shaft. (3) Remove lock rings from rear anchors.
(7) Lower vehicle to floor and adjust front suspen- (4) Loosen and remove one bolt on each side at-
sion height as required. taching torsion bar isolator assembly to crossmember
brackets.
TORSION BAR RUBBER ISOLATOR (Y Carline) (5) Remove torsion bar crossmember isolator as-
sembly.
NOTE: Removal and installation instructions listed
below apply to both right and left side unless other-
wise indicated.
Installation
(1) Position torsion bar isolator assembly over the
hex ends of torsion bars and install two (2) bolts,
Removal
(1) Raise vehicle so front suspension is in full re- (Fig. 7). Torque bolts to 75 foot-pounds, and tighten
bound. to specified torque.
(2) Remove all load from torsion bars by turning (2) Install torsion bars through crossmember
adjusting bolts counterclockwise. from rear with care so seals are not damaged or
(3) Remove lock rings from rear anchors and displaced.
loosen torsion bar seal clamp and slide seal forward (3) Install lock rings in rear anchors.
on torsion bar. (4) Place a load on torsion bars by turning adjust-
(4) Loosen and remove two bolts each side at- ing bolts clockwise.
taching torsion bar rear anchor crossmember to the (5) Lower vehicle and adjust front suspension
isolators. height.
(5) Remove crossmember from torsion bars.
(6) Remove nuts attaching rubber isolator assem- STEERING KNUCKLES (All Except R,W and Y
bly to engine rear support crossmember and remove Carlines)
isolator assembly. ON MODELS EQUIPPED WITH DISC BRAKES,
SEE BRAKES GROUP 5 FOR BRAKE DISC AND
Installation
CALIPER REMOVAL AND INSTALLATION
The rubber isolator and mounting bracket is ser-
PROCEDURE.
viced as an assembly only.
(1) Position isolator assembly on engine rear sup-
Removal
port crossmember bolts and install nuts and tighten
(1) Remove upper control arm rebound bumper.
nuts 30 foot-pounds.
(2) Raise vehicle so front suspension is in full re-
(2) Position torsion bar anchor crossmember over
bound (under no load).
the hex ends of torsion bars and install bolts and (3) Remove wheel, tire and drum as an assembly.
tighten to 75 foot-pounds.
(3) Install lock rings in rear anchors and position NUT RETAINER LOCK
seal over lip of crossmember and install clamp.
(4) Place a load on torsion bars by turning adjust-
ing bolts clockwise.
(5) Lower vehicle and adjust front suspension
heights.

TORSION BAR RUBBER ISOLATOR

(R and W Carline)
NOTE: Removal and installation instructions listed
below apply to both right and left side unless other-
wise indicated.

ARM PF2
Removal
(1) Raise vehicle so front suspension is in full re- Fig. 7-Torsion Bar and Shock Absorber
bound. (R,W Carlines)

MyMopar.com
2-8 FRONT SUSPENSION AND STEERING LINKAGE
(4) Remove all load from torsion bar by turning (5) Remove disc brake caliper and brake disc, see
the adjusting bolt counterclockwise. Brakes Group 5.
(5) Remove tie rod end from steering knuckle (6) Remove tie rod end from steering knuckle arm
using Tool C-3894-A. using Tool C-3894-A. Use care not to damage seals.
(6) Remove brake assembly. Support the brake (7) Remove upper and lower ball joint studs from
assembly during this operation to prevent damage to steering knuckle using Tool C-3564. Turn threaded
brake hose. portion of tool locking it securely against ball joint
(7) Remove upper ball joint stud from steering stud. Spread tool enough to place ball joint stud un-
knuckle using Tool C-3711 (P, D and C models use der pressure, then strike steering knuckle sharply
Tool C-3964). with a hammer to loosen stud. Do not attempt to
(8) Remove two bolts attaching steering arm to force stud out of knuckle with tool alone.
steering knuckle and remove steering knuckle. (8) Remove bolts attaching steering arm to steer-
ing knuckle and remove steering knuckle.
Installation
(1) Position steering knuckle on brake support Installation
and install upper mounting bolts and nuts finger tight (1) Align steering knuckle mounting holes with
only. those of steering arm, insert mounting bolts and
(2) Position steering knuckle arm on steering tighten finger tight at this time.
knuckle and install mounting bolts and nuts finger (2) Install upper and lower ball joint studs in
tight only. steering knuckle and install nuts, tighten upper 125
(3) Install upper ball joint stud in steering knuckle and lower 155 foot-pounds and install cotter pins.
and tighten the ball joint stud nut as specified and (3) Tighten steering knuckle bolts to 160 foot-
install cotter pin. pounds.
(4) Tighten steering knuckle upper bolt nuts 55 (4) Install tie rod end stud in steering knuckle arm
foot-pounds. Tighten lower bolt nuts as specified and and install nut. Tighten 40 foot-pounds and install
install cotter pin. cotter pin.
(5) Place a load on torsion bar by turning adjust- (5) Install disc brake caliper and brake disc, see
ing bolt clockwise. Brakes Group 5.
(6) Install tie rod end in steering knuckle arm and (6) Connect brake hose to disc brake caliper brake
install nut, tighten 40 foot-pounds and install cotter line and bleed brakes.
pin. (7) Place a load on both torsion bars by turning
(7) Install wheel tire and drum assembly and ad- adjusting bolts clockwise.
just front wheel bearing (Group 22). (8) Install wheel and tire assembly and adjust
(8) Lower vehicle to floor and install upper con- front wheel bearings (Group 22).
trol arm rebound bumper. Tighten nut 200 inch- (9) Lower vehicle to floor and adjust front suspen-
pounds. sion heights and wheel alignment as necessary.
(9) Adjust front wheel alignment as necessary.

STEERING KNUCKLES (Y Carline) STEERING KNUCKLES (R and W Carline)

ALL MODELS ARE EQUIPPED WITH FRONT ALL MODELS ARE EQUIPPED WITH FRONT
WHEEL DISC BRAKES. FOR BRAKE DISC AND
WHEEL DISC BRAKES. FOR BRAKE DISC AND
CALIPER REMOVAL AND INSTALLATION, SEE
CALIPER REMOVAL AND INSTALLATION, SEE
BRAKES GROUP 5.
BRAKES GROUP 5.

Removal Removal
(1) Raise vehicle so front suspension is in full re- (1) Raise vehicle so front suspension is in full re-
bound (under no load). bound (under no load).
(2) Remove wheel and tire assembly. (2) Remove wheel and tire assembly.
(3) Remove all load from both torsion bars by (3) Remove all load from torsion bar by turning
turning adjusting bolts counterclockwise. adjusting bolt counterclockwise.
(4) Disconnect brake hose to disc brake caliper (4) Remove rebound bumper from upper control
brake line. arm.

MyMopar.com
 FRONT SUSPENSION AND STEERING LINKAGE 2¯9

(5) Hang disc brake caliper assembly out of way. "-«¾* NUT TORQUE SPECIFICATIONS
(6) Remove brake disc and splash shield. «¿L COTTER PIN 132 IN. LB.
(7) Remove shock absorber. \``STEERING TIE ROD ASSEMBLY /R\ 38 FT. LB.
(8) Remove upper and lower ball joint studs from
KNUCKLE ^ Sr
/r\
175 FT. LB.
V
steering knuckle using Tool C-3564-A. Turn threaded
portion of tool locking it securely against ball joint
BOLT <£> 70 FT. LB.
COTTER PIN
AND NUT
stud. Spread tool enough to place ball joint stud un- (PART OF CENTER LINK Jl ^
TIE ROD EERINGTV
der pressure, then strike steering knuckle sharply KNUCKLE \NUT
with a hammer to loosen stud. Do not attempt to ASSEMBLY\
force stud out of knuckle with tool alone. TIE ROD ASSEMBLY BOLT^f
AND NUT
(9) Remove steering knuckle. ¾ < STEERING \ \
GEAR ASSEMBLY
NOTE:
Installation DIRECTION OF
BOLTS OPTIONAL
(1) Install upper and lower ball joint studs in LOCK WASHER IUT PF32
steering knuckle and install nuts, tighten upper 125
and lower 155 foot-pounds and install cotter pins. Fig. 9-Steering Linkage (B,J,R,W Carlines)
(2) Install tie rod end stud in steering knuckle arm than using the recommended tools may damage tie
and install nut. Tighten 40 foot-pounds and install rod end seal (Figs. 8, 9, 10 and 11).
cotter pin. Damaged seals require removal of the seals and
(3) Install brake disc and splash shield, see inspection of the tie rod assembly end at the throat
Brakes, Group 5. opening. If the parts have not lost all the lubricant
(4) Install disc brake caliper and rebound bumper. and are not contaminated, worn or rusted, use new
(5) Install shock absorber, see Springs and Shock seals and reinstall, otherwise, a new complete tie rod
Absorbers, Group 17. end assembly should be installed. Lubricate the tie
(6) Place a load on torsion bar by turning adjust- rod end assembly. Special long-life chassis greases
ing bolt clockwise. such as Multi-Mileage Lubricant, Part Number
(7) Install wheel and tire assembly and adjust 2525035 or equivalent is intended for this purpose.
front wheel bearings (Group 22).
(8) Lower vehicle to floor and adjust front suspen- Removal
sion heights and wheel alignment as necessary. (1) Remove tie rod ends from steering knuckle
arms using Tool C-3894-A (Fig. 12).
Use care not to damage seals.
STEERING LINKAGE
(2) Using Tool C-3894-A remove inner tie rod ends
The tie rod end seals should be inspected at all oil from center link.
change periods. Removal of tie rod ends from the (3) Remove idler arm stud from center link using
steering knuckle arm or center link by methods other
KNUCKLE ARM
TORQUE •STEERING KNUCKLE ARM STEERING
SPECIFICATIONS TIE ROD ASSEMBLY
TIE ROD ASSEMBLY KNUCKLE
ARM
CENTER LINK CENTER LINK
STEERING GEAR
IDLER ARM KNUCKLE ARM
COTTER
PIN

BOLT TIE ROD

COTTER PIN ASSEMBLY
BOLTX>
IDLER ARM ASSEMBLY AND NUT
LOCKWASHER
GEAR ARM ASSEMBLY v
PF47 NK379C

Fig. 8-Steer¡ng Linkage (V,L Carlines) Fig. 10-Steering Linkage (P,D,C Carlines)

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MO FRONT SUSPENSION AND STEERING LINKAGE

-*—COTTER PIN SWAY BAR (B,J,V and L Carlines)

KNUCKLE ARM
TIE ROD i
Removal
IDLER ARM
(1) Loosen and remove upper link nut, retainer
CENTER LINK
and rubber insulator on both sides (Fig. 13 and 14).
BOLT (2) Loosen and remove bolts attaching both
brackets to front crossmember.
(3) Remove sway bar from vehicle.
(4) If the rubber insulator bushings show exces-
sive wear or deterioration of rubber, install new
bushings.
The sway bar cushions are not serviced separately.
If replacement is necessary, install a new sway bar
LOCK WASHER assembly.
GEAR ARM
NP92
Installation
Fig. I ì-Steering Linkage (Y Carline) (1) Position sway bar assembly in vehicle and in-
stall bolts and nuts attaching both brackets to front
Tool C-3894-A. Remove idler arm bolt from crossmem- crossmember.
ber. (2) Install upper link nut, retainer and rubber in-
(4) Remove steering gear arm stud from center sulator on both sides.
link, using Tool 3894-A.
(5) Remove steering gear arm from gear. SWAY BAR (R and W Carline)
Installation Removal
Replace all tie rod and steering arm assemblies (1) Raise car on hoist so front suspension is in full
that are damaged or worn. rebound (under no load).
(1) Position idler arm assembly in bracket and (2) Remove one (1) wheel assembly which will aid
install bolts. Tighten nut 65 foot-pounds and install in removal of sway bar.
(3) Remove bolt and nut on each end attaching
cotter pin.
sway bar to strut clamp (Fig. 15).
(2) Place center link over idler arm and steering (4) Remove bolt and nut and remove sway bar to
gear arm studs and tighten nuts 40 foot-pounds. In- frame link strap from retainer link on each side of
stall cotter pins. bar.
(3) Connect tie rod ends to steering knuckle arms (5) Remove sway bar by pulling unit out through
and center link. Tighten nuts 40 foot-pounds and in- frame crossmember openings in direction of area
stall cotter pins. where wheel has been removed.
FRAME ASSEMBLY # , ¡ A NUT

RETAINER

SUPPORT

BOLT A N D WASHER

RETAINER

NK385

Fig. 12-Removing Outer Tie Rod End Fig. 13-Sway Bar Assembly (V,L Carlines)

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 FRONT SUSPENSION AND STEERING LINKAGE 211

FRAME ASSEMBLY (3) Lower vehicle to floor and attach both sway
bar frame link straps. Torque to specifications.

SWAY BAR (P,D and C Carlines)

Removal
NUT
(1) Remove two sway bar link retaining nuts and
concave retainers (Fig. 16).
RETAINER (2) Remove two sway bar cushion retaining nuts,
INSULATOR retainers, straps, and bolts, (one to each strut). Slide
LOWER sway bar out through control arm struts and away
CROSSMEMBER
CONTROL from vehicle. The sway bar bushings are not serviced
ARM
separately. If replacement is necessary, install a new
sway bar assembly. Remove lower concave retainer.
(3) Remove sway bar link insulting bushings from
INSULATOR
frame bracket. If bushings are worn or deteriorated,
RETAINER install new bushings as required.
BOLT A N D W A S H E R /7 SLEEVE
RETAINER Installation
INSULATOR (1) Dip sway bar link bushing in water and install
TORQUE SPECIFICATIONS
RETAINER in frame bracket, using a twisting motion. When in-
100 I N . LB.
LINK stalled properly, groove in bushing will index with
200 I N . LB. SWAY ELIMINATOR
hole in frame bracket.
30 FT. LB. PF34 (2) Thread sway bar into position over top of low-
er control arm struts.
Fig. 14—Sway Bar Assembly (B,J Car¡ines) (3) Engage sway bar cushion housing with struts
(6) Examine rubber cushions and sway bar bush- and install straps, bolts, lockwashers and nuts. Tight-
ings for excessive wear or deterioration. Install new en to 30 foot-pounds.
strut cushions if required. Install new sway bar outer (4) Install retainers over ends of links (concave
bushings if required. side up), then slide links up through bushings. Install
retainers (concave side down) over ends of links and
Installation down on bushings. Install nuts and tighten to 100
(1) On side where wheel assembly has been re- inch-pounds.
moved, install sway bar with center offset in down-
ward position. SWAY BAR (Y Carline)
(2) Attach sway bar with bolt and nut to strut
retainer clamp on each end of bar and torque to Removal
specifications. (1) Raise vehicle on hoist so front suspension is in
NUT RETAINER TORQUE SPECIFICATIONS full rebound (under no load).
(2) Remove one wheel and tire assembly from ve-
hicle, which will aid in removal of sway bar.
(3) Loosen and remove upper link nut, retainer
and rubber insulator on both sides. (Fig. 17).
(4) Loosen and remove screw and washer assem-
blies attaching both bushing retainers to front cross-
member.
(5) Remove sway bar from vehicle.
(6) Loosen and remove nuts, retainers and rubber
NUT\ lal insulators and remove links from lower control arm
¯` ^* ^RETAINER-HOOK bracket.
(7) If the rubber insulator bushings show exces-
sive wear or deterioration of rubber, install new
bushings.
The sway bar bushings are not serviced separately.
SWAY BAR ^ BOLT PF35
If replacement is necessary, install a new sway bar
Fig. 15-Sway Bar Assembly (R,W Car¡¡nes) assembly.

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2-12 FRONT SUSPENSION AND STEERING LINKAGE
NUT RETAINER INSTALL LOWER BOLT
AS SHOW

BOLT

RETAINER

TORQUE SPECIFICATIONS

SWAY BAR ASSEMBLY STRUT PF36

Fig. 16—Sway Bar Assembly (P,D,C Carl¡nes)

Installation insulator) and nut. Tighten nut to 100 inch-pounds.
(1) Position link with retainer and rubber insula- (2) Position sway bar assembly in vehicle and in-
tor in lower control arm bracket followed by rubber stall attaching screw and washer assemblies and
insulator and retainer (concave side toward rubber tighten finger tight only.
RETAINER

RETAINER
SWAY ELIMINATOR SHAFT
INSULATOR
SWAY ELIMINATOR BUSHING
TORQUE
SPECIFICATIONS RETAINER
100 IN. LB.
RETAINER
<3>
200 IN. LB. SCREW AND
PF37
WASHER (2) NUT
Fig. 17-Sway Bar Assembly (Y Carline)

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 FRONT SUSPENSION AND STEERING LINKAGE 213
(3) Install retainer on link followed by rubber in- JORQUE SPECIFICATIONS LOWER CONTROL
sulator and sway bar. Using a screwdriver or pinch ARM.
bar between strut and sway bar apply pressure and BUSHING`
install upper rubber insulator retainer and nut and
tighten nut 100 inch-pounds.
(4) Lower vehicle to floor so full weight is on
wheels. Tighten the bushing retainer screw and wash-
er assemblies to 200 inch-pounds.
NUT RETAINER ^BUSHING BALL JOINT HOUSING' PF53
LOWER CONTROL ARM AND SHAFT
(B,J,V,L,P,D and C Carlines) Fig. 19—Lower Control Arm (B,J Carlines)

ON MODELS EQUIPPED WITH DISC BRAKES, (10) Tap end of lower control arm shaft with a
SEE BRAKES, GROUP 5, FOR BRAKE DISC AND "soft end" hammer to aid in removal of shaft from
CALIPER REMOVAL AND INSTALLATION crossmember.
PROCEDURE. (11) Remove lower control arm, shaft and strut as
an assembly.
NOTE: Removal and installation instructions listed (12) Remove strut bushing from crossmember
below apply to both right and left side unless other- only if damaged. All models use a two piece bushing
wise indicated. and sleeve arrangement (Fig. 21 and 22).
(13) Remove strut bushing inner retainer from
Removal strut.
(1) Raise vehicle on hoist so front suspension is in Disassembly
full rebound (under no load). (1) Place strut portion of control arm assembly in
(2) Remove the wheel, tire and brake assembly. a vise and remove strut nut and remove strut from
(3) Remove lower shock absorber attaching bolt control arm.
and push shock absorber up and out of way, and (2) Remove torsion bar adjusting bolt and swivel.
remove torsion bar from lower control arm (Fig. 18 (3) Place lower control arm assembly in an arbor
and 19).
(4) Remove tie rod end from steering knuckle arm TORSION
using Tool C-3894-A. Use care not to damage seal.
(5) Remove sway bar to strut strap (P, D, and C
carlines Fig. 20).
(6) Remove sway bar link from lower control
arms (V, L, B and J carlines).
(7) Remove ball joint stud from lower control arm
using Tool C-3964. The bottom portion of tool must
be positioned between seal and control arm to avoid ADJUSTING
BOLT \
seal damage. SWIVEL
(8) Remove strut spring pin, front nut and bush-
ing retainer from forward end of crossmember.
(9) Remove nut and washer from lower control NUT
'RETAINER
arm shaft.
TORQUE SPECIFICATIONS BUMPER `>+^C^\
`^f\^\ COTTER PIN Fig. 20—Lower Control Arm (P,D,C Carlines)
SPACER^ l> NUT
FRONT BUSHING REAR BUSHING RETAINER
LOWER.
CONTROL ARM/

SWIVEL I
/NUT `"`~`l fmr\ I M
/<§> BUSHING BOLT X S E A
‰
RETAINER
NUT ¦ BUSHING
KNUCKLE
<§> RETAINER RETAINER STRUT ARM PF44 NN47

Fig. 18—lower Control Arm (V,L Carlines) Fig. 21 —Strut Crossmember Bushings (B,J Carlines)

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2-14 FRONT SUSPENSION AND STEERING LINKAGE
FRONT BUSHING REAR
RETAINER
bushing on strut and position control arm, shaft and
BUSHING
strut assembly into crossmember. Install strut bush-
ing outer retainer and nut finger tight only.
(2) Install lower control arm shaft washer and nut
finger tight only.
(3) Position lower ball joint stud into lower con-
trol arm and tighten nut as specified. Install cotter
pin.
RETAINER (4) Install brake assembly.
SLEEVE
(5) Position steering knuckle arm on steering
NK386
knuckle and install two lower bolts and nuts.
(6) Inspect tie rod end seal and replace if dam-
Fig, 22—Strut Crossmember Bushings (P,D,C Carlines)
aged. Connect tie rod end to steering knuckle arm
press with torsion bar hex opening up and with a and tighten nut 40 foot-pounds and install cotter pin.
support under outer edge of control arm. (7) Connect shock absorber to control arm and
(4) Place a brass drift into hex opening and press tighten finger tight only. (Valiant install bolt from
shaft out of lower control arm. The bushing inner rear only).
shell will remain on shaft (Fig. 23). (8) Install torsion bar.
(5) Cut and remove rubber portion of bushing (9) Install wheel, tire and drum assembly and ad-
from control arm shaft. just front wheel bearing (Group 22).
(6) Remove bushing outer shell by cutting with a (10) Lower vehicle to floor, adjust front suspen-
chisel. Use care not to cut into control arm. sion heights and tighten strut nut, at crossmember as
(7) Remove bushing inner shell from pivot shaft. specified and install strut spring pin.
Cut off if necessary. Tighten shock absorber nut 50 foot-pounds.
(11) Tighten lower control arm shaft nut as spec-
Assembly ified.
(1) Position new bushing on shaft (flange end of (12) Measure and adjust front wheel alignment as
bushing first). Press shaft into inner sleeve until necessary.
bushing seats on shoulder of shaft.
(2) Press shaft and bushing assembly into lower LOWER CONTROL ARM AND SHAFT
control arm using Tool C-3848 and an arbor press. (P (R and W Carline)
and C carlines use Tool C-3556). In some instances it
may be necessary to reduce the diameter of shaft NOTE: Removal and installation instructions listed
shoulder to facilitate use of tool. below apply to both right and left side unless other-
(3) Install torsion bar adjusting bolt and swivel. wise indicated. For removal of one lower control arm,
(4) Position strut in lower control arm and tighten it is not necessary to unwind both torsion bars.
nut as specified.
Removal
Installation (1) Raise vehicle on hoist so front suspension is in
(1) Position front strut bushing half and sleeve full rebound (under no load).
into crossmember. Place rear retainer and rear strut (2) Remove the wheel, tire and brake assembly.
(3) Remove transmission gear shift torque shaft
assembly. See Group 21.
DRIFT
(4) Remove all load from torsion bar by turning
adjusting bolts counterclockwise.
(5) Disconnect shock absorber at lower control
arm shock mounting bolt, then push shock absorber
up into frame out of way.
(6) Remove rebound bumper (Fig. 24).
(7) Remove nuts and bolts attaching strut to low-
er control arm. Remove nut at crossmember and re-
move strut.
(8) Hang disc brake caliper assembly out of way.
Remove rotor and dust shield. (See Brakes, Group
5).
Fig. 23—Removing Pivot Shaft (9) Remove upper and lower ball joint stud nuts.

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CD- FRONT SUSPENSION AND STEERING LINKAGE 2-15

BUSHING
(6) Install strut bushing front half and retainer on
strut. Install nut finger tight only.
<ê> COTTER PIN (7) Position rear of strut over lower control arm
T/s strut mounting holes and insert bolts and install nuts.
Tighten nuts to 115 foot-pounds.
(8) Connect shock absorber to lower control arm
SWIVEL and install nut finger tight.
BUSHING (9) Install torsion bar with retainer and apply
SLEEVE some load on torsion bar by turning adjusting screw
NU¯K§> ^RETAINER clockwise.
TORQUE SPECIFICATION B O t T (10) Install transmission gearshift torque shaft.
200 IN. LB. 125 FT. LB. (11) Install dust shield, rotor and brake caliper.
è 52 FT. LB. 145 FT. LB. BOLT (12) Install wheel assembly and adjust wheel bear-
<9 85 FT. LB.
<f
4
160 FT. LB.
LOWER'
95 FT. LB. CONTROL ARM
ings.
(13) Lower vehicle to floor and tighten strut nut
PF45
at crossmember to 52 foot-pounds with full weight of
Fig. 24-Lower Control Arm (R,W C a rimes) vehicle on wheels and install spring pin. Tighten low-
er control arm pivot shaft nut 190 foot-pounds. Tight-
Slide Tool C-3564-A over upper stud until tool rests on
en lower shock absorber nut to 50 foot-pounds. Install
steering knuckle. rebound bumper.
NOTE: Modify Tool C¯3564¯A as required and in ac-
(14) Measure and adjust front suspension height
cordance with Fig. 29.
and wheel alignment as necessary.
Turn threaded portion of tool locking it securely
against lower stud. Tighten tool enough to place low- LOWER CONTROL ARM AND SHAFT
er ball joint stud under pressure, then strike steering
(Y Carline)
knuckle sharply with a hammer to loosen stud. Do
not attempt to force stud out of knuckle with tool NOTE: Removal and installation instructions listed
alone (Fig. 25).
(10) Remove tool and disengage ball joint from
knuckle.
(11) Remove nut and washer attaching lower con-
trol arm pivot shaft to frame.
(12) Loosen pivot shaft by tapping on threaded
end with soft hammer.
(13) Remove lower control arm and shaft as an
assembly.

Installation
(1) Install torsion bar adjusting bolt and swivel.
(2) In the event new ball joint seal is necessary,
position new seal on ball joint body and using Tool
C-4034 install seal. To facilitate installation of seal,
the ball joint stud should be perpendicular to ball
joint body. Lubricate ball joint, see Lubrication sec-
tion, Group 0.
(3) Position lower control arm assembly in frame
crossmember in approximate operating position. In-
stall pivot shaft, washer and nut. DO NOT TIGHTEN
nut until full weight of vehicle is on wheels.
(4) Raise the lower control arm assembly and in-
sert the lower ball joint stud in steering knuckle.
Install ball joint stud nuts (upper and lower) and
tighten upper 125 and lower 135 foot-pounds and in-
stall cotter pins.
PF3l
(5) Position strut rear retainer rubber bushing
and sleeve on strut and insert strut through cross- F¡g. 25-Removing Lower Ball Joint Stud
(R,W Carl¡nes)
member.
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 2-16 FRONT SUSPENSION AND STEERING LINKAGE
below apply to both right and left side unless other- member). This will aid in removal of shaft from
wise indicated. crossmember.
(11) Remove lower control arm and shaft as an
Removal assembly. The lower control arm and ball joint will be
(1) Raise vehicle on hoist so front suspension is in serviced as an assembly only. This is necessary due to
full rebound (under no load). lower ball joint being a very tight press fit into the
(2) Remove wheel and tire assembly. arm.
(3) Remove all load from both torsion bars by
turning adjusting bolts counterclockwise. Disassembly
(4) Disconnect shock absorber at lower control (1) Position lower control arm in an arbor press
arm shock mounting bolt, then push shock absorber with torsion bar hex opening up and with a support
up into frame out of way. under out edge of control arm.
(5) Remove nuts and bolts attaching strut to low- (2) Insert a brass drift into hex opening and press
er control arm (Fig. 26). shaft out of lower control arm. The bushing inner
(6) Disconnect brake hose to disc brake caliper shell will remain on shaft.
brake line. (3) Remove bushing inner shell from pivot shaft.
(7) Remove upper and lower ball joint stud nuts. (4) Remove bushing outer shell in torsion bar an-
Slide Tool C-3964-A over upper stud until tool rests on chor by cutting with a chisel. Use care not to cut into
steering knuckle. Turn threaded portion of tool lock- control arm.
ing it securely against lower stud. Tighten tool (5) Remove torsion bar adjusting bolt and swivel
enough to place lower ball joint stud under pressure, from lower control arm.
then strike steering knuckle sharply with a hammer
to loosen stud. Do not attempt to force stud out of Assembly
knuckle with tool alone. (1) Position new bushing on shaft, flange end of
(8) Remove tool and disengage ball joint from bushing first, and seat bushing on shoulder of shaft.
knuckle. (2) Press shaft and bushing assembly into control
(9) Remove nut and washer attaching lower con- arm using Tool C-4037.
trol arm pivot shaft to frame. (3) Install torsion bar adjusting bolt and swivel.
(10) Using a brass drift and hammer, tap end of (4) Position new ball joint seal on ball joint body
shaft to loosen (shaft is a tapered fit in front cross- and using Tool C¯4O34 install seal. To facilitate ¡nstal·
WASHER BOLT

NUT
BUMPER ASSEMBLY
SPRING PIN

BUSHING

PF38 SHAFT BOLT

F¡g. 26-Lower Control Arm (Y Cariine)

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 FRONT SUSPENSION AND STEERING LINKAGE 2-17

lation of seal, the ball joint stud should be perpendic- (3) Position strut bushing rear retainer and strut
ular to ball joint body. Lubricate ball joint, see Lubri- bushing rear half on strut. (Concave side of retainer
cation section Group 0. in contact with bushing). Position control arm shaft
and strut assembly into crossmember. Install strut
Installation from bushing, sleeve and retainer. Tighten nut finger
(1) Position lower control arm assembly in frame tight only.
crossmember in approximate operating position. In- (4) Install control arm pivot shaft washer and nut
stall washer and nut. DO NOT TIGHTEN nut until finger tight only.
full weight of vehicle is on wheels. (5) Connect shock absorber to lower control arm
(2) Raise the lower control arm assembly and in- and tighten nut finger tight only.
sert the lower ball joint stud in steering knuckle. (6) Lower vehicle to floor so full weight is on its
Install ball joint stud nuts (upper and lower) and wheels.
tighten upper 125 and lower 135 foot-pounds and in- (7) Adjust front suspension heights to specifica-
stall cotter pins. tions.
(3) Position strut bushing rear half and rear re- (8) Tighten front strut nut as specified and install
tainer on strut and insert strut through crossmem- spring pin. Tighten pivot shaft nut as specified. Tight-
ber. en shock absorber nut 50 foot-pounds.
(4) Install strut bushing front half and retainer on (9) Adjust front wheel alignment as necessary.
strut. Install nut finger tight only.
(5) Position rear of strut over lower control arm LOWER CONTROL ARM STRUT
strut mounting holes and install bumper and plate (R and W Carline)
assembly and insert bolts and install nuts, and tighten
to 115 foot-pounds. Removal
(6) Connect shock absorber to lower control arm (1) Remove lower control arm strut spring pin,
and install nut finger tight. nut and retainer.
(7) Install torsion bar and apply some load on (2) Remove two (2) attaching bolts to lower con-
both torsion bars by turning adjusting screws clock- trol arm assembly and remove strut (See Fig. 24).
wise. (3) Slide strut, bushing, retainer and sleeve from
(8) Connect brake hose to disc brake caliper brake frame.
line and bleed brakes. NOTE: In the event the rubber bushings show wear
(9) Install wheel and tire assembly and adjust or deterioration, install new bushings.
wheel bearings (Group 22).
(10) Lower vehicle to floor and tighten strut nut Installation
at crossmember to 52 foot-pounds with full weight of (1) Position rear retainer and strut bushing rear
vehicle on wheels and install spring pin. Tighten low- half on strut (concave side of retainer in contact with
er control arm pivot shaft nut 190 foot-pounds and bushing).
install cotter pin. Tighten lower shock absorber nut (2) Insert strut into frame. Install strut bushing
to 50 foot-pounds. front half, spacer and retainer (concave side of re-
(11) Measure and adjust front suspension height tainer in contact with bushing) on strut and install
and wheel alignment as necessary. nut finger tight.
(3) Position rear of strut over lower control arm
LOWER CONTROL ARM STRUT strut mounting holes and insert bolts and install nuts
(V,L,B,J,P,DandCCarlines) and tighten to 95 foot-pounds.
(4) Tighten front strut nut to specified torque and
Removal install spring pin.
(1) Remove lower control arm, shaft and strut as (5) Check and adjust front wheel alignment as
an assembly. necessary.
(2) Remove nut holding strut to lower control arm
and remove strut from control arm. LOWER CONTROL ARM STRUT
(3) Inspect strut bushings (Figs. 21 and 22). If (Y Carline)
bushings are worn or deteriorated, install new bush-
ings. Removal
(1) Loosen and remove lower control arm strut
Installation spring pin nut and retainer.
(1) Install new strut bushings, if necessary. (2) Loosen and remove attaching bolts to lower
(2) Position strut into control arm and tighten nut control arm bumper and plate assembly and remove
105 foot-pounds. bumper assembly.
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2-18 FRONT SUSPENSION AND STEERING LINKAGE
(3) Slide strut and bushing retainer from strut
MORE THAN .O7O"MOVEMEN
bushing in frame. BALL JOINT REPLACEMENT
(4) Separate front and rear halves of strut bush-
ing from frame using a screwdriver. If the rubber
bushings show excessive wear or deterioration of rub-
ber, install new bushings.

Installation
(1) Position rear retainer and strut bushing rear
half on strut (concave side of retainer in contact with
bushing).
(2) Insert strut into frame. Install strut bushing
front half, spacer and retainer (concave side of re-
tainer in contact with bushing) on strut and install
nut finger tight. NU194
(3) Position rear of strut over lower control arm
strut mounting holes and install bumper and plate Fig. 27—Measuring Lower Ball Joint Axial Travel
assembly and insert bolts and install nuts and tighten NOTE: Removal and installation instructions listed
to specified torque. below apply to both right and left side unless other-
(4) Tighten forward end strut nut to specified wise indicated.
torque and install strut spring pin.
(5) Check and adjust front wheel alignment as Removal
required. The lower ball joint is integral with the steering
arm and is not serviced separately. Compression type
LOWER BALL JOINTS lower ball joints are used on all models.
(V,L,B,J,P,DandCCarlines) (1) Raise upper control arm rebound bumper.
(2) Raise vehicle so front suspension is in full re-
ON MODELS EQUIPPED WITH DISC BRAKES, bound. Remove all load from torsion bar by turning
SEE BRAKES GROUP 5 FOR BRAKE DISC AND adjusting bolt counterclockwise. If jacks are used to
CALIPER REMOVAL AND INSTALLATION raise vehicle it is essential that a support be used
PROCEDURE. between the crossmember and jack.
The lower ball joints and steering arm assemblies (3) Remove wheel and tire and remove brake as
should not be replaced for looseness if the axial end an assembly.
play (Up and Down movement) is under .070 inch. (4) Remove two lower bolts attaching steering
Looseness of this nature is not detrimental and will arm and ball joint assembly to steering knuckle.
not affect front wheel alignment or vehicle stability. (5) Remove tie rod end from steering arm using
Tool C-3894-A. Use care not to damage seal.
Inspection (6) Using Tool C-3964 remove ball joint stud from
lower control arm and remove steering arm and ball
(1) Raise the front of vehicle and install safety
joint assembly.
floor stands under both lower control arms as far
outboard as possible. The upper control arms must
Installation
not contact the rubber rebound bumpers. (1) Place a new seal over ball joint (if necessary)
(2) With the weight of vehicle on the control arm, and using a 1-7/8 inch socket, press retainer portion
install dial indicator and clamp assembly to lower of seal down on ball joint housing until it is securely
control arm (Fig. 27). locked in position (V, L, B and J carlines use Tool C-
(3) Position dial indicator plunger tip against ball 4039).
joint housing assembly and zero dial indicator. (2) Position steering arm and ball joint assembly
(4) Measure axial travel of the ball joint housing on steering knuckle and install two mounting bolts.
arm with respect to the ball joint stud, by raising and Tighten nuts to specified torque.
lowering the wheel using a pry bar under the center (3) Insert ball joint stud into opening in lower
of the tire. control arm.
(5) If during measurement you find the axial (4) Install stud retaining nut and tighten as spec-
travel of the housing arm is .070 inches or more, ified. Install cotter pin and lubricate ball joint, see
relative to the ball joint stud, the ball joint should be Lubrication Section Group "O".
replaced. (5) Inspect tie rod seal for damage and replace if
MyMopar.com
 FRONT SUSPENSION AND STEERING LINKAGE 2-19
damaged. Connect tie rod end to steering knuckle NOTE: Modify Tool C¯3564-A as required and in ac-
arm, tighten nut 40 foot-pounds, and install cotter cordance with Figure 29.
pin. Turn threaded portion of tool locking it securely
(6) Place a load on torsion bar by turning adjust- against lower stud. Tighten tool enough to place low-
ing bolt clockwise. er ball joint stud under pressure, then strike steering
(7) Install wheel, tire and brake assembly and ad- knuckle sharply with a hammer to loosen stud. Do
just front wheel bearing (Group 22). not attempt to force stud out of knuckle with tool
(8) Lower vehicle to floor and install upper con- alone.
trol arm rebound bumper. Tighten to 200 inch- (6) Remove ball joint using Tool C-3560 to un-
pounds. screw ball joint from lower control arm. The seal will
(9) Measure front suspension height and adjust as come off as the ball joint is removed.
necessary.
(10) Measure front wheel alignment and adjust as Installation
necessary. When installing a ball joint, make certain the ball
joint threads engage those of the control arm square-
LOWER BALL JOINTS ly if original arm is being used. Balloon type seals
(Rand WCarline) should always be replaced once they have been re-
moved.
ON MODELS EQUIPPED WITH DISC BRAKES, (1) Screw ball joint squarely into control arm as
SEE BRAKES GROUP 5 FOR BRAKE DISC AND far as possible by hand.
CALIPER REMOVAL AND INSTALLATION (2) Using Tool C-3560 tighten ball joint until it
PROCEDURE. bottoms on housing. Tighten to a minimum of 125
The lower ball joints are preloaded (zero axial end foot-pounds.
play). Therefore, if any axial end play (Up and Down If ball joint cannot be torqued to 125 foot-pounds,
movement) is observed the ball joint should be re- inspect threads on ball joint and also in control arm
placed. and replace as necessary.
The lower ball joints are screwed into the lower (3) Position a new seal over ball joint stud and
control arm and can be serviced in the same manner install using a 2 inch socket making sure it is seated
as the upper ball joints. fully on ball joint housing.
(4) Position ball joint stud in steering knuckle arm
Inspection and install nut.
(1) Raise the front of the vehicle and install safety (5) Tighten nut as specified. Install cotter pin, lu-
floor stands under the control arms, as far outboard bricate ball joint.
as possible. (6) Bolt steering knuckle to knuckle arm. Torque
(2) Lower the front end until the weight of the bolts as specified.
vehicle is on the floor stands. (7) Install disc brake dust shield, rotor and caliper
(3) Check for looseness at the ball joint by lifting assembly.
the wheel assembly. If any looseness is noted, the (8) Install tire and wheel assembly.
joint should be replaced. (9) Lower car and readjust suspension heights.

NOTE: Removal and installation instructions listed LOWER BALL JOINTS

below apply to both right and left side unless other- (Y Carline)
wise indicated.
ALL MODELS ARE EQUIPPED WITH FRONT
Removal WHEEL DISC BRAKES. FOR BRAKE DISC AND
(1) Raise vehicle on hoist so front suspension is in CALIPER REMOVAL AND INSTALLATION, SEE
full rebound (under no load). BRAKES GROUP 5 FOR CORRECT PROCEDURE.
(2) Remove all load from torsion bar by turning On Y carline the lower ball joints are preloaded
adjusting bolt counterclockwise. (zero axial end play). Therefore, if any axial end play
(3) Remove the wheel and tire as an assembly. See (Up and Down movement) is observed the ball joint
Group 22. and lower control arm should be replaced. The lower
ball joints will be serviced as a lower control arm and
(4) Remove disc brake rotor, caliper and dust
ball joint assembly complete. This is due to the lower
shield. ball joint being a press fit and requires very high re-
(5) Remove upper and lower ball joint stud nuts. moving and installing forces. See lower control arm
Slide Tool C-3564-A over upper stud until tool rests on and shaft for replacement procedure.
steering knuckle.
MyMopar.com
2-20 FRONT SUSPENSION AND STEERING LINKAGE

Inspection
(1) Raise the front of the vehicle and install safety
floor stands under the control arms, as far outboard
as possible.
(2) Lower the front end until the weight of the
vehicle is on the floor stands.
(3) Check for looseness at the ball joint by lifting
the wheel assembly. If any looseness is noted, the
joint should be replaced. A. REMOVE 1/16 INCH FROM LOWER PART OF TOOL C-3711
FOR V AND B CAR LINE APPLICATION
B. ROUND OFF PORTION OF THE TOOL THAT IS POSITIONED
UPPER CONTROL ARM NEXT TO THE STEERING KNUCKLE ARM
(V,L,BJ,P,D and C Carlines)
-H A u-
NOTE: Removal and installation instructions listed
below apply to both right and left side unless other-
wise indicated.

Removal and Disassembly

(1) Place a jack under lower control arm as close
to wheel as possible and raise vehicle until wheel A. REMOVE 1/2 INCH FROM LOWER PART OF TOOL
C-3564 FOR Rƒ P, Cƒ AND Y CAR LINE APPLICATION
clears floor.
(2) Remove wheel and tire as an assembly. PF48
(3) On V, L, B and J carlines, remove upper and Fig. 29-Tool Modifications
lower ball joint stud nuts. On V and L carlines, it may
Tool C-3964.
be necessary to add approximately 7/16 inch of flat
(6) Remove nuts, lockwashers, cams and cam bolts
washers over lower ball joint stud to allow the use of
attaching upper control arm and bushings to support
Tool C-3711 without damaging threads on lower ball brackets. Lift control arm up and away from support.
joint stud. Place Tool C-3711 over stud. Turn thread- (Figs. 30, 31 and 32).
ed portion of tool locking it securely against the up- (7) Remove ball joint (Fig. 33) using Tool C-3560.
per stud (Fig. 28). The seal will come off as ball joint is removed.
To use Tool C-3711 as outlined, it may be necessary
to modify the tool in accordance with Fig. 29. BUSHING BALL JOINT <g>
(4) Spread tool enough to place upper stud under
a load, then strike steering knuckle sharply with a UPPER CONTROL
LOCKWASHER ARM
hammer to loosen stud. Do not attempt to force stud
out of steering knuckle with tool alone.
(5) On P and D carlines, remove upper ball joint SEAL
nut and remove stud from steering knuckle using
KNUCKLE
(DRUM ONLY)

BUMPER

NUT
COTTER
NUT KNUCKLE
(DISC ONLY)

KNUCKLE ARM ASSEMBLY

TORQUE
SPECIFICATIONS
200 IN. LB.
100 FT. LB.
<£>70 FT. LB.
ND58D q5> 125 FT. LB. BOLT
Fig. 28-Removing Upper Ball Joint Stud
\v 160 FT. LB. PF49

(V,L Carlines) Fig. 30-Upper Control Arm (V,L Carlines)

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 FRONT SUSPENSION AND STEERING LINKAGE 2-21
CAM NUT<§>
CAM

LOCKWASHER
BALL JOINT
ASSEMBLY

TORQUE SPECIFICATIONS Fig. 33—Removing or Installing Upper Ball Joint

200 IN. LB. being pressed in. Do not use oil or grease to aid in
70 FT. LB.
<¾>
<t> FT. LB.
100 NUT<
installation.
(1) Position flange end of new bushing in Tool
<D> 160 FT. LB. C-3710-A, (Tool C-3962 P and C carlines) support
¾'125 FT. LB. control arm squarely, and press bushings into control
arm (from outside) until tapered portion of bushing
Fig. 31 -Upper Control Arm (B,J Carlines) seats on the arm.
(8) Assemble Tool C-3710-A (Tool C-3962 using (2) Install ball joint into arm using Tool C-3560.
adapter SP-3953 P, D and C carlines) over bushing Tighten until seated (125 foot-pounds minimum).
and press bushing out of arm (from inside out) (Fig. The ball joint will cut threads into a new arm during
34). tightening operations.
Be sure control arm is firmly supported if a ham- (3) Install a new ball joint seal using a 2 inch
mer and drift is used in place of tool. socket, making sure it is seated fully on ball joint
housing.
Assembly
When installing new bushings, be sure control arm Installation
is supported squarely at the point where bushing is (1) Position new ball joint seal on ball joint body
and press seal on using a 2 inch socket making sure it
is seated fully down on housing. To facilitate installa-
tion of seal the ball joint stud should be perpendicular
to ball joint body.
(2) Slide control arm into position and install cam
bolts, cams, washers and nuts. Tighten nuts in prepa-
ration for final adjustments.
SP3952A

rrf T
BUSHING

I BUSHING SP-3953
/ / CAM BUMPER
/WASHER
NUT

NK374 PIN NK38O

Fig. 32-Upper Control Arm (P,D,C Carlines) Fig. 34—Removing Upper Control Arm Bushing
MyMopar.com
2-22 FRONT SUSPENSION AND STEERING LINKAGE
(3) Position stud in steering knuckle and install (7) Lift upper control arm and pivot bar assembly
washer and nut. Tighten nut as specified and install up and away from bracket. The upper control arm
cotter pin. Lubricate ball joint, see "Lubrication" sec- and pivot bar including bushings are not serviced
tion, Group 0. separately. If replacement is necessary, install a new
(4) Install wheel and tire and adjust front wheel upper control arm which will include pivot bar and
bearing (Group 22) and lower vehicle to floor. bushings installed.
(5) Adjust suspension height and wheel alignment
as necessary. Disassembly
(1) Remove upper control arm pivot bar nuts and
UPPER CONTROL ARM retainers.
(R,W and Y Carlines) (2) Remove upper control arm bumper assembly.
(3) Remove ball joint using Tool C-3560 for R and
NOTE: Removal and installation instructions listed W carlines and Tool C-3561 for Y carline. The ball
below apply to both right and left side unless other- joint balloon type seal will come off as ball joint is
wise indicated. removed (Fig. 36).

Removal Assembly
(1) Place a jack under lower control arm as close (1) Position upper control arm in a vise supported
to wheel as possible and raise vehicle until front squarely for ease of installation of upper ball joint.
wheel clears floor, and rebound bumper is free. (2) Thread ball joint into upper control arm using
(2) Remove wheel and tire assembly. Tool C-3561 on Y carline and Tool C-3560 on R and W
carlines. Make sure threads properly engage those in
(3) Disconnect brake hose at disc brake caliper
control arm.
brake line (Y carline Fig. 35). (3) Tighten to a minimum of 150 foot-pounds until
(4) Remove upper and lower ball joint stud nuts. seated on Y carline and 125 foot-pounds until seated
Slide Tool C-3964 down over lower ball joint stud on R and W carlines. The ball joint will cut threads
until tool rests on steering knuckle. Turn threaded into a new arm during tightening operation.
portion of tool locking it securely against upper stud. (4) Install upper ball joint balloon seal using Tool
Tighten tool enough to place upper stud under pres- C-4034 on Y carline and a 2 inch socket on R and W
sure then strike knuckle sharply with a hammer to carlines. To facilitate installation of seal the ball joint
loosen stud. Do not attempt to force stud out of stud should be perpendicular to ball joint body. Lu-
knuckle with tool alone. bricate ball joint, see "Lubrication" section, Group 0.
(5) Remove tool, then disengage ball joint from (5) Install upper control arm bumper assembly
knuckle. and tighten nut to specified torque.
(6) On R and W carlines remove pivot shaft bolt (6) Install upper control arm bushing retainers
nuts. On Y carline, remove cam bolts nuts, cone wash- and nuts and tighten finger tight only. All front sus-
ers attaching upper control arm pivot bar and control pension pivot points should be tightened when front
arm assembly to front "K" member bracket assem- suspension heights are as specified with full weight of
bly. vehicle on wheels.

I IT NUT TORQUE
SPECIFICATIONS
RETAINER
WASHER BUSHING. NUT
RETAINER
NUTv\ \ I BALL UPPER CONTROL ARM
JOINT

SEAL

BUSHING
CAM BOLT
UPPER
CONTROL COTTER
ARM PIN
KNUCKLE ARM /
SUPPORT
KNUCKLE ' NP9OA SCREW AND WASHER PF46

Fig. 35-Upper Control Arm (Y Carline) Fig. 36-Upper Control Arm (R,W Carlines)
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 FRONT SUSPENSION AND STEERING LINKAGE 2-23
Installation (After Setting Alignment) Installation
(1) For Y carline position upper control arm as- When installing a ball joint, make certain the ball
sembly into position over cam bolts and install cone joint threads engage those of the control arm square-
washers and nuts. Tighten to 160 foot-pounds. For R ly if original arm is being used. Balloon type seals
and W carlines position upper control arm assembly should always be replaced once they have been re-
into position over cam bolts and install cone washers moved.
and nuts. Tighten to specified torque. (1) Screw ball joint squarely into control arm as
(2) Insert upper ball joint stud in steering far as possible by hand.
knuckle. Install ball joint stud nuts (upper and lower) (2) Using Tool C-3560 tighten ball joint until it
tighten upper 125 and lower 135 foot-pounds on Y bottoms on housing. Tighten to a minimum of 125
carline and install cotter pins. Tighten upper 100 and foot-pounds.
lower 85 foot-pounds on R and W carlines and install If ball joint cannot be torqued to 125 foot-pounds,
cotter pins. inspect threads on ball joint and also in control arm
(3) Connect brake hose to disc brake caliper brake and replace as necessary.
line and bleed brakes on Y carline only. (3) Position a new seal over ball joint stud and
(4) Install wheel and tire assembly. Install and install using a 2 inch socket making sure it is seated
adjust front wheel bearing as specified in Group 22. fully on ball joint housing.
(5) Lower vehicle to floor and adjust front suspen- (4) Position ball joint stud in steering knuckle and
sion heights and wheel alignment as necessary. install a retaining nut.
(5) Tighten nut as specified. Install cotter pin, lu-
UPPER BALL JOINTS bricate ball joint.
(V,L,B,J,P,D and C Carlines) (6) Install lower ball joint stud nut and tighten 85
foot-pounds, (P, D and C carlines 115 foot-pounds).
ON MODELS EQUIPPED WITH DISC BRAKES, (7) Install wheel and tire assembly. Install and
REFER TO GROUP 5 FOR BRAKE DISC RE- adjust front wheel bearings as specified in Group 22.
MOVAL AND INSTALLATION PROCEDURES. (8) Lower vehicle and adjust front suspension
height.
NOTE: Removal and installation instructions listed
below apply to both right and left side unless other-
UPPER BALL JOINTS
wise indicated.
(Y Carline)
Removal NOTE: Removal and installation instructions listed
(1) Raise vehicle by placing a jack under lower below apply to both right and left side unless other-
control arm as close as possible to wheel. wise indicated.
(2) Remove wheel and tire.
(3) On V, L# B and J carlines remove upper and Remover/
lower ball joint stud nuts. On V and L carlines, it will (1) Raise vehicle by placing a jack under lower
be necessary to add approximately 7/16 inch of flat control arm as close as possible to wheel.
washers over lower ball joint stud to allow the use of (2) Remove wheel and tire assembly.
Tool C-3711 without damaging threads on lower ball (3) Disconnect brake hose at disc brake caliper
joint stud. Place Tool C-3711 over studs. Turn thread- brake line.
ed portion of tool locking it securely against upper
(4) Remove upper and lower ball joint stud nuts.
stud. To use Tool C-3711 as outlined it will be neces-
Slide Tool C-3964-A down over lower ball joint stud
sary to modify it, as shown in Figure 29.
until tool rests on steering knuckle. Turn threaded
(4) Spread tool enough to place upper stud under
portion of tool locking it securely against upper stud.
a load, then strike steering knuckle sharply with a
hammer to loosen stud. Do not attempt to force stud Tighten tool enough to place upper stud under pres-
out of steering knuckle with tool alone. sure then strike knuckle sharply with a hammer to
(5) On P, D and C carlines remove upper ball joint loosen stud. Do not attempt to force stud out of
stud nut and remove stud from control arm using knuckle with tool alone.
Tool C-3964. (5) Remove tool then disengage ball joint from
(6) Remove tool, then remove ball joint stud from knuckle.
steering knuckle. (6) Remove upper ball joint using Tool C-3561 to
(7) Using Tool C-3560, unscrew ball joint from unscrew ball joint from upper control arm. The ball
upper control arm (Fig. 33). The seal will come off as joint balloon type seal will come off as ball joint is
ball joint is being removed. removed.
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2-24 FRONT SUSPENSION AND STEERING LINKAGE

Installation Installation
When installing a new ball joint, it is very impor- When installing a new ball joint, it is very impor-
tant that ball joint threads properly engage those in tant that ball joint threads properly engage those in
control arm. Balloon type seals should always be re- control arm. Balloon type seals should always be re-
placed once they have been removed. placed once they have been removed.
(1) Screw ball joint squarely into control arm as (1) Screw ball joint squarely into control area as
far as possible by hand. far as possible by hand.
(2) Using Tool C-3561 tighten until ball joint hous- (2) Using Tool C-3560 tighten until ball joint hous-
ing is sealed on control arm. Tighten to a minimum of ing is seated on control arm. Tighten to a minimum
150 foot-pounds. If ball joint cannot be tightened to of 125 foot-pounds. If ball joint cannot be tightened to
150 foot-pounds, inspect threads on ball joint and also specified torque, inspect threads on ball joint and also
in control arm and replace ball joint or control arm as in control arm and replace ball joint or control arm as
necessary. necessary.
(3) Install upper ball joint balloon seal using Tool (3) Install upper ball joint balloon seal using Tool
C-4034. To facilitate installation of seal, the ball joint C-4034. To facilitate installation of seal, the ball joint
stud should be perpendicular to ball joint body. Lu- stud should be perpendicular to ball joint body.
bricate ball joint, see "Lubrication" section Group 0. (4) Insert upper ball joint stud in steering
(4) Insert upper ball joint stud in steering knuckle. Install ball joint stud nuts (upper and lower)
knuckle. Install ball joint stud nuts (upper and lower) and tighten to specified torque and install cotter pins.
and tighten upper 125 and lower 135 foot-pounds and Lubricate ball joint, see "Lubrication" section, Group
install cotter pins. 0.
(5) Connect brake hose to disc brake caliper brake (5) Install wheel and tire assembly.
line and bleed brakes. (6) Lower vehicle to floor and adjust front suspen-
(6) Install wheel and tire assembly and adjust sion heights and alignment as necessary.
front wheel bearing (Group 22).
(7) Lower vehicle to floor and adjust front suspen- RUBBER ISOLATED FRONT CROSSMEMBER
sion heights and alignment as necessary. (Y Carline)
UPPER BALL JOINTS Refer to body and frame alignment for crossmem-
(R and W Carline) ber replacement.
The rubber isolated front crossmember is a drop
NOTE: Removal and installation instructions listed out member which is isolated from the stub frame
below apply to both right and left side unless other- assembly by four bushing type rubber isolators (Fig.
wise indicated. 37). The bracket and sleeve assembly with rubber
isolator will be serviced as an assembly only.
Removal
(1) Raise vehicle by placing jack under lower con- Removal
trol arm as close as possible to wheel (torsion bars (1) Raise vehicle so front suspension is in full re-
still loaded). bound (under no load).
(2) Remove wheel and tire assembly. (2) Position a jackstand under front crossmember,
(3) Remove upper and lower ball joint stud nuts. which will support crossmember when bracket and
Slide Tool C3564-A over lower stud so tool rests on sleeve assembly is loosened and removed.
steering knuckle arm. Turn threaded portion of tool (3) Loosen and remove bracket and sleeve assem-
to lock it securely against upper stud. Tighten tool bly attaching bolts and washer assemblies.
enough to place upper stud under pressure (Fig. 36). (4) Loosen and remove nut, washer and bolt at-
(4) Strike steering knuckle sharply with a ham- taching isolator bracket and sleeve assembly in front
mer to loosen stud. Do not attempt to force stud out crossmember brackets.
of knuckle with tool alone. (5) Using a screwdriver, pry bracket and sleeve
NOTE: Modify Tool C¯3564-A as required and in ac- with rubber isolator from front crossmember.
cordance with Figure 29.
(5) Remove tool and disengage ball joint from Installation
knuckle. Support knuckle and brake assembly to pre- (1) Position bracket and sleeve with isolator as-
vent damage to brake hose. sembly in front crossmember mounting brackets so
(6) Remove upper ball joint using Tool C-3561 to holes align and install bolt followed by washer and
unscrew ball joint from upper control arm. The ball nut and tighten finger tight only.
joint balloon type seal will come off as ball joint is (2) Align bracket and sleeve assembly holes with
removed. those in stub frame and install bolt and washer as-
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 FRAME ASSEMBLY REAR ANCHOR CROSSMEMBER

20
O

c/>
c
"ö
SCREW A N D WASHER m
c/>
5

TORQUE SPECIFICATIONS m
Ä> 75 FT. LB. m
150 FT. LB.

FRONT CROSSMEMBER
PLAIN WASHER

B
PLAIN WASHER ¤LT PF5l
Fig. 37—Rubber Isolated Front Crossmember (Y Carline)
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FRONT FRAME ASSEMBLY

¾
m
m

REAR SHIMS
NOTE: QUANTITY AS REQUIRED £
FOR PROPER m
HEIGHT DIMENSION

BASE AND SLEEVE

REAR UPPER ISOLATOR

CROSSMEMBER
ASSEMBLY
REAR LOWER ISOLATOR

FRONT LOWER
ISOLATOR WASHER

PF13
Fig. 38—Rubber Isolated Front Crossmember (R,W Carlines)
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 FRONT SUSPENSION AND STEERING LINKAGE 2-27
semblies, tighten 75 foot-pounds.
(3) Remove jackstand and lower vehicle to floor
and tighten isolator assembly nuts 30 foot-pounds.
(4) Adjust front suspension heights as necessary.

RUBBER ISOLATED FRONT CROSSMEMBER

(R and W Carline)
The rubber isolated front crossmember is a drop
out member which is isolated from the stub frame by
four bushing type rubber isolator assemblies. To re-
move the insulators, it is necessary to separate the
crossmember from the stub frame to facilitate the
removal of the upper rubber cushion (Fig. 38).

Removal
NOTE: Removal and installation instructions listed
below apply to both right and left side unless other-
wise indicated.
(1) Disconnect power steering return and pressure Fig. 39—Brake Caliper Relocated
hose as applicable.
(2) Remove steering column to steering gear roll upper and lower ball joints. Using Tool C-3564-A re-
pin. move steering knuckle and knuckle arm.
(3) Remove three (3) screws from floor plate. (19) Remove both top shock absorber nut and re-
(4) Remove two (2) screws from steering column to tainer. Remove lower shock absorber nut, drive out
instrument panel bracket. bolt and detach shock absorber.
(5) Pull steering column away from steering gear. (20) Remove four (4) upper control arm support
(6) Raise car on hoist and place jack stands under to crossmember bolts. Remove upper control arm and
body rails. Front suspension should be in full re- support assembly.
bound. (21) Remove nut and retainer together with rub-
(7) Remove front wheel cover and front wheel as- ber bushing from strut at crossmember.
sembly. See Group 22. (22) Remove two (2) nuts attaching strut to lower
(8) Remove transmission torque shaft by remov- control arm. Detach strut.
ing two (2) shaft clips and one (1) transmission (23) Remove nut from pivot shaft and remove
housing screw and washer. Lower transmission shaft and lower control arm assembly.
torque shaft assembly from frame. (24) Support engine with suitable jack stand.
(9) Unwind torsion bar by loosening adjusting (25) Loosen engine support thru-bolt sufficiently
bolt. for nested washer to clear frame.
(10) Remove snap ring retainer at torsion bar (26) Loosen front bolts and two (2) rear bolts sup-
crossmember. porting isolated crossmember to body rail.
(11) Remove torsion bar with Tool C-3728. CAUTION: Rear insulators have individually selected
(12) Remove steering linkage by removing tie rod shims for the right and left sides. Care must be exer-
cised in assuring that shims are not interchanged
end nuts at steering gear arm, idler arm and steering
during disassembly or reassembly (Fig. 40).
knuckle arm.
(13) Remove three (3) bolts attaching steering (27) Remove two (2) rear crossmember isolator
gear assembly to crossmember. bolts from crossmember.
(14) Remove steering gear assembly. (28) With suitable support to crossmember, re-
(15) Remove rubber bumper bolt and remove move the two (2) remaining front crossmember iso-
bumper from lower control arm. lator bolts and lower crossmember together with
(16) Remove brake caliper assemblies by placing front upper and lower isolators assemblies and rear
forward and up and secure, see Group 5. CAUTION: isolator assemblies.
Tie calipers out of way with wire to prevent damage
to brake hoses (Fig. 39). Installation
(17) Remove brake rotor assembly from spindle (1) Place two (2) front base and sleeve assemblies
and remove 3 splash shield bolts from splash shield. into isolators and insert into crossmember openings,
Remove splash shield. poistioning flat side of isolators parallel with cross-
(18) Remove cotter pins and remove nuts from member side rail.
MyMopar.com
228 FRONT SUSPENSION AND STEERING LINKAGE
(2) Place two (2) rear base and sleeve assemblies on strut and insert through frame crossmember. In-
into isolators and insert into crossmember openings stall front rubber bushing and retainer, finger tighten
with flat sides of isolators parallel with crossmember nut on strut.
side rail. (10) Insert two (2) bolts through strut and into
CAUTION: Rear isolators have a matched shim pack lower control arm. Install and finger tighten two (2)
for right side and a matched shim pack for left side. nuts.
Care must be exercised during installation to assure (11) Torque strut front nut to 52 foot-pounds in-
that the shim pack removed from left isolator assem- stall roll pin and torque strut rear nuts through lower
bly are the same shims used in installation of the left control arm to 95 foot-pounds.
isolator assembly. Likewise, the shim pack removed (12) Place shock absorber with retainer, through
from right isolator assembly is the same shim pack rubber bushing on support securing upper control
used in installation of the right isolator assembly. arm, attach upper retainer and nut. Torque nut to 25
Normal shim height is 3/16" per pack. foot-pounds. Position lower portion of shock absorber
(3) With a suitable raising device, place cross- in lower control arm. Insert bolt, attach nut and
member in position and insert the two (2) front isola- torque to 50 foot-pounds. See Group 17.
tor bolts into anchored nut in frame side member. (13) Install brake splash shield to steering knuckle
(4) With the shim pack for each rear side securely and secure with three (3) bolts. Torque bolts to 220
taped to sleeve and isolator, insert the two rear isola- inch-pounds.
tor bolts while positioning frame support slots to en- (14) Install rotor, wheel bearing, washer and nut.
gine supports. Torque all isolator bolts to 80 foot- Tighten nut to 240-300 inch-pounds while rotating
pounds (Fig. 40). rotor. Back off adjusting nut with wrench. Finger
(5) Lower jack supporting engine enough to aid tighten adjusting nut, install lock nut and dust cap.
positioning and aligning engine support bolts in (15) Release brake caliper from temporary sus-
slotted supports on crossmember. pended position and taking care not to place pressure
(6) Place lower control arm in position and install on hose, position brake caliper with pads in place on
pivot shaft through isolated crossmember. Place piv- adapter. With positioners in place, insert and tighten
ot bracket against torsion bar adjusting bolt. Install two (2) bolts. Torque bolts to 35 foot-pounds. See
flatwasher and bolt and torque to 145 foot-pounds. Brakes, Group 5.
(7) Place upper control arm and pivot bar assem- (16) Position steering gear assembly to frame sec-
bly into position and start four (4) bolts through tion and install three (3) bolts. Torque bolts to 100
control arm support to frame crossmember. Holding foot-pounds.
upper control arm up and away from support, torque (17) Install rebound bumper on lower control arm
the four (4) bolts to 50 foot-pounds. and attach nut. Torque nut to 200 inch-pounds.
(8) Place steering knuckle assembly into position (18) Connect steering linkage by attaching four
and install upper and lower ball joint nuts. Torque (4) tie rod end nuts at both steering knuckle arms,
upper nut to 100 foot-pounds and install cotter pin. steering gear arm and idler arm. Torque nuts to 40
Torque lower nut to 85 foot-pounds and install cotter foot-pounds. Install cotter pins.
(19) Attach transmission torque shaft to trans-
pin.
mission housing with one (1) screw and washer. At-
(9) Place retainer, rear rubber bushing and sleeve tach one (1) clip securing front and rear rod to
POSITIONED AND RUBBER ISOLATOR torque shaft. Attach one (1) clip securing torque
TAPED SHIMS shaft to frame side member.
(20) Install torsion bar and install torsion bar re-
tainer.
(21) Lower car to ground allowing normal weight
to be applied to lower control arm. Tighten lower
control arm shaft nut to 145 foot-pounds.
(22) Tighten torsion bar anchor bolt to load tor-
sion bar.
(23) Move steering shaft forward, attach steering
column to steering gear and install roll pin.
(24) Install two (2) steering column to instrument
panel support bolts and three (3)floorplate screws.
f
(25) Install and tighten power steering return and
RUBBER ISOLATOR ^ P PF52 pressure hose if applicable. Fill power steering reser-
Fig. 40-Matched Shims Positioning (R,W Car¡ines) voir, as required, with specified fluid and rotate

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 FRONT SUSPENSION AND STEERING LINKAGE 2-29

FRONT SUSPENSION — SPECIAL TOOLS

C-3556 C-3560 C-356ì C-3564A C-3710A C-3714

J lê *J>
SP-3826 SP-3827 C-3848 C-3894A SP-3953 C-3962

C-3964 C-4034 C-4037 C-4039

C-4196 C-3728

PFÌ58

MyMopar.com
230 SPECIFICATIONS-
steering wheel from side to side to bleed system. (26) Install wheel and tire assemblies and torque
After rotation, check fluid level and fill reservoir to stud nuts to specifications.
proper level as required. (27) Install wheel covers.

SPECIFICATIONS
Camber
Left (All Models) +1/4° to 3/4° (Preferred +1/2°)
Right (All Models) 0° to +1/2° (Preferred +1/4°)
Caster
Manual Steering (All Models) 0° to —1° (Preferred —1/2°)
Power Steering (All Models) +1/4° to +1-1/4° (Preferred +3/4°)

CAR LINE

VandL BandJ RandW PandD c Y

Model Height 4-Dr. Sdn. 2 Dr. Sdn.
(Inches) 2-1/8 1-7/8 1-1/8 1-7/8 1-1/2 1-3/4
1-1/4
(Tolerance ±1/8). Side to Side Difference 1/8 (Maximum)
Steering Axis
Inclination 7-1/2° 7-1/2° 8° 7-1/2
7-1/2°
Toe In (All Models) 3/32 inch to 5/32 inch (Preferrec1 1/8 inch)

Toe Out on Turns

(Inner Wheel at 20°
Outer Wheel is) 17.5° 17.5° 18.5° 18.8° 18.8° 17.9°
Torsion Bars
Length (Inches) 38.5 41 43.6 44 47 50
Diameter (Inches)
6 Cyl. Std. .83 .86 .90 .94
With A/C .85 .86 .90 .94
318 C.I. Engine .85 .86 .92 .94
With A/C .87 .86 .92 .94
340 C.I. Engine .87 .90 .92
400 C.I. Engine (2V) .92 .94 .96
400 C.I. Engine (4V) .92 .96
With A/C .92 .94 .98
Police .94 .98 1.02
440 C.I. Engine —
With A/C — .98 .98 1.02
Heavy Duty Suspension .87 .90 .94 .98 .98 1.06
Station Wagon .92 .94 .98
360 C.I. Engine — .94 .96
Tread (Inches)
Front with 9 inch brakes 57.5
Front with 10 inch brakes 58.2
Front with Disc brakes 57.7 60.2 61.9 62.4
Rear with 7-1/4 Axle 55.6
Rear with 8-3/4 Axle 55.6 60.7 62,O(Sedan) 63.4 63.4 63.4
Station Wagon 63.4 63.4 63.4
Wheel Base lO8.O(2&4 DR) 108.0 115.0(2 DR) 119.5 123.5 126.5
111.0(2 DR HT) 117.5(4 DR)
Station Wagon — — 117.5 121.5 121.5

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 TIGHTENING REFERENCE 2-31

TIGHTENING REFERENCE
CARLINE
P, D
VandL BandJ RandW and C Y
Ball Joint to Control Arm (Lower) _ 150
Ball Joint to Control Arm (Upper) 125 125 125 l¯2¯5 150
Ball Joint Stud Nut (Upper) 100 100 100 100 125
Ball Joint Stud Nut (Lower) 85 85 85 115 135
Rebound Bumper (All) 200** 200** 200** 200** 200**
Cam Bolt (Upper Control Arm) 65 65 160*** 65 160
Pivot Shaft (Lower Arm) 145 145 145 190 190
Steering Knuckle Bolts (Upper) 55 — — — —
Steering Knuckle Bolts (Lower) 160 160 160 120 160
Strut to Lower Control Arm 105 105 95 105 115
Strut to Frame 52 52 52 52 52
Isolator to Cross Member __ ___ 150
Isolator to Frame (Rear) __ ___ ___ 75
Isolator Bracket & Sleeve Ass'y· to Frame 75
Isolator Assembly Nut (Front) — — — — 30
Sway Bar Link Nut 100** 100** 100** 100** 100**
Sway Bar to Frame 200** 200** 200**
Sway Bar to Strut 200** 30
Sway Bar Plate to Cross Member 30 30 — — —
Idler Arm 65 65 65 65 65
Tie Rod End (All) 40 40 40 40 40
Tie Rod Sleeve Clamps 115** 115** 115** 150** 150**
Shock Absorber (Upper) 25 25 25 25 25
Shock Absorber (Lower) 50 50 50 50 50
Foot Pounds, except where indicated
**lnch Pounds
***Pivot Shaft Bolt

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•- REAR AXLE 3-1

REAR AXLE
CONTENTS
Page Page
REAR AXLE ALIGNMENT CHECKING REAR AXLE ASSEMBLY (8-3/4 IN.) RING
PROCEDURE 3 GEAR 29
REAR AXLE ASSEMBLY (7-1/4 IN.) RING REAR AXLE NOISE DIAGNOSIS 1
GEAR 5 SERVICE DIAGNOSIS 4
REAR AXLE ASSEMBLY (8-1/4 IN.) RING SPECIFICATIONS 47
GEAR 16 SURE-GRIP DIFFERENTIAL 44
TIGHTENING REFERENCE 49

REAR AXLE NOISE DIAGNOSIS ten such practices as raising tire pressures to elimi- H
nate tire noise, listening for the noise at varying HI
Most rear axle failures are relatively simple to lo- speeds under different load conditions such as; drive,
cate and correct, although rear axle noise is a little float and coast, and under certain highway conditions,
more difficult to diagnose and make the necessary swerving the car from left to right to detect wheel
repairs. The most essential part of rear axle service is bearing noise, will aid even the beginner in detecting
proper diagnosis of the problem. axle shaft bearing noise in axles that use the tapered
All rear axles are noisy to a certain degree. Axles roller bearing axle shaft.
can be noisy if they are not properly adjusted or lack To make a good diagnostic check for rear axle
lubrication. Usually when new improperly set gears noise a thorough road test is necessary. Select a level
are noisy; the disturbing noise can be "adjusted out". smooth blacktop or asphalt road. This will reduce tire
If the axle noise complaint is made within the first noise and body drumming. Drive the car far enough
5,000 miles, and the gears are not scored due to lack to thoroughly warm up the axle to normal operating
of lubrication, the gear adjustment should be checked temperature.
and corrected if necessary. Poor tooth pattern, incor- Drive the car and note speed at which noise occurs.
rect drive gear backlash and loose pinion nuts are the Then stop car and, with clutch disengaged or automat-
primary causes of gear noise in new cars. Regardless ic transmission in neutral, run engine slowly up and
of what you've heard to the contrary, noisy gears will down through engine speeds, corresponding to car
not get quieter with added mileage . . . they will stay speed at which noise was most pronounced, to deter-
the same or get worse. mine if it is caused by exhaust roar, or other engine
Slight axle noise heard only at certain speeds or conditions. Repeat, while engaging and disengaging
under remote conditions must be considered normal. clutch (transmission in neutral), to determine if noise
Axle noise tends to "peak" at varying speeds and the can only be isolated by removing propeller shaft and
noise is NOT ALWAYS indicative of trouble in the operating transmission in high.
axle.
If noise is present in an objectionable form, loud or TIRE NOISE
at all speeds, an effort should be made to isolate the
noise as being in one particular unit of the vehicle. Tire noise is often mistaken for rear axle noise
Many noises, reported as coming from the rear axle even though the noisy tires may be located on the
actually originate from other sources such as tires, front wheels. Tires that are unbalanced or worn
road surfaces, wheel bearings, engine, transmission, unevenly or have surfaces of non-skid type design, or
exhaust, propeller shaft vibration, universal joint worn in a saw tooth fashion are usually noisy and
noise or body drumming. A thorough and careful often produce noises that seem to originate in the
check should be made to determine the source of the rear axle.
noise before any disassembly and teardown of the Tire noise changes with different road surfaces, but
rear axle is attempted. rear axle noise does not. Inflate all tires to approx-
Axle noises normally fall into two categories; gear imately 50 pounds pressure (for test purposes only.)
noise and bearing noise. The complete isolation of This will materially alter noise caused by tires, but
noise in any one unit requires considerable skill and will not affect noise caused by rear axle. Rear axle
previous experience. Eliminating certain type noises noise usually ceases when coasting at speeds under 30
often baffle even the most experienced personnel. Of- miles per hour; however, tire noise continues, but

MyMopar.com
3-2 REAR AXLE

with lower tone, as car speed is reduced. Rear axle driving condition and speed range. Remove the hous-
noise usually changes when comparing drive and ing cover on the 7-1/4 in. and 8-1/4 in. axles or
coast, but tire noise remains about the same. remove differential and carrier from the axle housing
Distinguish between tire noise and differential on the 8-3/4 in. axle. Perform a tooth contact pattern
noise by noting if noise varies with various speeds or check to determine if the best possible pattern has
sudden acceleration and deceleration; exhaust and been obtained. If pattern is found to be unacceptable,
axle noise show variations under these conditions reshim and adjust to obtain the best possible tooth
while tire noise remains constant and is more pro- pattern. If after readjustment noise still persists, re-
nounced at speeds of 20 to 30 miles per hour. Further place with new gear set.
check for tire noise by driving car over smooth pave-
ments or dirt roads (not gravel) with tires at normal PRE¯DISASSEMBLY INVESTIGATION
pressure. If noise is caused by tires, it will noticeably A close examination of the rear axle assembly
change or disappear and reappear with changes in prior to disassembly can often reveal valuable in-
road surface. formation as to the extent and type of repairs or
adjustments necessary. This information coupled with
FRONT WHEEL BEARING NOISE the road test results will provide a basis for determin-
ing the degree of disassembly required. Since the
Loose or rough front wheel bearings will cause
most frequent causes of axle noise are improper
noise which may be confused with rear axle noises;
backlash or differential bearing preload, or both, a
however, front wheel bearing noise does not change
few simple adjustments may be all that is necessary
when comparing drive and coast. Light application of
to correct the complaint.
brake while holding car speed steady will often cause
wheel bearing noise to diminish, as this takes some Therefore, before disassembly the following check
weight off the bearing. Front wheel bearings may be should be made; drive gear and pinion backlash, pin-
easily checked for noise by jacking up the wheels and ion bearing preload, and tooth contact pattern and
spinning them, also by shaking wheels to determine if these results recorded and analyzed. It is felt that
bearings are loose. these measurements and their results will aid you in
Rear suspension rubber bushings and spring insula- making the necessary repairs to the axle assembly.
tors help to dampen out rear axle noise when proper-
ly and correctly installed. Check to see that no metal- BEARING NOISE (DRIVE PINION AND
lic interference exists between the springs and spring DIFFERENTIAL)
hangers, shackles or "U" bolts. Metal to metal con- Defective or damaged bearings generally produce a
tact at those points may result in telegraphing road rough growl or grating sound, that is constant in
noise and normal axle noise which would not be ob- pitch and varies with the speed of the vehicle. This
jectionable if properly installed and tightened to spec- fact will allow you to diagnose between bearing noise
ifications. and gear noise.
Drive pinion bearing noise resulting from defective
GEAR NOISE or damaged bearings can usually be identified by a
constant rough sound. Front pinion bearing noise is
Abnormal gear noise can be recognized easily be- usually most pronounced on "coast", whereby rear
cause it produces a cycling tone and will be very pinion bearing is loudest on "drive". Pinion bearings
pronounced through the speed range in which it oc- are rotating at a higher rate of speed than the differ-
curs. Gear noise may be developed under one or more ential side bearings or the axle shaft bearings. These
of the following conditions, "drive", "road load", particular noises can be picked up best by road test-
"float" or "coast". Gear noise usually tends to peak in ing the vehicle in question on a smooth road (black
a narrow speed range or ranges. Gear noise is more top). However, extreme caution should be taken not
prominent between 30 to 40 mph and 50 to 60 mph. to confuse tire noise with bearing or gear noise. If
Abnormal gear noise is quite rare and if present it doubt should exist tire treads should be examined for
usually originates from scoring of the ring and drive irregularities that will often produce such noise.
pinion gear as a result of insufficient or improper Differential bearing noise will usually produce a
lubrication of the axle assembly. The differential side constant rough tone which is much slower than the
gears and pinions very seldom cause trouble as they noise caused by the pinion bearings.
are only under loads when the rear wheels travel at
different speeds; such as when turning corners. If the REAR WHEEL BEARING NOISE
gear noise is on coast at all speeds, check for a loose
pinion nut and readjust per this manual if necessary. Defective or damaged rear wheel bearings produce
When objectionable axle noise is heard, note the a vibration or growl which continues with car coast-

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 REAR AXLE 3-3

ing and transmission in neutral. A brinneled rear in neutral, run engine slowly up and down through
wheel bearing causes a whirring noise. Spalled rear engine speeds corresponding to approximate car
wheel bearings normally produce a noise similar to a speed at which the noise was most pronounced. If a
growl, created from either flaked or pitted rollers or noise similar is produced in this manner it usually can
bearings races. Unless the damage is severe, rear axle be assumed that the noise was caused by the engine
bearing noise is seldom heard above 30 mph. or transmission and not that of the rear axle.
To differentiate between wheel bearings and gear
noise, road test the vehicle on a smooth road (black- PROPELLER SHAFT VIBRATION
top) at medium and low speed. With traffic permit-
ting, swerve the vehicle sharply right to left. If the Objectional vibrations at high speed (65 MPH or
noise in question is caused by wheel bearings, it will higher) may be caused by a propeller shaft that is
usually increase when the vehicle is swerved and will out of balance or worn universal joints. Out of bal-
probably be coming from the bearing on the loaded ance may be due to a damaged or bent shaft.
side, (tapered roller bearing axle shaft only). To determine whether propeller shaft is causing
If the noise in question cannot be isolated an in- the vibration in question; road test the vehicle
spection of bearings will be necessary. through speed range and note speed at which vibra-
tion is most pronounced. Shift transmission into low-
KNOCK AT LOW SPEEDS er gear range and drive car at same engine speed as
when vibration was most pronounced in direct drive
Low speed knock is usually caused by brinneled and note any effect on vibration.
universal joints or differential side gear hub to coun- If the vibration is still present at the same engine
terbore clearance being too great. Inspect and replace speed, whether in direct drive or in the lower gear,
universal joint or differential case and side gear as since the propeller shaft speed varies, this cannot be
required. the fault. If the vibration decreases or is eliminated
in the lower gear, then propeller shaft is at fault and
DRIVE-LINE SNAP should be rebalanced or replaced.

A snap on a sudden start, either forward or re- REAR AXLE ALIGNMENT CHECKING
verse, may be caused by a loose companion flange. PROCEDURE
Remove the propeller shaft, flange and reinstall 180
degrees from original position. Pinion bearing pre- The following describes the procedure for checking
load and pinion nut torque must be reset to original rear axle alignment to determine if a complaint of
settings upon reinstallation. abnormal rear tire wear is the result of a "bent" rear
axle housing:
(1) Raise both rear wheels off ground using a
BACKLASH CLUNK
frame contact hoist.
Excessive clunk on acceleration and deceleration (2) Place a one inch long piece of masking tape in
can be caused by any one of the following items or a the center of each tire tread for use as "reference
combination; (excessive clearance between) (1) Dif- marks".
ferential pinion shaft to differential case, (2) Axle (3) With both "reference marks" pointing to front
shaft to differential side gear splines, (3) Differential of vehicle, measure the distance between the outside
side gear hub to differential case counterbore, (4) edges of the two pieces of tape. Record this measure-
Differential side gear to pinion, (5) Worn thrust ment as the "front of tire" reading.
(4) Rotate the rear wheels so that the "reference
washers, (6) Drive gear backlash. Measure and in-
marks" of each rear wheel now point to the rear of
spect components and replace as required and/or ad-
vehicle. Measure the distance between the outside
just to proper specifications.
edges of the two pieces of tape and record this mea-
surement as the "rear of tire" reading.
ENGINE AND TRANSMISSION NOISE (5) Subtract the "rear of tire" measurement from
the "front of tire" measurement to obtain the "toe
Sometimes noises which seem to originate in the out" condition of the axle being checked. The specifi-
rear axle are actually that of the engine or transmis- cation is 1/16 inch toe-in to 3/16 inch toe-out.
sion. To diagnose which unit is actually causing the (6) Rotate both rear wheels so that the "reference
noise, observe the approximate vehicle speed and con- marks" are pointing down. Measure the distance be-
ditions under which the noise is most pronounced; tween the outside of the two pieces of tape and re-
stop the vehicle in a quiet place to avoid any inter- cord this measurement as "bottom" of tire reading.
fering noises. With engine running and transmission (7) Average the sum of the "front of tire" reading
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3-4 REAR AXLE-

RIAR WHIIL NOISE RIAR AXLI NOISI

EXCESSIVE AXLE
LOOSE WHEEL NUTS
SHAFT END PLAY

TIRE INFLATION BENT OR SPRUNG AXLE

SHAFT FLANGE

BRINELLED,SPALLED OR
FLAT SPOTS O N TIRE OTHERWISE DEFECTIVE
WHEEL BEARING CUP
OR CONE

BENT WHEEL OR BREAK

IN TIRE

WHEEL AND TIRE

ASSEMBLY
OUT OF BALANCE

NOISE TELEGRAPHING
FROM REAR AXLE

CHIPPED, WORN OR SCORID DIFFERENTIAL

INSUFFICIINT
OVIRHJIATING STRIPPED RING OIAR GEARS, PINIONS OR
LUBRICATION AND PINION BIARINOS

CLOGGED VENT INCORRECT QUANTITY OR INCORRECT QUANTITY OR INCORRECT QUANTITY OR

QUALITY OF LUBRICANT QUALITY OF LUBRICANT QUALITY OF LUBRICANT

CRACKED REAR AXLE CASE BEARINGS ADJUSTED IMPROPER ADJUSTMENT EXCESSIVE SPINNING OF
TOO TIGHTLY ONE WHEEL

LOOSE CARRIER HOUSING

BOLTS OR HOUSING IMPROPER RING GEAR TO IMPROPERLY MATCHED CRACKED REAR
COVER SCREWS PINION ADJUSTMENT GEAR SET AXLE CASE

SCORED OR WORN
IMPROPER ADJUSTMENT
COMPANION FLANGE

WORN DRIVE PINION DEFECTIVE DIFFERENTIAL

OIL SEALS BEARING CUPS OR CONES

WORN AXLE SHAFT

OIL SEALS

PF635

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¤- REAR AXLE 3-5

(FTR) and the "rear of tire" reading (RTR), then m¡le-per-hour speedometer reading is the maximum
from this average figure subtract "bottom of tire" necessary for dynamic tire balance.
reading (BTR) to obtain the camber. The specifica- CAUTION: Do not exceed a 35 mph speedometer
tion is - 1 / 1 6 inch to +3/32 inch camber. reading with conventional differentials. With no load
on the engine, it is possible to attain tire rotational
FTR + RTR — BTR = :± Camber speeds sufficient to cause violent tire failure and
create a hazardous situation.
NOTE: If BTR is smaller than the average figure, the NOTE: When on-the-car rear tire balance it attempted
camber reading is positive -f. If the BTR is larger with vehicles of Sure-Grip type differential, elevate
than the average figure, the camber reading is nega- both rear wheels and remove wheel not being bal-
tive (—). anced. Replace wheel nuts and tighten securely. Both
front wheels must be securely blocked to prevent any
TIRE WHEEL BALANCE vehicle movement. When attempting rear tire balance
NOTE: Off the car balancing is the preferred method. of this type with both rear wheels off the ground, a 35
Balancing tires on the car essentially balances the mile-per-hour speedometer reading will indicate a 35
tire, wheel and brake drum or rotor. This balance mile-per-hour rear wheel speed. A 70 mile-per-hour
condition is lost when tires are rotated to equalize speedometer reading is the maximum necessary for
tire tread wear, or when tires are removed for dynamic tire balance. When said wheel is satisfac-
any reason and not reinstalled in the same po- torily balanced, replace the unbalanced wheel and
sition and indexed on the studs exactly as be- balance it in the same manner. It is not necessary to
fore removal. However, where on-the-car rear tire remove the balanced wheel.
balance is attempted, both front wheels must be se- CAUTION: Do not exceed a 70 mph for Sure Grip
curely blocked to prevent any vehicle movement. On type differentials. With no load on the engine, it is
vehicles of standard type differential (not equipped possible to attain tire rotational speeds sufficient to
with Sure-Grip), only the rear wheel being balanced cause violent tire failure and create a hazardous situ-
should be off the ground. When attempting rear tire ation.
balance of this type with ONE rear wheel off the For additional information refer to the instructions
ground, a 35 m¡le-per-hour speedometer reading will supplied by manufacturer of balancing equipment
indicate a 70 mile-per-hour rear wheel speed. The 35 being used.

REAR AXLE ASSEMBLY 7 - 1 / 4 I N . RING GEAR

INDEX
Page Page
Axle Shafts and Bearings 6 Lubrication 15
Assembly and Installation 6 Rear Axle Assembly 7
Removal and Disassembly 6 Installation 8
Differential Bearing Preload and Drive Removal 7
Gear Backlash 13 Removal and Replacement of Drive Pinion
Differential Reconditioning 8 Flange and Oil Seal in Vehicle 15
Assembly and Installation 11 Service Diagnosis 4
Cleaning and Inspection 10 Service Procedures 6
Removal and Disassembly 8 Specifications 47
Gear Tooth Contact Pattern 14 Tightening Reference 49
General Information 5

GENERAL INFORMATION

CAUTION: Anytime rear axle servicing is necessary, tire tread wear, or when tires are removed for
or axle is being rotated through use of the engine or any reason and not reinstalled in the same po-
other means, ELEVATE BOTH REAR WHEELS. sition and indexed on the studs exactly as be-
fore removal. However, where on-the-car rear tire
TIRE WHEEL BALANCE balance is attempted, both front wheels must be se-
curely blocked to prevent any vehicle movement. On
NOTE: Off the car balancing is the preferred method. vehicles of standard type differential (not equipped
Balancing tires on the car essentially balances the with Sure-Grip), only the rear wheel being balanced
tire, wheel and brake drum or rotor. This balance should be off the ground. When attempting rear tire
condition is lost when tires are rotated to equalize balance of this type with ONE rear wheel off the

MyMopar.com
3-6 REAR AXLE
ground, a 35 mile-per-hour speedometer reading will For additional information refer to the instructions
indicate a 70 mile-per-hour rear wheel speed. The 35 supplied by manufacturer of balancing equipment
mile-per-hour speedometer reading is the maximum being used.
necessary for dynamic tire balance. The 7-1/4 Rear Axle Assembly shown in (Fig. 1),
CAUTION: Do not exceed a 35 mph speedometer is a semi-floating type which incorporates a unitized
reading with conventional differentials. With no load rear axle housing assembly. The drive pinion and the
on the engine, it is possible to attain tire rotational differential case with drive gear are mounted directly
speeds sufficient to cause violent tire failure and into the center section of the rear axle housing as-
create a hazardous situation. sembly. Access to the differential, drive gears and
NOTE: When on*the-car rear tire balance it attempted bearings is obtained by removal of the carrier cover.
with vehicles of Sure-Grip type differential, elevate All components can be removed and serviced without
both rear wheels and remove wheel not being bal- removing the complete assembly from the vehicle.
anced. Replace wheel nuts and tighten securely. Both A Sure Grip Differential is available in the 7-1/4
front wheels must be securely blocked to prevent any inch Axle Assembly, similar to those used in the
vehicle movement. When attempting rear tire balance 8-1/4 inch and 8-3/4 inch axle. Refer to the Sure Grip
of this type with both rear wheels off the ground, a 35 Differential Section of the Axle Group for the Servic-
m¡le-per-hour speedometer reading will indicate a 35 ing procedure.
mile-per-hour rear wheel speed. A 70 mile-per-hour A hooded breather is attached to the left leg of the
speedometer reading is the maximum necessary for axle housing approximately 15 in. inboard of the
dynamic tire balance. When said wheel is satisfac- flange face. Gear ratio identification is stamped on
torily balanced, replace the unbalanced wheel and the front face of the pad at the bottom of the hous-
balance it in the same manner. It is not necessary to ing.
remove the balanced wheel. SHOULD THE REAR AXLE BECOME SUB-
CAUTION: Do not exceed a 70 mph for Sure Grip MERGED IN WATER, THE LUBRICANT MUST BE
type differentials. With no load on the engine, it is CHANGED IMMEDIATELY TO AVOID THE POS-
possible to attain tire rotational speeds sufficient to SIBILITY OF EARLY AXLE FAILURE RESULTING
cause violent tire failure and create a hazardous situ- FROM CONTAMINATION OF THE LUBRICANT BY
ation. WATER DRAWN INTO THE VENT HOLE.

SERVICE PROCEDURES

AXLE SHAFTS AND BEARINGS (6) Position axle shaft bearing retaining collar on
a heavy vise or anvil and using a chisel cut deep
CAUTION: It is absolutely necessary that anytime an grooves into retaining collar at 90 degree intervals
axle assembly is serviced, and the axle shaft is (Fig. 3). This will enlarge bore of collar and permit it
loosened and removed, both brake support plate gas- to be driven off of axle shaft.
kets and the inner axle shaft oil seal must be re- (7) Generously lubricate bolts of Tool C-3725-A.
placed. Install on axle shaft with adapter set C-3926 (Fig. 4).
Alternately tighten bolts of tool 1 to 3 turns (to
Removal and Disassembly prevent binding of tool) press bearing from shaft.
(1) With wheels removed, remove clips holding On certain models equipped with 7-1/4 inch axle and
brake drum on axle shaft studs and remove brake 10 x 2-1/2 inch brakes, to remove bearing use Tool
drum. C¯397l¯A, adapter and protective sleeve SP-5142 over
(2) Disconnect brake lines at wheel cylinders. bearing race. Generously lubricate bolts of tool. Alter-
(3) Using access hole in axle shaft flange, remove nately tighten bolts of tool 1 to 3 turns (to prevent
retainer nuts. binding of tool) press bearing from shaft.
(4) Attach axle shaft remover tool C-3725-A com-
ponents to axle shaft flange and remove axle shaft Assembly and Installation
(Fig. 2). Remove brake assembly. (1) Install axle shaft retainer plate, new bearing,
(5) Remove axle shaft oil seal from housing. and bearing retainer collar on axle shaft.
CAUTION: Under no circumstances should axle shaft (2) Generously lubricate bolts of Tool C-3725-A.
collars or bearings be removed using a torch. The use Install on axle shaft with adapters C-3926 and SP-
of a torch in the removal of the axle shaft collars or 3805 (Fig. 5). Alternately tighten bolts of tool 1 to 3
bearings is an unsafe practice because heat is fed into turns (to prevent binding of tool) press them onto
the axle shaft bearing journal and thereby weakens shaft. Some models equipped with 7-1/4 inch axle,
this area. and 10 x 2-1/2 inch brakes, install bearings and re-
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p- REAR AXLE 3-7
SHAFT RETAINER WASHER NUT
BEARING
COLLAR
SEAl

SHAFT
CONE AND ROLLERS
CUP COLLAR
HEX ADJUSTER BEARING
GEAR AND PINION RETAINER
PIN / \ SHAFT
/ \

CUP
ADJUSTER LOCK CONE AND ROLLERS
WASHER
GASKET {`

/
PLUG /COVER! 1GEAR
SCREW
GASKET DASHER NYlóO6F

fig. i-7-ì/4 Inch Rear Axle Assembly

†ainer collars using Tool C-3971-A and adapter SP- REAR AXLE ASSEMBLY
5126. Generously lubricate bolts of tool. Alternately
tighten bolts of tool 1 to 3 turns (to prevent binding of Removal
tool) press them onto shaft. (1) Raise rear of vehicle until rear wheels clear
(3) Install new axle shaft oil seals in axle housing, floor. Support body at front of rear springs.
using tool C-3734 (Fig. 6). (2) Block brake pedal in the up position using a
wooden block.
(4) Apply a light film of Multi-purpose Lubricant
(3) Remove rear wheels.
NLGI grade 2 EP or equivalent on outside diameter of
(4) Disconnect hydraulic flexible line.
bearing to prevent rust and corrosion.
(5) Disconnect parking brake cable.
(5) Install a foam gasket on studs of axle housing
To maintain proper drive line balance when reas-
and position brake support plate assembly on axle
sembling, make scribe marks on the propeller shaft
housing studs, followed by outer gasket.
universal joint and the pinion flange before removal.
(6) Carefully slide axle shaft assembly through oil
(6) Disconnect propeller shaft at differential pin-
seal and engage splines in differential side gear.
ion yoke and secure in an upright position to prevent
(7) Tap end of axle shaft lightly with a non-me-
tallic mallet to position axle shaft bearing in housing
bearing bore. Position retainer plate over axle hous-
ing studs. Install retainer nuts and tighten to 35 foot-
pounds.
NOTCH COLLAR
TOOL

NH159
NY1110

Fig. 2—Removing Axle Shaft Fig. 3—Removing Axle Shaft Collar

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 3-8 REAR AXLE

C-3926

. Ü-.
TOOL
NY 1023

Fig. 6-lnstal¡¡ng Axle Shaft Oil Seal

SP-3810
and connect hydraulic flexible line and bleed wheel
cylinder.
NK391A (6) Install rear wheels and tighten to 55 foot-
pounds and adjust brakes.
Fig. 4-Removing Axle Shaft Bearing
damage to front universal joint. DIFFERENTIAL RECONDITIONING
(7) Remove shock absorber from spring plate Removal and Disassembly
studs and loosen rear spring "U" bolt nuts and re- NOTE: It is not necessary to remove the complete
move "U" bolts. axle assembly to recondition the differential.
(8) Remove axle assembly from vehicle. (1) Block brake pedal in the up position using a
wooden block.
Installation (2) Raise vehicle on hoist. Support body at front
(1) With body supported at front of rear spring, of rear springs and lower rear hoist.
position rear axle assembly spring seats over the (3) Remove rear wheels, brake drums and both
spring center bolts. rear axle shafts. Using Tool C-637 and adapter SP-
(2) Install spring "U" bolts and tighten nuts to 45 340 remove both inner axle shaft oil seals.
foot-pounds and install shock absorbers on spring (4) To maintain proper drive line balance when
plate studs. reassembling, make scribe marks on the propeller
(3) Connect hand brake cable. shaft universal joint and the pinion flange before re-
moval. Disconnect propeller shaft at differential yoke
(4) Install propeller shaft (match scribe marks on and secure in an upright position to prevent damage
propeller shaft universal joint and pinion flange). to front universal joint.
Tighten clamp screws to 15 foot-pounds.
Side play and runout checks taken during disas-
(5) Connect brake lines to rear wheel cylinders sembly will be very useful in reassembly.
(5) Remove drain plug in cover assembly and
drain lubricant from housing.
(6) Remove cover and with a suitable cleaning
solvent, clean inside the axle housing and differential
C-3926 case and drive gear assembly.
(7) Measure for differential side play. Position a
screwdriver or pinch bar between left side of axle
housing and differential case flange, then using a pry-
ing motion determine if side play is present. THERE
C-3725 PARTS SHOULD BE NO SIDE PLAY.
(8) In preparing to measure drive gear runout on
differential case, (provided no side play was found)
mount a dial indicator tool C-3339 on pilot stud C-
3288-B, and load the indicator stem slightly when
NK3óó plunger is at right angles to back face of drive gear
(Fig. 7).
Fig. S-lnstalling Rear Axle Shaft Bearing (9) Measure drive gear runout by turning drive

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¤- REAR AXLE 3-9

NYiO36

Fig. 7—Measuring Drive Gear Runout Fig. 9-Remov¡ng Pinion Oil Seal
gear several complete revolutions and reading dial
indicator. Mark drive gear and differential case at
point of maximum runout. The marking of differen-
tial case will be very useful later in checking differen-
tial case runout. Total indicator reading should be no
more than .005 inch. If runout exceeds .005 inch the
differential case may be damaged. A test for case
runout will be described later.
(10) Remove drive pinion nut and washer. Using
Tool C-452 and holding Tool C-3281, remove drive
pinion flange (Fig. 8).
(11) Using Tool C-748 remove drive pinion oil seal
(Fig. 9). Remove front pinion bearing cone and col- PUNCH MARKS
lapsible spacer. PUNCH MARKS
NY1035A
(12) Mark axle housing and differential bearing
caps for location in reassembly (Fig. 10). Fig. 10-Bear¡ng Cap Identification
(13) Remove adjuster lock from each bearing cap. hold it in position. Using extreme caution remove
Loosen but do not remove bearing caps. bearing caps, and differential assembly (Fig. 12).
(14) Insert Tool C-4164 through axle tube on each (16) Remove drive pinion and rear bearing assem-
side (Fig. 11) and loosen hex adjuster as far outboard bly from axle housing.
as possible. (17) Using a flat end brass drift, remove front and
(15) Place one hand on differential assembly to

TOOLS
TORQUE WRENCH

YOKE
PF161
NYÌO37
Fig. 11-Tool C-4164 Positioned to Loosen or
Fig. 8—Removing Companion Flange Tighten Hex Adjuster
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3-10 REAR AXLE-
(27) Remove differential side gears and thrust
r THREADED HEX
ADJUSTER
washers.
(28) Remove differential bearings using Tool C-
293-P and #44 plates (Fig. 13).
(29) Remove rear pinion bearing cone from pinion
stem using Tool C-293-P and #40 plates (Fig. 14).

Cleaning and Inspection

(1) Clean all parts except axle shaft bearings with
a suitable cleaning solvent. With oil dampened cloth
wipe axle shaft bearing outer race. Clean off all rust
and corrosion. To clean axle housing tubes insert a
stiff wire into tube, attach a clean cloth to wire at
center section and withdraw from center outward.
(2) All machined contact surfaces in the axle
,- BEARING housing and differential bearing caps should be
' CUP
smooth and free of any raised edges. Front and rear
PF162 pinion bearing cup bore machined surfaces should be
smooth. Raised metal on shoulders of bores incurred
Fig. 12-7-7/4 Inch Axle with One Bearing in removal of cups should be flattened by use of a flat
Cap Removed nosed punch.
rear bearing cups from housing. (3) The axle drive shaft bearing and oil seal bores
(18) Mount differential case and ring gear assem- at both ends of housing should be smooth and free of
bly in a vise equipped with soft jaws (brass). rust and corrosion. This also applies to the brake
(19) Remove drive gear bolts. BOLTS ARE LEFT support plate and housing flange face area.
HAND THREAD. With a non-metallic hammer tap (4) The axle shaft splines should be smooth and
drive gear loose from differential case pilot and re- free of excessive wear. The axle shaft oil seal journal
move. should be smooth and free of nicks, scratches or blem-
(20) If drive gear runout exceeded .005 inch in ishes. To remove any imperfections polish with 600
step 9, differential case flange runout should be crocus cloth (without reducing diameter of axle shaft
remeasured. Install differential case and respective oil seal surface).
bearing cups in housing. (5) If axle shaft bearings, collars and retainers are
(21) Install bearing caps and bearing cap bolts. removed from shafts they are unfit for further use
Tighten bearing cap bolts down lightly and using Tool and MUST BE REPLACED. Refer to axle shaft as-
C-4164 screw in both hex adjusters until all side play sembly procedure.
in bearings has been eliminated. (6) Differential bearings and front and rear pinion
(22) Attach a dial indicator Tool C-3339 to hous- bearing cone and cup assemblies should have a
ing so pointer of indicator squarely contacts drive smooth appearance with no broken or dented sur-
gear surface of differential case flange between outer faces on rollers or roller contact surfaces. The bear-
edge of flange and drive gear bolt holes.
(23) Rotate differential case several complete TOOL
revolutions while noting total indicator reading. This
reading must not exceed .003 inch runout. If runout is
in excess of .003 inch, differential case must be re- PLATES (TOOL)
placed. In a case where the runout does not exceed
.003 inch it is often possible to reduce the runout by
positioning the drive gear 180 degrees from point of
maximum runout when reassembling drive gear on
differential case.
(24) With small drift remove differential pinion
shaft lock pin from drive gear side of case.
(25) With a brass drift remove differential pinion
shaft.
(26) Rotate differential side gears until differen-
tial pinions appear at differential case windows and NY 1032

remove. Fig. 13—Removing Differential Bearing Cone

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 REAR AXLE 3-11
(5) Install lock pin in differential case from drive
TOOL gear tooth side.
(6) Position drive gear on differential case to sep-
arate the points of maximum runout 180 degrees
apart and start all bolts through case into drive gear.
Finger tighten. (LEFT HAND THREAD.)
(7) Tap drive gear against differential case flange
with non-metallic mallet. Tighten bolts to 55 foot-
pounds.
(8) Install differential bearing cones with Tool
C-3716 (Fig. 15).
Rear axle gauge Tool C-3715 is used to install drive
pinion bearing cups as well as to determine pinion
NY1031
depth of mesh (Fig. 16).
(9) Start both drive pinion bearing cups into axle
Fig. 14—Removing Rear Pinion Bearing Cone housing.
(10) Place rear spacer SP-3244 on main tool. Seat
ing roller retainer cages must not be distorted or
rear pinion bearing cone on spacer and hold tool in
cracked.
housing.
(7) Differential side gears and pinions should have (11) Place centralizing sleeve SP-3245 on tool and
smooth teeth with a uniform contact pattern without place front pinion bearing cone on centralizing sleeve,
excessive wear or broken surfaces. The differential followed by tool sleeve, centralizing washer and nut.
side gear hub surfaces and thrust washer contact (12) While holding compression sleeve from turn-
surfaces should be smooth and free from any scoring ing with Tool C-3281, tighten nut, thereby drawing
or metal pickup. pinion bearing cups into axle housing bearing cup
(8) The machined thrust washer surface areas in- bores. Permit tool to turn several revolutions during
side the differential case should be polished and with tightening operation to permit bearing rollers to
no surface imperfections. The pinion shaft bore in align. Leave tool in carrier for determining depth of
differential case should be round and smooth. The mesh. Loosen tool nut and re-tighten to produce
differential pinion shaft should be round and without 15-25 inch-pounds of turning torque. Attach gauge
excessive wear in areas of contact with either differ- block to main tool using alien screw.
ential case or differential pinions. (13) Position cross bore arbor in axle housing dif-
(9) The ring gear and drive pinion teeth should ferential bearing seats and install bearing caps. Tight-
have a uniform contact pattern with smooth and un- en cap bolts lightly.
broken surfaces without excessive wear. Machined (14) Select rear pinion bearing mounting shim
surfaces of the pinion stem at points of contact, with which will fit between cross bore arbor and gauge
either rear pinion bearing contact journal or rear block. This fit must be snug but not too tight (similar
pinion bearing mounting shim surface should be to the pull of a feeler gauge) (Fig. 17).
smooth.
(10) Check each adjuster to determine that it If the mark on the pinion head is plus (+2), select a
rotates freely. If adjuster binds, repair damaged
threads or replace adjuster as required to allow ad-
justers to turn freely.

Assembly and Installation

Liberally lubricate all components with rear axle
lubricant.
(1) Install thrust washers on differential side gears
and position gears in case. BEARING
(2) Place thrust washers on both differential pin-
ion gears and mesh the pinion gears with the side
gears, having pinion gears exactly 180 degrees apart.
(3) Rotate side gears to align pinion gears and
washers with differential pinion shaft holes in case.
(4) Install differential pinion shaft with care not
to damage thrust washers. Hole in pinion shaft must NY 1030
align with lock pin hole in differential case. Fig. 15—Installing Differential Bearing Cone
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3-12 REAR AXLE
MAIN TOOL CENTRALIZING
WASHER
CROSS BORE ARBOR
GAUGE BLOCK
COMPRESSION
NUT
COMPRESSION
SLEEVE
CENTRALIZING TOOL
SLEEVE
REAR SPACER BEARING
SCREW SELECTIVE
WRENCH SPACER
NY1028

Fig. 16—Pinion Setting Gauge Tool C-37Ì5

shim that many thousandths thinner for installation. NY1026
If mark on pinion has a minus (-2), select a shim that
Fig. 18—Installing Pinion Shim and Rear
many thousandths thicker for installation. Treat oth- Bearing Cone
er pinion markings in a similar manner.
The new cone shims range in thickness from .020 sary in order to properly install pinion front bearing
inch to .038 inch and have three internal centering cone due to interference fit. CAUTION: During in-
tabs that bend when tightened against the drive pinion stallation of pinion front bearing cone, be careful not
head fillet, they may be installed with either side to collapse spacer.
against the drive pinion head. Each shim is stamped (18) Remove tool and flange from pinion stem.
with a number that represents its thickness in thou- (19) Install drive pinion oil seal using Tool C-4002
sandths of an inch (23 equals .023 inch). (Fig. 19). Seal is properly installed when seal flange
(15) Remove tool arbor and tool from axle hous- contacts housing flange face (outside diameter of seal
ing. is precoated with a special sealer so no sealing com-
(16) Place selected shim and rear pinion bearing pound is required).
cone on pinion stem (make certain that pinion head (20) While supporting pinion in carrier, reinstall
contact surface, bearing cone, and washer are clean companion flange with Tool C¯37I8 and holding Tool
and free from foreign particles). Using installing C-3281 (Fig. 20). Remove tools and install Belleville
sleeve Tool C-3717, press bearing on pinion stem washer (convex side out) and pinion nut. Hold com-
(Fig. 18). panion flange with holding Tool C-3281.
(17) Lubricate front and rear bearing cones with Maintain "feel" of diminishing end play while
rear axle lubricant. Insert drive pinion and bearing rotating nut. When no end play can be detected,
assembly through axle casting. Install collapsible
spacer over pinion stem. Position pinion front bearing
cone over pinion stem. Install companion flange using
Tool C-3718 and holding Tool C-3281. This is neces-

ARBOR

GAUGE BLOCK

SPACER (SELECTIVE) NYIO27A

NYlO25Ai
Fig. 17-Measuring Housing for Pinion Shim
Thickness Fig. 19-lnstaU¡ng Pinion Oil Seal
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 REAR AXLE 3-13

same teeth are engaged during all backlash measure-

ments. (B) It is also important to maintain specified
adjuster torque to obtain accurate differential bear-
ing preload and drive gear backlash settings. Exces-
sive torque will introduce high bearing load and cause
premature bearing failures. Inadequate torque will
not support the drive gear properly and may lead to
free play of the differential assembly and excessive
drive gear noise.
NOTE: Differential bearing cups will not always
move directly with the adjusters, therefore to insure
TOOL NY1024 accurate adjustment changes and to maintain gear
mesh index, bearings must be seated by oscillating
Fig. 20—Installing Companion Flange drive pinion a half turn in each direction five to ten
measure pinion bearing preload with an inch-pound times each time adjusters are moved.
torque wrench. The correct bearing preload specifica- (1) Using Tool C-4164 turn each hex adjuster in
tion is 15-30 pound-inches for new bearings. (If a until bearing free play is eliminated with some drive
NEW front bearing was used with the ORIGINAL gear backlash (approximately .010 inch) existing be-
rear bearing when the axle was built, the correct tween drive gear and pinion. Seat rollers per note
bearing preload is 10-20 pound-inches. If initial pre- above.
load is below specified range, continue tightening pin- (2) Install dial indicator Tool C-3339 (Fig. 21) and
ion nut in small increments and checking until proper position contact point against drive side of gear
preload is obtained. Bearing preload should be uni- tooth. To find point of minimum backlash, check
form during a complete revolution. A preload reading backlash at 4 positions at approximately 90 degree
that varies during rotation indicates a binding condi- intervals around drive gear. Rotate gear to position
tion that must be corrected. The assembly is not of least backlash. Mark the index so that all backlash
acceptable if final pinion nut torque is below 210 readings will be taken with the same teeth in mesh.
foot-pounds or pinion bearing preload is not within (3) Loosen right adjuster and tighten left adjuster
specifications. until the backlash is .003-.004 inch with each adjuster
CAUTION: UNDER NO CIRCUMSTANCES tightened to 10 foot-pounds. Again seat bearings per
SHOULD THE PINION NUT BE BACKED OFF TO note. Tighten differential bearing cap bolts to 45 foot-
LESSEN PRELOAD. IF THE DESIRED PRELOAD pounds. Using Tool C-4164 tighten right hex adjuster
IS EXCEEDED, A NEW COLLAPSIBLE SPACER to 70 foot-pounds. Again seat bearings per note. Con-
MUST BE INSTALLED AND NUT RETIGHTENED tinue to tighten right adjuster and seat rollers until
UNTIL PROPER PRELOAD IS OBTAINED! torque remains constant at 70 foot-pounds. Measure
(21) Rotate both hex adjusters as far outboard as backlash. If backlash does not measure between
possible. Coat differential bearing cones, cups and .004-.006 inch, increase torque on right adjuster and
adjusters with axle lubricant. Carefully position dif- seat bearings per note until correct backlash is ob-
ferential assembly complete with bearing cups into tained. Tighten left adjuster to 70 foot-pounds. Seat
housing.
(22) Install differential bearing caps on their re-
spective sides, using marks made at disassembly.
(23) Install bearing cap bolts. Tighten top bolts to
10 foot-pounds. Tighten bottom bolts only finger tight
until head is just seated on bearing cap.

DIFFERENTIAL BEARING PRELOAD AND

DRIVE GEAR BACKLASH

There are two precautions which must be observed

when adjusting differential bearing preload and drive
gear backlash. (A) Permissable backlash variation is
.003 inch, for example, if the backlash is .006 inch at
the minimum point, it may be .009 at the maximum
point. This variation would be permissable runout. It * ^jH¡Vpr- PF163
is therefore important to index the gears so that the Fig. 2J— Dial Indicator Installed to Check Backlash
MyMopar.com
3-14 REAR AXLE
bearings per note until torque remains constant. If all THICKER SPACER NEEDED
previous steps have been properly performed, initial
reading on left adjuster will be approximately 70
foot-pounds. If it is substantially less, complete
procedure must be repeated.
(4) When adjustments are completed, install ad-
juster locks. Be sure lock teeth are engaged in adjust-
er threads. Tighten lock screws to 90 inch-pounds.

GEAR TOOTH CONTACT PATTERN

HEEL END-DRIVE HEEL END-COAST
(1) Apply a thin coat of Hydrated Ferric Oxide, SIDE (CONVEX) SIDE (CONCAVE) NR199
commonly known as Yellow Oxide of Iron, or equiva-
lent to both the drive and coast side of the drive gear Fig. 23—Incorrect Tooth Contact Pattern (Increase
teeth. Rotate drive gear one complete revolution in Spacer Thickness)
both directions while load is being applied with a pinion bearing mounting spacer (Fig. 24), which will
round bar or screwdriver between the carrier casting cause the high heel contact on drive side to lower and
and differential case flange. This action will leave a move toward the toe; the high toe contact on coast
distinct contact pattern on both the drive and coast side will lower and move toward the heel.
side of the drive gear teeth. (4) If after observing the contact pattern you find
The gear tooth contact pattern will disclose whether it resembles that in (Fig. 25), the drive pinion is too
the correct rear pinion bearing mounting shim has close to the centerline of the ring gear, the pattern
been installed and the drive gear backlash set prop- will appear low on the toe on drive side and low heel
erly. Backlash between the drive gear and pinion must contact on coast side. To correct this type tooth con-
be maintained within the specified limits until correct tact pattern, decrease the thickness of the rear pinion
tooth contact pattern is obtained. bearing mounting spacer (Fig. 26), which will cause
(2) Observe the contact pattern on the drive gear the low toe contact on drive side to raise and move
teeth and compare with those in Figs. 22, 23 and 25 toward the heel; low heel contact on coast side will
to determine if pattern is properly located. With pin- raise and move toward the toe.
ion depth of mesh and gear backlash set properly, (5) When correct tooth contact pattern is ob-
your contact pattern should resemble that in (Fig. tained, install propeller shaft, aligning scribe marks
22). Notice that the correct contact pattern is well made during disassembly. Tighten clamp screws to 15
centered on both drive and coast sides of the teeth. foot-pounds.
When tooth contact patterns are obtained by hand, (6) Using Tool C-3734, install new axle shaft inner
they are apt to be rather small. Under the actual oil seals. Carefully install axle shafts, tighten retainer
operating load, however, the contact area increases. plate nuts to 35 foot-pounds.
(3) If after observing the contact pattern you find (7) Install brake drums and wheels and tires. Re-
it resembles that in (Fig. 23), the drive pinion is too move block from brake pedal.
far away from centerline of the ring gear, the contact (8) Clean gasket surface of cover and axle hous-
pattern will appear high on the heel on drive side and ing. Install cover with new gasket. Tighten cover
high on toe on coast side. To correct this type tooth bolts to 20 foot-pounds.
contact pattern, increase the thickness of the rear
PATTERN MOVES TOWARD CENTER
PATTERN CLOSE TO CENTER AND DOWN

HEEL END-DRIVE HEEL END-COAST

NR200
HEEL END-DRIVE HEEL END-COAST SIDE (CONVEX) SIDE (CONCAVE)
SIDE (CONVEX) SIDE (CONCAVE) NR198
Fig. 24—Effect on Tooth Contact Pattern as Spacer
Fig. 22—Desired Tooth Contact Under Light Load Thickness is Increased

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 REAR AXLE 3-15

THINNER SPACER NEEDED REMOVAL AND REPLACEMENT OF DRIVE

PINION FLANGE AND OIL SEAL IN VEHICLE

On 7-1/4 axles that use the collapsible spacer to

obtain pinion bearing preload, the following
procedure for the removal and replacement of the
drive pinion flange and pinion oil seal must be fol-
lowed to assure that the proper bearing preload is
maintained in the axle assembly. If this procedure is
not followed, it could result in a premature failure of
HEEL END-DRIVE HEEL END-COAST
the axle.
SIDE (CONVEX) SIDE (CONCAVE) NR201 (1) Raise vehicle on hoist and make scribe marks
on propeller shaft universal joint, drive pinion flange
Fig. 25—Incorrect Tooth Contact Pattern (Decrease and end of pinion stem.
Spacer Thickness) (2) Disconnect propeller shaft at pinion flange and
(9) Raise rear hoist and remove stands. Raise or secure in an upright position to prevent damage to
lower hoist so vehicle is in a level position. front universal joint.
(10) Remove fill plug and fill rear axle with 2.0 (3) Remove rear wheels and brake drums to pre-
pints of rear axle lubricant or until lubricant is at vent any drag, or a possible false preload reading
bottom of filler hole to 5/8 inch below filler hole. could occur.
Replace and tighten fill plug. (4) Using inch-pound torque wrench C-685-A mea-
sure pinion bearing preload by rotating pinion with
LUBRICATION handle of wrench floating, read torque while wrench
is moving through several complete revolutions and
Multi-purpose Gear Lubricant, as defined by MIL·L- record. This operation is very important because pre-
2105-B (API GL-5) should be used on all rear axles load must be carefully reset when reassembling.
with conventional differentials; Chrysler Hypoid Lu- (5) With Tool C-3281 hold companion flange and
bricant part number 2933565 is an oil of this type and remove drive pinion nut and Belleville washer.
is recommended or equivalent. (6) Install companion flange remover Tool C-452
In Sure-Grip axles it is recommended that only and remove flange. Lower rear of vehicle to prevent
Chrysler Hypoid Lubricant part number 2933565 or lubricant leakage.
an equivalent be used. This lubricant, recommended (7) Using a screwdriver and hammer, remove pin-
for conventional differentials too, contains special ad- ion oil seal from carrier and clean the oil seal seat.
ditives to provide proper differential durability and (8) Inspect companion flange for cracks, worn
performance. splines, pitted, rough or corroded oil seal contacting
"SHOULD THE REAR AXLE BECOME SUB- surface. Repair or replace companion flange as neces-
MERGED IN WATER, THE LUBRICANT MUST BE sary.
CHANGED IMMEDIATELY TO AVOID THE POS-
(9) Install drive pinion oil seal using Tool C-4002.
Seal is properly installed when seal flange contacts
SIBILITY OF EARLY AXLE FAILURE RESULTING
housing flange face (outside diameter of seal is pre-
FROM CONTAMINATION OF THE LUBRICANT BY coated with a special sealer so no sealing compound is
WATER DRAWN INTO THE VENT HOLE/' required).
PATTERN MOVES INWARD AND UP (10) Position companion flange on pinion stem,
being careful to match scribe marks made previously.
(11) Install companion flange with installing Tool
C-3718 and holding Tool C-3281.
(12) Remove tool and install Belleville washer
(convex side of washer out) and pinion nut.
(13) Hold universal joint flange with holding Tool
C-3718 and tighten pinion nut to 210 foot-pounds. Ro-
tate pinion several complete revolutions to assure that
bearing rollers are properly seated. Using an inch-
HEEL END-DRIVE HEEL E N D - COAST pounds torque wrench C-685-A measure pinion bear-
SIDE (CONCAVE) NR2O2
SIDE (CONVEX) ing preload. Continue tightening pinion nut and check-
ing preload until preload is at the original established
Fig. 26-Effect on Tooth Contact Pattern as Spacer
Thickness is Decreased setting found in step 4. Under no circumstances

MyMopar.com
3-16 REAR AXLE

should the preload be more than 5 inch-pounds over UNTIL PROPER PRELOAD IS OBTAINED. IN ADDI-
the established setting found at time of checking in TION, THE UNIVERSAL JOINT FLANGE MUST
step 4 of procedure. NEVER BE HAMMERED ON, OR POWER TOOLS
Bearing preload should be uniform during a com- USED.
plete revolution. A preload reading that varies during (14) Install propeller shaft (match scribe marks
rotation indicates a binding condition that must be on propeller shaft universal joint and pinion flange).
corrected. The assembly is not acceptable if final pin- Tighten clamp screws to 15 foot-pounds.
ion nut torque is below 210 foot-pounds or pinion (15) Install rear brake drums and wheels and
bearing preload is not within specifications. tighten nuts to 55 foot-pounds.
CAUTION: UNDER NO CIRCUMSTANCES (16) Raise vehicle to a level position so axle as-
SHOULD THE PINION NUT BE BACKED OFF TO sembly is at correct running position and check lubri-
LESSEN PRELOAD. IF THE DESIRED PRELOAD cant level. Add correct type of lubricant required to
IS EXCEEDED, A NEW COLLAPSIBLE SPACER bring lubricant to proper level.
MUST BE INSTALLED AND NUT RETIGHTENED

REAR AXLE ASSEMBLY 8 - 1 / 4 I N . RING GEAR

INDEX
Page Page
Axle Shafts and Bearings 18 Lubrication 28
Assembly and Installation 18 Rear Axle Assembly 19
Removal and Disassembly 18 Installation 20
Differential Bearing Preload and Removal 19
Drive Gear Backlash 26 Removal and Replacement of Drive Pinion
Differential Reconditioning 20 Flange and Oil Seal in Vehicle 28
Assembly and Installation 23 Service Diagnosis 4
Cleaning and Inspection 22 Service Procedures 18
Removal and Disassembly 20 Specifications 48
Gear Tooth Contact Pattern 27 Tightening Reference 49
General Information 16 Tool Identification Pictures 50
GENERAL INFORMATION
CAUTION: Anytime rear axle servicing is neces- reading with conventional differentials. With no load
sary, or axle is being rotated through use of the on the engine, it is possible to attain tire rotational
engine or other means, ELEVATE BOTH REAR speeds sufficient to cause violent tire failure and
WHEELS. create a hazardous situation.
NOTE: When on-the-car rear tire balance it attempted
TIRE WHEEL BALANCE with vehicles of Sure-Grip type differential, elevate
both rear wheels and remove wheel not being bal-
NOTE: Off the car balancing is the preferred method. anced. Replace wheel nuts and tighten securely. Both
Balancing tires on the car essentially balances the front wheels must be securely blocked to prevent any
tire, wheel and brake drum or rotor. This balance vehicle movement. When attempting rear tire balance
condition is lost when tires are rotated to equalize of this type with both rear wheels off the ground, a 35
tire tread wear, or when tires are removed for mile¯per-hour speedometer reading will indicate a 35
any reason and not reinstalled in the same po- m¡le-per-hour rear wheel speed. A 70 mile-per-hour
sition and indexed on the studs exactly as be- speedometer reading is the maximum necessary for
fore removal. However, where on-the-car rear tire dynamic tire balance. When said wheel is satisfac-
balance is attempted, both front wheels must be se- torily balanced, replace the unbalanced wheel and
curely blocked to prevent any vehicle movement. On balance it in the same manner. It is not necessary to
vehicles of standard type differential (not equipped remove the balanced wheel.
with Sure-Grip), only the rear wheel being balanced CAUTION: Do not exceed a 70 mph for Sure Grip
should be off the ground. When attempting rear tire type differentials. With no load on the engine, it is
balance of this type with ONE rear wheel off the possible to attain tire rotational speeds sufficient to
ground, a 35 m¡le-per-hour speedometer reading will cause violent tire failure and create a hazardous situ-
indicate a 70 mile-per-hour rear wheel speed. The 35 ation.
mile-per-hour speedometer reading is the maximum For additional information refer to the instructions
necessary for dynamic tire balance. supplied by manufacturer of balancing equipment
CAUTÏON: Do not exceed a 35 mph speedometer being used.

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 REAR AXLE 3-17

NU969

Fig, 1-8-1/4 inch Rear Axle Assembly

This 8-1/4 in. diameter axle assembly shown in chined counterbores in the case. The differential pin-
(Fig. 1), is of the integral carrier housing hypoid ion gears have a smooth surface and are held in
gear type in which the centerline of the drive pinion position by a solid pinion shaft mounted and locked in
is mounted below the centerline of the ring gear. the case by means of a lock screw. All four of the
The rear axle housing is an iron casting with tubu- gears are in mesh with each other, and because the
lar legs pressed into and welded to the carrier to differential pinions turn freely on the pinion shaft,
form a complete carrier and tube assembly. A remov- they act as idler gears when the rear wheels are
able stamped steel cover bolted to the rear of the turning a different speed.
carrier, permits inspection and service of the differ- The differential case is supported in the carrier by
ential without removing the complete rear axle from two tapered roller bearing cones which are a press-fit
the vehicle. on the differential case hubs. A new type threaded
A Sure Grip Differential is available in the 8-1/4 differential bearing adjuster with a hex drive hole is
inch Axle Assembly, similar to those used in the located in each bearing pedestal cap and perform
7-1/4 and 8-3/4 inch axle assemblies. Refer to the three functions. They eliminate the differential case
Sure Grip Differential Section of the Axle Group for side play; they adjust and maintain the backlash be-
the Servicing Procedures. tween the ring gear and drive pinion; and establish a
A stamped small metal tag is attached beneath one means of obtaining differential bearing preload.
of the cover screws to identify the axle ratio. The rear axle shaft wheel bearings are of a
The drive pinion is supported by two preloaded straight roller type and roll directly on the axle
taper roller bearings. The front and rear pinion bear- shaft. The bearing consists of an outer race, bearing
ing cones are a press-fit on the pinion stem. The front cage and rollers and retaining snap rings which retain
and rear pinion bearing cups are a press-fit against a the cage and rollers in the outer race. The bearing
shoulder that is recessed in carrier casting. The drive assembly is a snug press-fit to loose fit in the axle
pinion depth of mesh adjustment is controlled by the housing tube and is held in position by the axle shaft
use of metal shims which are installed between the seal. The axle shaft slides into position through the
rear pinion bearing cup and the carrier casting. seal and bearing. Both the seal and bearing rollers
Drive pinion bearing preload is obtained by means ride directly on a common ground journal surface on
of a metal collapsible spacer positioned between the the axle shaft. The axle shaft splines engage the dif-
front and rear pinion bearing cones. The spacer is ferential side gear with a loose fit. The axle shaft has
compressed to provide the necessary required pinion two machined circular grooves near the inner end of
bearing preload by tightening the pinion flange nut. the axle shafts. The axle shafts are retained in the
The differential case is of one-piece construction. assembly by means of the "C" washers positioned in
Two side gears and two pinion gears are housed with- the circular grooves. When the axle shafts and "C"
in the case and are backed by thrust washers. The washers are properly installed, the outer portion of
two side gears are splined internally to drive each of the "C" washer will be positioned in the machined
the axle shafts, and are positioned to turn in ma- recess of the side gear which will prevent the re-
MyMopar.com
3-18 REAR AXLE-

moval of the washer and axle shaft. With the differ- rear axle lubricant level being maintained in the
ential pinion shaft installed, and retained by its lock tubes of the housing during operation.
screw, axle shaft retainers are securely locked in Considering the precise nature of the special tools
place and cannot slide out. Therefore, with the axial required for proper adjustment of the interrelated
movement of the axle shafts controlled in this way, components, replacing worn or damaged components,
no axle shaft bearing end play adjustment is re- the following suitable factory approved tools (Fig. 2)
quired. are considered essential in order to properly service
The axle shaft bearings are lubricated by means of the 8-1/4 in. rear axle assembly.
SERVICE PROCEDURES
AXLE SHAFT AND BEARINGS the seal to leak.
(9) To remove the axle shaft bearing from axle
Removal and Disassembly housing (Fig. 5), use Tool C-4167. Attach Tool C-637 to
(1) Raise vehicle to a good desirable working end of selected remover, using a slide hammer motion,
height and remove the rear wheel and tire assembly remove axle shaft bearing and inspect and discard if
and brake drum. axle shaft or bearing shows any of the conditions in
(2) Clean all dirt and foreign material from area step 7. If axle shaft and bearing show no signs of dis-
of housing cover. tress, they can be reinstalled along with a new axle
(3) Loosen housing cover and drain lubricant from shaft seal. Never reuse an axle shaft seal under any
rear axle and proceed to remove cover. circumstances once it has been removed.
(4) Turn differential case to make differential pin- CAUTION: Inspect housing bearing shoulder for
ion shaft lock screw accessable and remove lock burrs, and remove any if present, otherwise bearing
screw and pinion shaft (Fig. 3). could be cocked during installation.
(5) Push axle shafts toward center of vehicle and
remove the "C" washer locks from recessed groove of Assembly and Installation
axle shaft (Fig. 4). (1) Wipe axle shaft bearing cavity of axle housing
(6) Remove axle shaft from housing being careful clean.
not to damage the straight roller type axle shaft (2) Insert axle shaft bearing onto pilot of proper
bearing which will remain in the rear axle housing. Bearing Installer Tool C-4198 and handle C-4171. In-
(7) Inspect the axle shaft bearing surfaces for sert axle shaft bearing into cavity making sure it is
signs of brinnelling, spalling or pitting. If any of these not cocked in bore and bottoms against the shoulder.
conditions are present both the shaft and the bearing CAUTION: Under no circumstances should the seal
should be replaced. The normal bearing contact on the be used to position or bottom the bearing in its bore
shaft will be a dull grey and may appear lightly as this would damage the seal.
dented. (3) Install axle shaft bearing seal using Tool C-4130
(8) Remove axle shaft seal from housing bore (Fig. 6) until the outer flange of tool bottoms against
using the button end of axle shaft. The axle shaft housing flange face. This positions the seal to the
splines will cause sharp dents on the end of the hous- proper depth beyond the end of the flange face.
ing. Polish these dents smooth or they will tear the (4) Slide axle shaft into place being careful that
rubber on the outside diameter of the seal and cause
TORQUE SP-3194B C-452 C-293 C-4076
WRENCH / $p.538O
ALLEN
WRENCH I,^ÌSP-5385

SP-54O8\^/f_J
C-4040 ADAPTERS ADAPTERS C-748
OR NO. 42 NO. 44 C- NU97ì
C-4105
DD-¯955 c-4Ö79 NU97OB
Fig. 3—Removal or Installation of Differential
Fig. 2-8-1/4 inch Rear Axle Tools Pinion Shaft Lock Pin
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 D-
REAR AXLE 3-19
TOOL

SEAL
NU974

Fig. 6-lnstall¡ng Axle Shaft Oil Seal

in an "overfill" condition. Replace and tighten fill
plug.
(11) Lower vehicle and test operation of brake
Fig. 4-Removal or Installation of Axle Shaft "C" and axle assembly.
Washer Locks
splines of shaft do not damage oil seal and properly REAR AXLE ASSEMBLY
engage with splines of differential side gears. Removal
(5) With axle shaft in place, install the "C" wash- (1) Raise vehicle to a comfortable working height
er locks in recessed grooves of axle shaft, and pull that will permit floor stands to be installed at front of
outward on shaft so the "C" washer lock seats in the rear springs.
counterbore of differential side gear. (2) Block brake pedal in the "up" position using a
(6) Install differential pinion shaft through case wooden block.
and pinions, aligning hole in shaft with lock screw (3) Loosen and remove rear wheels.
hole. Install lock screw and tighten securely. (4) Disconnect hydraulic brake lines at wheel
(7) Clean housing and cover gasket surfaces and cylinders and cap fittings to prevent loss of brake
using a new gasket, install cover and torque cover fluid.
bolts to 15-25 foot-pounds. Beneath one of the cover (5) Disconnect parking brake cables.
bolts, install the ratio identification tag. To maintain proper drive line balance when reas-
sembling, make scribe marks on the propeller shaft
(8) Install brake drum and wheel and tire assem- universal joint and the pinion flange before removal.
bly torque wheel nuts to 65 foot-pounds in the proper (6) Disconnect propeller shaft at differential pin-
sequence (Fig. 7). ion flange and secure in an upright position to prevent
(9) Raise or lower vehicle hoist until vehicle is in a damage to front universal joint.
level position. (7) Remove shock absorbers from spring plate
(10) Remove fill plug and fill rear axle with 4.4 studs and loosen rear spring "U" bolt nuts and re-
pints or until lubricant is 1/8 inch to 1/4 inch below move "U" bolts.
filler hole with Multi-Purpose gear lubricant meeting
MIL-L-2105-B, Chrysler Part No. 2933565 is a lubri-
cant of this kind and is recommended or equivalent.
Do not fill to level of filler plug hole as this will result
TOOL TOOL

NU973 NK105

Fig. 5—Removing Axle Shaft Bearing and Seal Fig. 7—Proper Wheel Nut Tightening Sequence
MyMopar.com
3-20 REAR AXLE
(8) Remove axle assembly from vehicle.
(9) Using a suitable cleaning solvent wash and
clean the outer surface of axle assembly and blow dry
with compressed air.
Installation
(1) With body supported at front of rear springs,
position rear axle assembly spring pads over the
spring center bolts.
(2) Install spring "U" bolts and tighten nuts to 45
foot-pounds and install shock absorbers on spring
plate studs.
(3) Connect parking brake cables.
(4) Connect hydraulic brake lines at wheel cylin-
ders, adjust brakes and bleed brakes.
(6) Install rear universal joint of propeller shaft in
same position as removed (match scribe marks on
propeller shaft universal joint and pinion flange).
PINCH BAR NU975
Tighten universal joint clamps to 170-200 inch-
pounds. F¡g. 8-Checking Differential Side Play
(8) Install rear wheels and tighten nuts to 65 foot-
pounds in the proper tightening sequence. should be no side play. (Fig. 8).
(10) In preparing to measure drive gear runout on
DIFFERENTIAL RECONDITIONING differential case, (provided no side play was found)
mount a dial indicator tool C-3339 on pilot stud C-
Removal and Disassembly 3288-B, and load the indicator stem slightly when
NOTE: It is not necessary to remove the complete plunger is right angles to back face of drive gear
axle assembly to recondition the differential. (Fig. 9).
(1) Block brake pedal in the up position using a (11) Measure drive gear runout by turning drive
wooden block. gear several complete revolutions and reading dial
(2) Raise vehicle on hoist. Support body at front indicator. Mark drive gear and differential case at
of rear springs and lower rear hoist. point of maximum runout. The marking of differen-
(3) Remove rear wheels and brake drums. tial case will be very useful later in checking differen-
(4) To maintain proper drive line balance when tial case runout. Total indicator reading should be no
reassembling, make scribe marks on the propeller more than .005 inch. If runout exceeds .005 inch the
shaft universal joint and the pinion flange before re- differential case may be damaged. A test for case
moval. Disconnect propeller shaft at differential yoke
runout will be described later.
and secure in an upright position to prevent damage
(12) Using an inch-pound torque wrench, measure
to front universal joint.
pinion bearing preload and record. Remove drive pin-
(5) Loosen and remove housing cover screws, and
ion nut and washer. Using Tool C-452 and holding
remove cover to drain lubricant.
(6) Using a suitable cleaning solvent wash and
clean inside the axle housing and differential case and
drive assembly.
(7) Turn differential case to make differential pin-
ion lock screw accessable and remove lock screw and
pinion shaft. Push both axle shafts toward center of
vehicle and remove "C" washer locks from recessed
groove of axle shaft.
(8) Remove axle shafts from housing being care-
ful not to damage the straight roller type axle shaft
bearings which will remain in the housing.
Side play and runout checks taken during disas-
sembly will be very useful in reassembly.
(9) Measure for differential side play. Position a
screwdriver or pinch bar between left side of axle
housing and differential case flange, then using a pry- NU976
ing motion determine if side play is present. There Fig. 9-Measuring Drive Gear Runout

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 REAR AXLE 3-21

FLANGE
NU977 TOOL C-4164 PF164

Fig. 70—Removing Drive Pinion Companion Flange Fig. 12-Tool C-4164 Positioned to Loosen or
Tool C-3281 remove drive pinion flange (Fig. 10). Tighten Hex Adjuster
(13) Using a screwdriver tip and hammer, remove cup must be replaced with new parts. Discard collaps-
the drive pinion oil seal from carrier casting and ible spacer.
discard. (19) Using a flat end brass drift and hammer, re-
(14) Mark axle housing and differential bearing move front and rear bearing cups from housing. Re-
caps for proper relocation during reassembly (Fig. move the shim from behind rear bearing cup and
11). record thickness which can be very helpful during
reassembly. Discard the damaged shim.
(15) Remove adjuster lock from each bearing cap.
(20) Remove rear bearing cone from drive pinion
Loosen but do not remove bearing caps. stem using Tool C-293-P and adapters No. 42. Care
(16) Insert Tool C-4164 through axle tube on each must be taken to insure that the adapters are located
side and loosen hex adjuster (Fig. 12). so as not to pull on bearing cage (Fig. 14).
(17) Place one hand on differential assembly to (21) Mount differential case and ring gear assem-
hold it in position. Using extreme caution remove bly in a vise equipped with soft jaws (brass).
bearing caps, adjusters and differential assembly (22) Remove and discard drive gear bolts. Bolts
(Fig. 13). Differential bearing cups and threaded ad- are left hand thread. With non-metallic hammer or
justers must be kept with respective bearing cones. brass drift, tap drive gear loose from differential case
(18) To remove drive pinion or front pinion bear- pilot and remove.
ing cone, the pinion stem must be driven rearward
out of the bearing. This will result in damage to
bearing rollers and cup and both bearing cone and THREADED
J HEX ADJUSTER
PUNCH MARKS PUNCH MARKS

NU978 PF165

Fig. I T —Marking Bearing Caps and Housing for Fig. 13—8-7/4 inch Axle with One Bearing Cap
Proper Identification Removed
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3-22 REAR AXLE-
TOOL positioning the drive gear 180 degrees from point of
maximum runout when reassembling drive gear on
differential case (Fig. 15).
(27) Loosen and remove pedestal cap bolts and
remove differential case assembly from carrier and
tube assembly.
(28) Rotate differential side gears until differen-
TOOL ADAPTERS tial pinions appear at differential case window open-
ing and remove.
(29) Remove differential side gears and thrust
washers.
(30) Remove differential bearing cones using Tool
C-293-P and adapter plates No. 44 (Fig. 16).

Cleaning and Inspection

(1) Wash and clean all parts in a suitable cleaning
solvent and with the exception of bearings, dry with
NU979 compressed air. To clean axle housing tubes, insert a
stiff wire into tube, attach a clean cloth to wire at
Fig. 14—Removing Drive Pinion Rear Bearing Cone center section and withdraw from center outward.
(23) If drive gear runout exceeded .005 inch in (2) All machined contact surfaces in the axle
step 9, differential case flange runout should be housing and differential bearing caps should be
remeasured. Install differential case and respective smooth and free of any raised edges. Front and rear
bearing cups and adjusters in housing. pinion bearing cup bore machine surfaces should be
(24) Install bearing caps and bearing cap bolts. smooth. Raised metal on shoulders of bores incurred
Tighten bearing cap bolts down lightly and using Tool in removal of cups should be flattened by use of a flat
C-4164 screw in both hex adjusters until all side play nosed punch.
in bearings has been eliminated. (3) Axle shaft oil seal bores at both ends of hous-
(25) Attach a dial indicator Tool C-3339 to hous- ing should be smooth and free of rust and corrosion.
ing so pointer of indicator squarely contacts drive This also applies to brake support plate and housing
gear surface of differential case flange between outer flange face surface.
edge of flange and drive gear bolt holes. (4) Axle shaft bearings should be washed and
(26) Rotate differential case several complete cleaned and inspected for pitting, spallings or imper-
revolutions while noting total indicator reading. This fections in axle shaft roller surface or bearing rollers.
reading must not exceed .003 inch runout. If runout is If either or both are found to be unfit for further use,
in excess of .003 inch, differential case must be re- discard and replace with new parts. (The axle shaft
placed. In a case where the runout does not exceed
TOOL
.003 inch it is often possible to reduce the runout by

TOOL ADAPTERS

NU98O
Fig. Ì5-Check¡ng Drive Gear Mounting Flange Face NU98l
Runout Fig. 16—Removing Differential Bearing Cone
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 REAR AXLE 3-23
and bearing are serviced separately).
(5) The axle shaft splines should be smooth and
free of excessive wear. The axle shaft oil seal journal
should be smooth and free of nicks, scratches or blem-
ishes. To remove any imperfections, polish with No.
600 crocus cloth (without reducing diameter of axle
shaft oil seal surface).
(6) Differential bearings and front and rear pinion
bearing cone and cup assemblies should have a
smooth appearance with no broken or dented sur-
faces on rollers or roller contact surfaces. The bear-
ing roller retainer cages must not be distorted or
cracked. When replacing bearings, always replace the
cup and cone in a set only.
(7) Inspect drive gear and pinion for worn or \ NU4O3
chipped teeth or damaged attaching bolt threads. If
replacement is necessary, replace both the drive gear Fig. 17—Stoning Chamfer of Ring Gear
and drive pinion as they are available in matched sets ring gear (Fig. 17). This is very important otherwise
only. during the installation of ring gear on differential
(8) Inspect universal joint flange for cracks, worn case, the sharp edge will remove metal from the pilot
splines, pitted, rough or corroded oil seal contact sur- diameter of case and can get imbedded between dif-
face. Repair or replace universal joint flange as neces- ferential case flange and gear; causing ring gear not to
sary. seat properly.
(9) Inspect drive pinion bearing shim for breakage (6) Heat the ring gear with a heat lamp or by
or distortion and replace if necessary during the es- immersing the gear in a hot fluid (water or oil). The
tablishment of setting depth of mesh. temperature should not exceed 300 degrees Fahren-
(10) Differential side gears and pinions should heit. DO NOT USE A TORCH. It is advantageous to
have smooth teeth with a uniform contact pattern use pilot studs equally spaced in three positions to
without excessive wear or broken surfaces. The dif-
align the gear to the case (Fig. 18).
ferential side gear hub surfaces and thrust washer
(7) Using new drive gear screws (left hand
contact surfaces should be smooth and free from any
threads) insert through case flange and into drive
scoring or metal pickup.
gear.
(11) The machined thrust washer surface areas (8) Position unit between brass jaws of a vise and
inside the differential case should be polished and alternately tighten each screw to 55 foot-pounds.
with no surface imperfections. The pinion shaft bore
in differential case should be round and without ex- (9) Position each differential bearing cone on hub
cessive wear in areas of contact with either differen- of differential case (taper away from drive gear) and
tial case or differential pinions. with installing Tool C-4107 install bearing cones. An
(12) Inspect axle shaft "C" lock washers for signs arbor press may be used in conjunction with installing
of cracks or wear and replace if necessary. PILOT STUDS PILOT STUDS

Assembly and Installation

Liberally lubricate all components with rear axle
lubricant.
(1) Install thrust washers on differential side
gears and position gears in counterbores of differen-
tial case.
(2) Position thrust washers on both differential
pinion gears and mesh the pinion gears with the side
gears, having pinion gears exactly 180 degrees apart.
(3) Rotate side gears to align pinion gears and
washers with differential pinion shaft holes in case.
(4) The contact surface of the drive gear and dif-
ferential case flange must be clean and free of all ;¾PB363
burrs.
(5) Using an Arkansas stone, relieve the sharp Fig. 18-Us¡ng Pilot Studs to Locate Case to Heated
edge of the chamfer on the inside diameter of the Ring Gear
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3¯24 REAR AXLE-
Tool (Fig. 19). CAUTION: Never exert pressure SP-5380
REAR PINION BEARING FRONT PINION
against the bearing cage, since this would damage the BEARING
bearing. SP-5408
SP-535
Rear axle pinion setting gauge Tool C-3715 and
adapter set C-4084 is used to install drive pinion bear-
ing cups as well as to determine pinion depth of mesh
(Fig. 20).
(10) Start both drive pinion bearing cups into axle
housing bores making sure they are not cocked.
(11) Assemble spacer SP-5408 on main stem SP-
5385 followed by rear pinion bearing cone and insert
into axle carrier from rear side. SP-5383
(12) While holding assembly in carrier, install SP-5385
front pinion bearing cone over spacer SP-5382 and
position on stem of tool followed by compression Fig, 20—Rear Axle Setting Gauge Tool C-37I5 and
sleeve SP-3194-B, centralizing washer SP-534 and Adapter Set C-4084
main screw nut SP-3193. Hold compression sleeve false reading could occur.
with companion flange holding Tool C-3281 and tight- (14) Install gauge block SP-5383 on main tool and
en nut (Fig. 21) allowing tool to rotate as nut is being tighten screw with an Allen wrench securely.
tightened in order not to brinnel bearing or cups. (15) Position cross bore arbor SP-5380 in axle
The position of the drive pinion with respect to the housing differential bearing seats. Center the arbor
drive gear (depth of mesh) is determined by the so that an approximate equal distance is maintained
location of the bearing cup shoulders in the carrier at both ends. Position bearing caps and attaching
and by the portion of the pinion in back of the rear bolts on carrier pedestals and insert a piece of .002
bearing. The thickness of the rear pinion bearing inch shim stock between arbor and each cap. Tighten
mounting shim suitable for the axle can be deter- cap bolts to 10 foot-pounds.
mined by using Tool C-3715 and Adapter C-4084. (16) Using a feeler gauge select the proper thick-
(13) With main tool left in axle housing after in- ness of shims that will snugly fit between arbor and
stalling drive pinion bearing cups, loosen tool nut and
gauge block. This fit must be snug but not too tight
retighten nut to produce 10-30 inch-pounds of pre-
(similar to the pull of a feeler gauge). This measure-
load. Rotate after tightening to align bearing rollers.
ment is then used in determining the correct thick-
Make sure bearing rollers are lubricated otherwise a
ness shim pack for installation behind the rear pinion
bearing cup and carrier casting (Fig. 22).
HAMMER
(17) To select a shim pack for installation, read the
markings on the end of the pinion head (—0, — 1 ,
—2, + 1 , + 2 , etc.). When marking is —(minus), add
that amount to the thickness of shim pack selected in

BEARING

NU982 NU984

Fig. Ì9-Installing Differential Bearing Cone Fig. 21—Seating Bearing Cups in Axle Housing

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 REAR AXLE 3-25

FEELER GAUGE
(22) Insert drive pinion with rear bearing and new
collapsible spacer through axle casting and install the
pinion front bearing cone on the pinion from the
front of the casting.
Install companion flange using Tool C-3718 and
holding Tool C-3281. This is necessary in order to
properly install front pinion bearing cone on stem due
to interference fit. Remove tool and flange from pin-
ion stem. CAUTION: During the installation of front
pinion bearing be careful not to collapse the spacer.
(23) Position anti-clang washer over pinion stem.
Install drive pinion oil seal using Tool C-4076 until the
seal flange contacts the housing flange face (Fig. 24).
The outside diameter of seal is precoated with a spe-
NU985
cial sealer so no sealing compound is required.
Fig. 22-Determin¡ng Proper Shim Pack Thickness for (24) With pinion supported in axle assembly, in-
Drive Pinion Depth of Mesh stall companion flange. Using Tool C-3718 and holding
step (4). When the marking is +(plus), subtract that Tool C-3281 (Fig. 25) draw flange into position.
amount. Treat other pinion markings in a similar (25) Remove tools and install Belleville washer
manner. Shims are available in increments of .001 in. (convex side of washer out) and pinion nut.
from .061 in. thru .078 in. (26) Hold universal joint flange with holding Tool
(18) Remove the tool arbor and tool from axle C-3281 and tighten pinion nut to remove end play in
housing. pinion, while rotating the pinion to insure proper
(19) Using a brass drift or soft punch and ham- bearing roller seating.
mer, remove rear pinion bearing cup from casting. (27) Remove holding tool and rotate pinion sever-
(20) Position the correct thickness shim in axle al complete revolutions in both directions to permit
housing cup bore and install rear bearing cup as de- bearing rollers to seat.
scribed previously. When cup is properly seated, re- (28) Tighten pinion nut to 210 foot-pounds and
move tool and pinion bearing cones. measure pinion bearing preload by rotating pinion
(21) Lubricate rear drive pinion bearing cone and using an inch-pound torque wrench. The correct bear-
install bearing cone on pinion stem using Tool C-4040 ing preload specifications are 20-35 inch-pounds for
or DD¯955. An arbor press may be used in conjunc- new bearings with the pinion nut tightened to 210
tion with Tool (Fig. 23). foot-pounds minimum (Figs. 26, 27). If when rebuild-
ing the axle and the original rear pinion bearing and
a new front pinion bearing are used, the correct bear-
ing preload is 10 inch-pounds more than the reading
PRESS
you got at time of tear down with a minimum of 210
foot-pounds of torque on the pinion nut. If correct pre-
load cannot be obtained at 210 foot-pounds, continue
tightening pinion nut in small increments and check-
TOOL

NU986 NU987
Fig. 23-lnstaU¡ng Drive Pinion Rear Bearing Cone Fig. 24—Installing Drive Pinion Oil Seal
MyMopar.com
3¯26 REAR AXLE .¤

NU99O

Fig. 25—Installing Drive Pinion Companion Flange Fig. 27—Measuring Drive Pinion Bearing Preload
ing until proper preload is obtained. Bearing preload spective sides, using marks made at disassembly.
should be uniform during complete revolution. A pre- (31) Install bearing cap bolts. Tighten top bolts to
load reading that varies during rotation indicates a 10 foot-pounds. Tighten bottom bolts only finger tight
binding condition which must be corrected. The as- until head is just seated on bearing cap.
sembly is unacceptable if final pinion nut torque is
below 210 foot-pounds or pinion bearing preload is DIFFERENTIAL BEARING PRELOAD AND
not within specifications. DRIVE GEAR BACKLASH
NOTE: UNDER NO CIRCUMSTANCES SHOULD
THE PINION NUT BE BACKED OFF TO LESSEN There are two precautions which must be ob-
PINION BEARINGS PRELOAD. IF THE DESIRED served when adjusting differential bearing preload
PRELOAD IS EXCEEDED A NEW COLLAPSIBLE and drive gear backlash. (A) Permissable backlash
SPACER MUST BE INSTALLED AND NUT RE- variation is .003 inch, for example, if the backlash is
TIGHTENED UNTIL PROPER PRELOAD IS OB- .006 inch at the minimum point, it may be .009 at the
TAINED. maximum point. This variation would be permissable
(29) Coat differential bearing cones, cups and ad- runout. It is therefore important to index the gears
justers with axle lubricant. Carefully position differ- so that the same teeth are engaged during all back-
ential assembly complete with bearing cups into hous- lash measurements. (B) It is also important to
ing. maintain specified adjuster torque to obtain accurate
(30) Install differential bearing caps on their re- differential bearing preload and drive gear backlash
settings. Excessive torque will introduce high bearing
load and cause premature bearing failures. Inade-
quate torque will not support the drive gear properly
and may lead to free play of the differential assembly
and excessive drive gear noise.
NOTE: Differential bearing cups will not always
move directly with the adjusters, therefore to insure
accurate adjustment changes and to maintain gear
mesh index, bearings must be seated by oscillating
drive pinion a half turn in each direction five to ten
times each time adjusters are moved.
(1) Using Tool C-4164 turn each hex adjuster in
(Fig. 12) until bearing free play is eliminated with
some drive gear backlash (approximately .010 inch)
existing between drive gear and pinion. Seat rollers
per note above.
(2) Install dial indicator Tool C-3339 (Fig. 28) and
position contact point against drive side of gear
TORQUE WRENCH tooth. To find point of minimum backlash, check
Fig. 26—Tightening Drive Pinion Nut backlash at 4 positions at approximately 90 degree

MyMopar.com
 REAR AXLE 3-27
be maintained within the specified limits until correct
tooth contact pattern is obtained.
(2) Observe the contact pattern on the drive gear
teeth and compare with those in Figs. 29, 30 and 32
to determine if pattern is properly located. With pin-
ion depth of mesh and gear backlash set properly,
your contact pattern should resemble that in Fig. 29.
Notice that the correct contact pattern is well cen-
tered on both drive and coast sides of the teeth.
When tooth contact patterns are obtained by hand,
they are apt to be rather small. Under the actual
operating load, however, the contact area increases.
(3) If after observing the contact pattern you find
it resembles that in Fig. 30, the drive pinion is too far
PF166
away from centerline of the ring gear, the contact
Fig. 28-D¡al Indicator Installed to Check Backlash pattern will appear high on the heel on drive side and
high on toe on coast side. To correct this type tooth
intervals around drive gear. Rotate gear to position contact pattern, increase the thickness of shim pack
of least backlash. Mark the index so that all backlash located behind the rear pinion bearing cup (Fig. 31),
readings will be taken with the same teeth in mesh. which will cause the high heel contact on drive side to
(3) Loosen right adjuster and tighten left adjuster lower and move toward the toe; the high toe contact
until the backlash is .003-.004 inch with each adjuster on coast side will lower and move toward the heel.
tightened to 10 foot-pounds. Again seat bearings per (4) If after observing the contact pattern you find
note. Tighten differential bearing cap bolts to 100 it resembles that in Fig. 32, the drive pinion is too
foot-pounds. Using Tool C-4164 tighten right hex ad- close to the centerline of the ring gear, the pattern
juster to 70 foot-pounds. Again seat bearings per will appear low on the toe on drive side and low heel
note. Continue to tighten right adjuster and seat roll- contact on coast side. To correct this type tooth con-
ers until torque remains constant at 70 foot-pounds.
tact pattern, decrease the thickness of shim pack lo-
Measure backlash. If backlash does not measure be-
cated behind the rear pinion bearing cup (Fig. 33),
tween .006-.008 inch, increase torque on right adjust-
which will cause the low toe contact on drive side to
er and seat bearings per note until correct backlash
is obtained. Tighten left adjuster to 70 foot-pounds. raise and move toward the heel; low heel contact on
Seat bearing per note until torque remains constant. coast side will raise and move toward the toe.
If all previous steps have been properly performed, (5) When correct tooth contact pattern is ob-
initial reading on left adjuster will be approximately tained, install propeller shaft, aligning scribe marks
70 foot-pounds. If it is substantially less, complete made during disassembly. Tighten clamp screws to
procedure must be repeated. 170-200 inch-pounds.
(4) When adjustments are completed, install ad- (6) Carefully install axle shafts.
juster locks. Be sure lock finger is engaged in adjust- (7) With axle shafts in place, install the "C" wash-
er hole. Tighten lock screws to 90 inch-pounds. er locks in recessed grooves of axle shafts, pull out-
ward on each shaft so "C" washer lock seats in coun-
GEAR TOOTH CONTACT PATTERN terbore of differential side gear.
PATTERN CLOSE TO CENTER
(1) Apply a thin coat of Hydrated Ferric Oxide,
commonly known as Yellow Oxide of Iron, or equiva-
lent to both the drive and coast side of the drive gear
teeth. Rotate drive gear one complete revolution in
both directions while load is being applied with a
round bar or screwdriver between the carrier casting
and differential case flange. This action will leave a
distinct contact pattern on both the drive and coast
side of the drive gear teeth.
The gear tooth contact pattern will disclose wheth-
er the correct rear pinion bearing mounting shim has HEEL END-DRIVE HEEL END-COAST
SiDE (CONVEX) SIDE (CONCAVE) NR198
been installed and the drive gear backlash set proper-
ly. Backlash between the drive gear and pinion must Fig. 29-Desired Tooth Contact Under Light Load

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3-28 REAR AXLE
THICKER SPACER NEEDED THINNER SPACER NEEDED

HEEL END-DRIVE HEEL END-COAST HEEL END-DRIVE HEEL END-COAST

SIDE (CONVEX) SIDE (CONCAVE) NR199 SIDE (CONVEX) SIDE (CONCAVE) NR201

Fig. 30—Incorrect Tooth Contact Pattern (Increase F¡g. 32—Incorrect Tooth Contact Pattern (Decrease
Spacer Thickness) Spacer Thickness)
(8) Install differential pinion shaft through case is recommended or equivalent.
and pinions, aligning hole in shaft with lock screw In Sure-Grip axles it is recommended that only
hole. Install lock screw and tighten securely. Chrysler Hypoid Lubricant part number 2933565 or
(9) Clean gasket surface of cover and axle hous- an equivalent be used. This lubricant, recommended
ing. Install cover with new gasket. Tighten cover for conventional differentials too, contains special ad-
bolts to 15-25 foot-pounds. Beneath one of the cover ditives to provide proper differential durability and
bolts, install the ratio identification tag. performance.
(10) Install brake drums and wheel and tire as- "SHOULD THE REAR AXLE BECOME SUB-
semblies. Tighten wheel nuts to 65 foot-pounds in MERGED IN WATER, THE LUBRICANT MUST BE
proper sequence (Fig. 7). Remove block from brake CHANGED IMMEDIATELY TO AVOID THE POS-
pedal. SIBILITY OF EARLY AXLE FAILURE RESULTING
(11) Raise rear hoist and remove stands. Raise or FROM CONTAMINATION OF THE LUBRICANT BY
lower hoist so vehicle is in a level position. WATER DRAWN INTO THE VENT HOLE."
(12) Remove fill plug and fill rear axle with 4.4
pints or until lubricant is 1/8 inch to 1/4 inch below REMOVAL AND REPLACEMENT OF DRIVE
filler hole. Do not fill to level of filler plug hole as this PINION FLANGE AND OIL SEAL IN VEHICLE
will result in an "overfill" condition. Replace and On 8-1/4 in. rear axle assemblies using the collapsi-
tighten fill plug. ble spacer to obtain pinion bearing preload, the fol-
(13) Lower vehicle and test operation of brake lowing procedure for the removal and replacement of
and axle assembly. the drive pinion flange and pinion oil seal must be
followed to assure that the proper bearing preload is
LUBRICATION maintained in the axle assembly. If this procedure is
Multi-purpose Gear Lubricant, as defined by MIL-L· not followed it could result in a premature failure of
2105-B (API GL-5) should be used in all rear axles the axle.
with conventional differentials; Chrysler Hypoid Lu- (1) Raise vehicle on hoist and make scribe marks
bricant part number 2933565 is an oil of this type and on propeller shaft, shaft universal joint, drive pinion
PATTERN MOVES TOWARD CENTER
AND DOWN PATTERN MOVES INWARD AND UP

HEEL END-DRIVE HEEL END-COAST HEEL END-DRIVE HEEL END- COAST

SIDE (CONVEX) SIDE (CONCAVE) NR200 SIDE (CONVEX) SIDE (CONCAVE) NR2O2

Fig. 3ì—Effect on Tooth Contact Pattern as Spacer Fig. 33—Effect on Tooth Contact Pattern as Spacer
Thickness is Increased Thickness is Decreased

MyMopar.com
¤- REAR AXLE 3-29
flange and end of pinion stem. (12) Install companion flange with installing Tool
(2) Disconnect propeller shaft at pinion flange and C-3718 and holding Tool C-328l.
secure in an upright position to prevent damage to (13) Remove tool and install Belleville washer
front universal joint. (convex side of washer out) and pinion nut.
(3) Remove the rear wheels and brake drums to (14) Hold universal joint flange with holding Tool
prevent any drag or a possible false preload reading C-3281 and tighten pinion nut to 210 foot-pounds.
could occur. Rotate pinion several complete revolutions to assure
(4) Using inch-pound torque wrench C-685-A mea- that bearing rollers are properly seated. Using an
sure pinion bearing preload by rotating pinion with inch-pound torque wrench C-685-A measure pinion
handle of wrench floating, read the torque while bearing preload. Continue tightening pinion nut and
wrench is moving through several complete revolu- checking preload until preload is at the original es-
tions and record. This operation is very important tablished setting you found in Step 4. Under no cir-
because preload must be carefully reset when reas- cumstances should the preload be more than 10 inch-
sembling. pounds over the established setting found at time of
(5) With Tool C-3281 hold companion flange and checking in Step 4 of procedure.
remove drive pinion nut and Belleville washer. Bearing preload should be uniform during a com-
(6) Install companion flange remover Tool C-452 plete revolution. A preload reading that varies during
and remove flange. Lower rear of vehicle to prevent rotation indicates a binding condition which has to be
lubrication leakage. corrected. The assembly is unacceptable if final pinion
(7) Using a screwdriver and hammer, remove the nut torque is below 210 foot-pounds or pinion bearing
pinion oil seal from the carrier and clean the oil seal preload is not within the correct specifications.
seat. CAUTION: UNDER NO CIRCUMSTANCES
(8) Check splines on pinion shaft stem to be sure SHOULD THE PINION NUT BE BACKED OFF TO
they are free of burrs or are not worn badly. If burrs LESSEN PINION BEARING PRELOAD. IF THE
are evident remove them using crocus cloth by work- DESIRED PRELOAD IS EXCEEDED A NEW COL-
ing in a rotational motion. Wipe the pinion stem LAPSIBLE SPACER MUST BE INSTALLED AND
clean. NUT RETIGHTENED UNTIL PROPER PRELOAD
(9) Inspect companion flange for cracks, worn IS OBTAINED. IN ADDITION, THE UNIVERSAL
splines, pitted, rough or corroded oil seal contacting JOINT FLANGE MUST NEVER BE HAAAMERED
surface. Repair or replace companion flange as neces- ON OR POWER TOOLS USED.
sary. (15) Install propeller shaft (match scribe marks
(10) The outside diameter of the seal assembly is on propeller shaft universal joint and pinion flange).
precoated with a special sealer so no sealing com- Tighten clamp screws to 170-200 inch-pounds.
pound is required for installing. Install the anti-clang (16) Install the rear brake drums and wheels and
washer on pinion stem. Install seal using Tool C-4076 tighten nuts 65 foot-pounds.
until the seal flange contacts the housing flange face. (17) Raise the vehicle to a level position so axle
(11) Position companion flange on pinion stem assembly is at correct running position and check
being careful to match scribe marks made previously lubricant level. Add the correct type of lubricant re-
before removal. quired to bring the lubricant to proper level.

REAR AXLE ASSEMBLY 8 - 3 / 4 I N . RING GEAR

INDEX
Page Page
Axle Shafts and Bearings 31 Pinion Bearing Preload and Pinion Setting
Assembly 33 Using Tool C-758-D5 38
Disassembly 32 Pinion Bearing Preload and Pinion Setting
Installation 33 Without Using Tool C-758-D5 40
Removal 31 Rear Axle Housing 34
Axle Shaft End Play 34 Installation 34
Differential and Carrier 35 Removal 34
Installation 43 Removal and Replacement of Drive Pinion
Removal 35 Flange and Oil Seal in Vehicle 43
Differential Case 36 Service Diagnosis 4
Drive Gear and Pinion Backlash 41 Service Procedures 30
Gear Tooth Contact Pattern 42 Specifications 48
General Information 30 Tightening Reference 49
Lubrication 43 Tool Identification Pictures 51
Pinion Bearing Cup Installation 38 Welding Rear Axle Housing 34

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3·3O REAR AXLE

GENERAL INFORMATION

CAUTION: Anytime rear axle servicing is necessary, remove the balanced wheel.
or axle is being rotated through use of the engine or CAUTION: Do not exceed a 70 mph for Sure Grip
other means, ELEVATE BOTH REAR WHEELS. type differentials. With no load on the engine, it is
possible to attain tire rotational speeds sufficient to
TIRE WHEEL BALANCE cause violent tire failure and create a hazardous situ-
NOTE: Off the car balancing is the preferred method. ation.
Balancing tires on the car essentially balances the For additional information refer to the instructions
tire, wheel and brake drum or rotor. This balance supplied by manufacturer of balancing equipment
condition is lost when tires are rotated to equalize being used.
tire tread wear, or when tires are removed for The 8-3/4 in. Rear Axle Assembly shown in (Fig.
any reason and not reinstalled in the same po- 1), is a semi-floating type and may be divided into
sition and indexed on the studs exactly as be- four subassemblies; flanged axle drive shafts with re-
fore removal. However, where on-the-car rear tire lated parts (Fig. 2) differential with drive gear, drive
balance is attempted, both front wheels must be se- pinion with carrier, and the axle housing. Servicing of
curely blocked to prevent any vehicle movement. On the above mentioned subassemblies, with exception of
vehicles of standard type differential (not equipped the axle housing may be performed without removing
with Sure-Grip), only the rear wheel being balanced the complete rear axle assembly from the vehicle.
should be off the ground. When attempting rear tire Gear ratio identification numbers will be stamped
balance of this type with ONE rear wheel off the on a metal tag and attached by means of the rear
ground, a 35 m¡le-per-hour speedometer reading will axle housing-to-carrier bolt.
indicate a 70 m¡le-per-hour rear wheel speed. The 35 All 8-3/4 in. large stem differential and carrier
mile-per-hour speedometer reading is the maximum assemblies have incorporated a collapsible spacer
necessary for dynamic tire balance. which bears against the inner races of the front and
CAUTION: Do not exceed a 35 mph speedometer rear bearings. This collapsible spacer is used to estab-
reading with conventional differentials. With no load lish preload on the pinion bearings.
on the engine, it is possible to attain tire rotational Adjustment of pinion depth of mesh is obtained by
speeds sufficient to cause violent tire failure and placing a machined shim between the pinion head and
create a hazardous situation. the rear pinion bearing cone.
NOTE: When on-the-car rear tire balance it attempted A Sure-Grip Differential is available as optional
with vehicles of Sure-Grip type differential, elevate equipment. The Sure-Grip Differential is of a two
both rear wheels and remove wheel not being bal- piece construction similar to the old type and is com-
anced. Replace wheel nuts and tighten securely. Both pletely interchangeable with the previous type and
front wheels must be securely blocked to prevent any will be serviced as a complete assembly only. Refer to
vehicle movement. When attempting rear tire balance the Sure Grip Differential Section of the Axle Group
of this type with both rear wheels off the ground, a 35 for the servicing procedure.
m¡le-per-hour speedometer reading will indicate a 35 SHOULD THE REAR AXLE BECOME SUB-
mile-per-hour rear wheel speed. A 70 mile-per-hour MERGED IN WATER, THE LUBRICANT MUST BE
speedometer reading is the maximum necessary for CHANGED IMMEDIATELY TO AVOID THE POS-
dynamic tire balance. When said wheel is satisfac- SIBILITY OF EARLY AXLE FAILURE RESULTING
torily balanced, replace the unbalanced wheel and FROM CONTAMINATION OF THE LUBRICANT BY
balance it in the same manner. It is not necessary to WATER DRAWN INTO THE VENT.

SERVICE PROCEDURES

INNER AXLE SHAFT SEAL REPLACEMENT sary to replace this seal when servicing an inner seal
leak.
Inner axle shaft seal leaks are usually given visibili- Also, it is not necessary to replace the axle shaft
ty by the fact that the axle oil also escapes through bearing. Simply repack the bearing with grease be-
the outer seal and contaminates the brake shoes with fore reassembling.
oil. The function of the outer seal is to prevent out- Inner seal leaks are usually caused by damaged
side water and dust from entering the bearing cavity axle shaft seal journals or housing seal bores. Polish
and to seal the bearing grease from leaking out, and the damaged journal with No. 600 crocus cloth.
in general will not seal the axle oil from leaking when If the leak is due to a damaged housing bore, coat
the inner seal has failed. Therefore, it is not neces- seal O.D. with permatex or equivalent.

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 REAR AXLE 3-31

OIL SEAL

RETAINER
BUMPER
GASKET
COLLAR
GASKET

NUT OIL SEAL'

'STUD
CARRIER A N D CAP COLLAR
GASKET*
FLANGE
LEFT
OIL SEAL /

RETAINEf NK967B

Fig. 7-8-3/4 inch Rear Axle Assembly

For servicing procedures, follow steps 1 through 5 brake drum on axle shaft studs and remove brake
for axle shaft bearing removal and steps 1 through 7 drum.
for axle shaft installation. (2) Using access hole in axle shaft flange, remove
retainer nuts, the right shaft with threaded adjuster
AXLE SHAFTS AND BEARINGS in retainer plate will have a lock under one of the
studs that should be removed at this time.
CAUTION: It is absolutely necessary that anytime an (3) Attach axle shaft remover Tool C-397l-A
axle assembly is serviced, and the axle shafts are
loosened and removed, the axle shaft gaskets and BLOCKS BEARING ADAPTER
inner axle shaft oil seals must be replaced. REMOVING SP-5020 SP-5021

SCREWS
Removal SP-5026
(1) With wheels removed, remove clips holding

ADAPTER
FLANGE
SP-5015 OR SP-5168

ADJUSTER

/
SHAFT
COLLAR
RIGHT LOCK SEAL BEARING SLEEVE RING-BLOCK
NK59A NK36OA
SP-5041 HOLDING SP-5017

Fig. 2—Axle Shaft Disassembled Fig. 3-Tool Set C-397l-A

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3¯32 REAR AXLE

SLEEVE
TOOL
SP-5041

NK356
NK56

Fig. 4-Removing Axle Shaft Oil Seal Fig, 7—Removing Roller Retainer
axle shaft seal surface, slide protective sleeve SP¯
5041 over the seal surface next to bearing collar.
CAUTION: Under no circumstances should axle shaft
collars or bearings be removed using a torch. The use
of a torch in the removal of the axle shaft collars or
bearings is an unsafe practice, because heat is fed

SLEEVE
SP-5O4Ì

NK57

Fig. 5-lnstalling Axle Shaft Oil Seal

(Fig. 3) (adapter SP-5168 may be required) to axle
shaft flange and remove axle shaft. Remove brake
assembly and gaskets.
(4) Remove axle shaft oil seal from axle housing
using Tool C-637 (Fig. 4).
(5) Wipe axle housing seal bore clean and install a
new axle shaft oil seal using Tool C-839 (Fig. 5).
Fig. 8—Flange Ground Off Inner Cone
Disassembly
CAUTION: To reven† the possibility of damaging

SLEEVE
SP-5041

BEARING
ROLLER

NK358
INK127A
Fig. 6—Notching Bearing Retainer Collar Fig. 9—Removing Bearing Rollers

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 REAR AXLE 3-33

SLEEVE
SP-5041

NK36Ì
Fig. 10—Cutting Out Roller Bearing Retainer
into the axle shaft bearing journal and thereby weak- Fig. 12—Removing Bearing Cone with Tool C-397l-A
ens this area.
(7) Generously lubricate bolts of Tool C-397l-A
(1) Position axle shaft bearing retaining collar on and by alternately tightening bolts of tool 1 to 3 turns
a heavy vise or anvil and using a chisel, cut deep (to prevent binding of tool) press cone from shaft
grooves into retaining collar at 90 degree intervals (Fig. 12).
(Fig. 6). This will enlarge bore of collar and permit it (8) Remove seal in bearing retainer plate and re-
to be driven off of axle shaft. place with new seal.
(2) Remove bearing roller retainer flange by cut-
ting off lower edge with a chisel (Fig. 7). Assembly
(3) Grind a section off flange of inner bearing cone (1) Install retainer plate and seal assembly on axle
(Fig. 8) and remove bearing rollers (Fig. 9). shaft.
(4) Pull bearing roller retainer down as far as (2) Lubricate wheel bearings with Multi-Purpose
possible and cut with a pair of side cutters and re- Grease NLGI Grade 2 E.P.
move (Fig. 10). (3) Generously lubricate bolts of Tool C-397l-A.
(5) Remove roller bearing cup and protective Position a new bearing cup, cone and collar on shaft.
sleeve SP-5041 from axle shaft. Install Tool C-397l-A and by alternately tightening
CAUTION: Sleeve SP¯5O4l should not be used as a bolts of tool 1 to 3 turns (to prevent binding of tool)
protector for the seal journal when pressing off the press assembly onto shaft (Fig. 13).
bearing cone, as it was not designed for this purpose. (4) Inspect axle shaft seal journal for scratches
(6) To avoid scuffing seal journal when bearing and polish with No. 600 crocus cloth if necessary.
cone is being removed, it should be protected by sin- Installation
gle wrap of .002 thickness shimstock held in place by (1) Clean axle housing flange face and brake sup-
a rubber band (Fig. 11). port plate thoroughly. Install a new rubber coated

.002 SHIM STOCK

W^ NK3ó2

Fig. f I—Seal Journal Protection Fig. 13—Installing New Bearing and Collar

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3-34 REAR AXLE

steel gasket on axle housing studs, followed by brake (3) Remove one retainer plate nut, install adjuster
support plate assembly on left side of axle housing. lock. If tab on lock does not mate with notch in
(2) Apply a thin coating of Multi-Purpose Grease, adjuster, turn adjuster slightly until it does. Install
NLGI Grade 2 E.P. or equivalent to the outside di- nut and tighten 30-35 foot-pounds.
ameter of the bearing cup prior to installing in the (4) Recheck axle shaft end play. If it is not within
bearing bore. This operation is necessary as a corro- the tolerance of .008-.018 inch, then repeat adjust-
sion preventative. ment procedure.
(3) Install foam gasket on the studs of axle hous- (5) Remove dial indicator and install brake drum,
ing and carefully slide axle shaft assembly through retaining clips and wheel.
oil seal and engage splines in differential side gear.
(4) Tap end of axle shaft lightly with a non- REAR AXLE HOUSING
metallic mallet to position axle shaft bearing in hous- Removal
ing bearing bore. Position retainer plate over axle (1) Raise vehicle and support body at front of rear
housing studs. Install retainer nuts and tighten 30-35 springs.
foot-pounds. Start by tightening bottom nut. (2) Block brake pedal in the up position using a
(5) Repeat step (1) for right side of axle housing. wooden block.
(6) Back off threaded adjuster of right axle shaft (3) Remove rear wheels.
assembly until inner face of threaded adjuster is flush (4) Disconnect hydraulic brake hose at connection
with inner face of retainer plate. Carefully slide axle on left side of underbody.
shaft through oil seal and engage splines in differen- (5) Disconnect parking brake cable.
tial side gears. To maintain proper drive line balance when reas-
(7) Repeat step (4). sembling, make scribe marks on the propeller shaft
universal joint and the pinion flange before removal.
AXLE SHAFT END PLAY (6) Disconnect propeller shaft at differential yoke
CAUTION: When setting axle shaft end play, both and secure in an upright position to prevent damage
rear wheels must be off the ground, otherwise a false to front universal joint.
end play setting will occur. (7) Remove shock absorber from spring plate
(1) Using a dial indicator mounted on the left studs and loosen rear spring "U" bolt nuts and re-
brake support (Fig. 14), TURN THE ADJUSTER move "U" bolts.
CLOCKWISE UNTIL BOTH WHEEL BEARINGS ARE (8) Remove the assembly from vehicle.
SEATED AND THERE IS ZERO END PLAY IN THE
AXLE SHAFTS. BACK OFF THE ADJUSTER
Installation
COUNTERCLOCKWISE APPROXIMATELY FOUR
(1) With body of vehicle supported at front of
NOTCHES TO ESTABLISH AN AXLE SHAFT END
rear springs, position the rear axle assembly spring
PLAYOF.008-.018INCH.
seats over the spring center bolts.
(2) Install spring "U" bolts and tighten nuts to 45
(2) Tap end of left axle shaft lightly with a non-
foot-pounds and install shock absorbers on spring
metallic mallet to seat right wheel bearing cup against plate studs. (DO NOT OVER TIGHTEN "U" BOLT
adjuster, and rotate axle shaft several revolutions NUTS).
so that a true end play reading is indicated. (3) Install propeller shaft (match scribe marks on
propeller shaft universal joint and pinion flange).
Tighten clamp screws to 15 foot-pounds.
(4) Connect parking brake cable.
(5) Connect hydraulic brake hose, bleed and ad-
just brakes.
(6) Install rear wheels.
(7) If carrier was removed from axle housing dur-
ing the removal operation, fill axle with proper
amount and type of lubricant; see "Specifications" in
Lubrication section Group "0".

Welding Rear Axle Housing

The axle housing should be completely disassem-
bled if it is to be welded with arc welding equipment.
NK128 It is also possible to weld the assembled housing with
gas welding equipment, if precaution is taken to pro-
Fig. 14-Measuring Axle Shaft End Play tect gaskets and heat treated parts.
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 REAR AXLE 3-35
DIFFERENTIAL AND CARRIER
Removal
(1) Remove flanged axle drive shafts. FLANGE

(2) Disconnect rear universal joint and support

propeller up and out of the way to prevent damage to
the front universal joint.
(3) Remove the rear axle lubricant.
(4) Loosen and remove the carrier-to-housing at-
taching nuts and lift the carrier assembly from axle
housing.
Disassembly KP5B
Side play and runout check taken during disassem-
bly will be very useful in reassembly. Fig. 16—Removing Companion Flange
(1) Mount carrier in stand and attach dial indica-
tor Tool C-3339 to differential carrier flange in a (6) While holding one hand over nose end of carri-
er, invert carrier in stand. The anti-clang washer and
position so pointer of indicator squarely contacts back
front pinion bearing cone will drop from carrier.
face of ring gear (Fig. 15). With a screw driver
positioned between bearing cap and differential case (7) Apply identifying punch marks on differential
bearing pedestals of carrier, differential bearing caps
flange, then using a prying motion determine if side
and bearing adjusters for reassembly purposes (Fig
play is present. If side play is evident, remove adjust-
17).
er lock and loosen adjuster slightly and re tighten
adjuster sufficiently to eliminate side play. (8) Remove both differential bearing adjuster lock
(2) Rotate drive gear several complete revolutions screws and locks.
while noting total indicator reading. Mark drive gear (9) With a 3/4 inch socket, loosen bearing cap
and differential case at point of maximum runout. bolts (one on each side) and back off bearing adjust-
The marking of differential case will be very useful ers slightly using spanner wrench Tool C-4O6-A; to
later in checking differential case runout. Total indi- remove differential bearing preload. Remove bearing
cator reading should be no more than ,005 inch. If cap bolts, caps and bearing adjusters.
runout exceeds .005 inch the differential case may be (10) Remove differential and ring gear assembly
damaged, and a second reading will be required after with bearing cups. Differential bearing cups must be
drive gear has been removed. This operation is cov- kept with respective bearing cones.
ered during "Differential Disassembly". Remove dial (11) Remove drive pinion and rear bearing assem-
indicator. bly from carrier.
(3) With Tool C-3281 hold companion flange and
remove drive pinion nut and Belleville washer. Rear Pinion Bearing Removal
(4) Install companion flange remover Tool C-452 (1) Remove drive pinion rear bearing from pinion
and remove flange (Fig. 16). with Tool C-293-P and adapter set C-293-37 (Fig
(5) Using a screwdriver and hammer, remove the 18).
drive pinion oil seal from the carrier.
SCRIBE MARKS
PUNCH MARKS

KP19
KP3
Fig. IS—Checking for Runout and Zero End Play Fig. 17-Marking Bearing Caps and Adjusters
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3-36 REAR AXLE
PLATES`

KD 3748

Fig, 18—Removing Drive Pinion Rear Bearing KP7A

(2) Using a flat end brass drift, remove front and Fig. 19—Checking Drive Gear Mounting Flange
rear pinion bearing cups. Runout
prevent any side play in bearings.
DIFFERENTIAL CASE
(6) Attach a dial indicator Tool C-3339 to carrier
Disassembly flange so pointer of indicator squarely contacts drive
(1) Mount differential case and ring gear assembly gear surface of differential case flange between outer
in a vise equipped with soft jaws (brass). edge flange and drive gear bolt holes (Fig. 19).
(2) Remove and discard drive gear bolts. BOLTS (7) Rotate differential case several complete revo-
ARE LEFT HAND THREAD. With a non-metallic lutions while noting total indicator reading. This
hammer, tap drive gear loose from differential case reading must not exceed .003 inch runout. If runout is
pilot and remove. in excess of .003 inch, differential case must be re-
(3) If drive gear runout exceeded .005 inch in step placed. In a case where the runout does not exceed
2 (under "Carrier Disassembly"), recheck the case as
.003 inch it is often possible to reduce the runout by
follows: Install differential case and respective bear-
positioning the drive gear 180 degrees from point of
ing cups in carrier.
(4) Install bearing caps, cap bolts and bearing ad- maximum runout when reassembling drive gear on
justers. Tighten bearing cap bolts down lightly and differential case.
screw in both adjusters with spanner wrench Tool (8) With a flat nose drift and hammer, remove
C-4O6-A. differential pinion shaft lock pin from back side of
(5) Tighten cap bolts and adjusters sufficiently to drive gear flange. (The hole is reamed only part way

SHAFT
THRUST WASHER BOLT A N D LOCKWASHER
BEARING DIFFERENTIAL CASE
BEARING CONE FLANGE
CONE PIN
COLLAPSIBLE
BEARING CONE ADJUSTER SPACER
CARRIER
CUP AP
NUT
DRIVE GEAR
A N D PINION

WASHER

GUARD

`--CAP
WASHER
¾;¾ ADJUSTÜ
SÜ>E
THRUST THRUST BLOCK ~¯`*¯` LOCK
PINION THRUST WASHER BEARING CONE BOLT A N D LOCKWASH!fc
SIDE GEAR
THRUST WASHER KP1D
Fig. 20-D¡fferential Carrier Assembly

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¤. REAR AXLE 3¯37
through, making it necessary to remove lock pin should be smooth and round with no scoring or metal
from one direction). pickup.
(9) With a brass drift and hammer, remove differ- (5) Inspect differential side gears and pinions,
ential pinion shaft and axle drive shaft thrust block. they should have smooth teeth with a uniform con-
(10) Rotate differential side gears until each dif- tact pattern without excessive wear or broken sur-
ferential pinion appears at large opening of case. Re- faces. The differential side gear and pinion thrust
move each pinion and thrust washer at that time. washers should be smooth and free from any scoring
(11) Remove both differential side gears and or metal pickup.
thrust washers. (6) Inspect axle shaft thrust block for excessive
wear or visible damage. The wear surface on the
Cleaning and Inspection (Fig. 20) opposite ends of the blocks, must be smooth.
(1) Clean all parts in a fast evaporating mineral (7) Inspect differential pinion shaft lock pin for
spirits or a dry cleaning solvent and with the excep- damage or looseness in case. Replace pin or case as
tion of bearings, dry with compressed air. necessary.
(2) Inspect differential bearing cones, cups and (8) Inspect drive gear and pinion for worn or
rollers for pitting, spalling or other visible damage. If chipped teeth or damaged attaching bolt threads. If
replacement is necessary, remove bearing cones from replacement is necessary, replace both the drive gear
differential case with Tool C-293-P and adapter set and drive pinion as they are available in matched sets
C-293-43 (Fig. 21). only.
(3) Inspect differential case for elongated or en- (9) Inspect drive pinion bearing cones, cups and
larged pinion shaft hole. The machined thrust washer rollers for pitting, spalling, excessive wear, or other
surface areas and counterbores must be smooth and visible damage. If inspection reveals that either are
without metal deposits or surface imperfections. If unfit for further service, replace both cup and cone.
any of the above conditions exist, satisfactory correc- (10) Inspect differential carrier for cracks or oth-
tion must be made or the case replaced. Inspect case er visible damage which would render it unfit for
for cracks or other visible damage which might ren- further service. Raised metal on the shoulder of bear-
der it unfit for further service. ing cup bores incurred in removing pinion cups should
(4) Inspect differential pinion shaft for excessive be flattened by use of a flat nose punch.
wear in contact area of differential pinions. Shaft (11) Inspect drive pinion for damaged bearing
journals and mounting shim surface or excessively
worn splines. If replacement is necessary, replace
PLATES (TOOL) both the drive pinion and drive gear as they are
available in matched sets only.
(12) Inspect companion flange for cracks, worn
splines, pitted, rough or corroded oil seal contacting
surface. Repair or replace companion flange as neces-
sary.

ASSEMBLY
LUBRICATE ALL PARTS BEFORE ASSEMBLY
WITH LUBRICANT AS SPECIFIED IN (LUBRICA-
TION GROUP "O").
(1) Install thrust washers on differential side
gears and position gears in case.
(2) Place thrust washers on both differential pin-
ions and through large window of differential case,
mesh the pinion gears with the side gears, having
pinions exactly 180 degrees opposite each other.
(3) Rotate side gears 90 degrees to align pinions
and thrust washers with differential pinion shaft
holes in case.
(4) From pinion shaft lock pin hole side of case,
insert slotted end of pinion shaft through case, and
the conical thrust washer, and just through one of the
KP8 pinion gears.
Fig. 21—Removing Differential Bearings (5) Install thrust block through side gear hub, so
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3-38 REAR AXLE
use pilot studs equally spaced in three positions to
align the gear to the case (Fig. 23).
(9) Using new drive gear screws (left hand
threads) insert through case flange and into drive
gear.
(10) Position unit between brass jaws of a vise and
alternately tighten each cap screw to 55 foot-pounds.
(11) Position each differential bearing cone on hub
of differential case (taper away from drive gear) and
with installing Tool C-4086 install bearing cones. An
arbor press may be used in conjunction with installing
tool.
CAUTION: Never exert pressure against the bearing
cage, since this would damage the bearing.
\ NU4O3
PINION BEARING CUP INSTALLATION
Fig. 22—Stoning Chamfer of Ring Gear
(1) Position pinion bearing cups squarely in bores
that slot is centered between the side gears. of carrier. Assemble Tool C-758-D5 (Fig. 24) by plac-
(6) While keeping all of these parts in proper ing spacer SP-2919 followed by rear pinion bearing
alignment, push pinion shaft into case until locking cone over main screw of tool and inserting it into
pin hole in pinion shaft is in exact alignment with its carrier from gear side.
respective hole in case. Install pinion shaft lock pin (2) Place front pinion bearing cone over main
through hole in case from pinion shaft side of drive screw of tool followed by compression sleeve SP-
gear ñange. The contacting surfaces of the drive gear 535-A, centralizing washer SP-534, and main screw
and differential case flange must be clean and free of nut SP-533. Hold compression sleeve with the com-
all burrs. panion flange holding Tool C-3281 and tighten nut
(7) Using an Arkansas stone, relieve the sharp (Fig. 25) allowing tool to rotate as nut is being tight-
edge of the chamfer on the inside diameter of the ened in order not to brinnel bearing cone or cups. Do
ring gear (Fig. 22). This is very important otherwise not remove tool after installing cups.
during the installation of ring gear on differential
case, the sharp edge will remove metal from the pilot PINION BEARING PRELOAD AND DEPTH OF
diameter of case and can get imbedded between dif- MESH SETTING USING TOOL C-758-D5
ferential case flange and gear; causing gear not to seat
The position of the drive pinion with respect to the
properly.
drive gear (depth of mesh) is determined by the
(8) Heat the ring gear with a heat lamp or by
location of the bearing cup shoulders in the carrier
immersing the gear in a hot fluid (water or oil). The and by the portion of the pinion in back of the rear
temperature should not exceed 300 degrees Fahren- bearing. The thickness of the rear pinion bearing
heit. DO NOT USE A TORCH. It is advantageous to
GAUGE BLOCK SP-528 OR SP-3250 8 3 / / SLEEVE SP-2920
PILOT STUDS PILOT STUDS AND 9 ¾ " AXLE
WRENCH CROSSBORE A R B O R Ä f
SP-561 8 ¾ " AXLE( tf
SP-5Ì83 9¾" AXLE
\ SPACER
SCREW W A S H E R COMPRESSION
SP-538 SLEEVE SP-535
BODY
SP-526
SPACER
WASHER
SP-3639

U" AXLE
SP-5184 9¾" AXLE

PINION E¦3 COMPRESSION

LOCATING T NUT SP-533
SPACER SPACER
SP-1682 — SP- 2 9 1 9 SP-539 N U 4 i 8 A
Fig. 23-Using Pilot Studs to Locate Case to Heated
Ring Gear Fig. 24-Rear Axle Setting Gauge Tool C-758-D5
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EI-
RE AR AXLE 3-39
(4) Turn tool several complete revolutions in both
directions to permit bearing rollers to seat. After
bearing rollers are properly seated, check bearing
preload by rotating tool with an inch-pound torque
wrench. The correct bearing preload should be from
20-30 inch-pounds for new bearings and 0-15 inch-
pounds for the original bearings.
(5) With proper bearing preload set, invert carrier
in stand and install gauge block SP-526 to the main
screw attaching it with SP-536 screw securely (Fig.
26). The flat portion of gauge block should be facing
KP13B differential bearing pedestals.
(6) Position tool arbor SP-561 in differential bear-
Fig. 25—Seating Bearing Cups in Carrier Housing ing pedestals of carrier (Fig. 27). Center the arbor so
mounting shim suitable for the carrier can be deter- that an approximate equal distance is maintained at
mined by using Tool C-758-D5. both ends. Position differential bearing caps and at-
taching bolts on carrier pedestals, and insert a piece
DEPTH OF MESH of .002 inch shim stock between arbor and each cap.
Tighten cap bolts to 10 foot-pounds.
Inspect differential bearing cups and cones, carrier
(7) Select a rear pinion bearing mounting shim
for grit and dirt or other foreign material. Clean all
parts in fast evaporating mineral spirits or a dry which will fit between cross arbor and gauge block.
cleaning solvent and with the exception of bearing This fit must be snug but not too tight (similar to the
cones, dry with compressed air. Front Pinion Bearing pull of a feeler gauge. (Fig. 28). This shim is then
Cone and Cup Must Never Be Reused Under Any used in determining the correct thickness shim for
Circumstances discard collapsible spacer. installation.
(8) To select a shim for installation, read the
(1) Assemble spacer SP-5387 to main section of
marking on end of pinion head (—0, — 1 , —2, + 1 ,
tool followed by spacer SP-1730. Install rear pinion
+2, etc). When marking is —(minus), add that amount
bearing cone over spacer SP-1730 and against spacer
SP-5387. to the thickness of shim selected in step (7). When
the marking is +(plus), subtract that amount. Exam-
(2) Insert assembly into carrier and install front
ple: With a shim .036 inch thick and a pinion marked
pinion bearing cone over tool shaft and in its proper
—2, install a shim .038 inch thick (.036 -f .002 equals
position in bearing cup. Install tool spacer, tool thrust
.038). Example: With a shim .036 inch thick, (.036 —
washer and tool nut on shaft.
.002 equals .034) or when a shim .036 inch thick is
(3) With nose of carrier up, place flange holding
Tool C-3281 on compression sleeve. Allow assembly to too loose and .038 inch too thick, use .036 inch shim.
rotate while tightening nut to not more than 25-50 Treat other pinion markings in a similar manner
foot-pounds. Always make sure bearing cones are lu- shims are available in one thousandths of an inch
bricated with hypoid gear lubricant. increments.
(9) Remove differential bearing caps and remove
GAUGE BLOCK tool arbor from carrier.
(TOOL) (10) Reverse carrier in stand so nut of tool is in
upright position. Loosen compression nut, and sup-

ARBOR
(TOOL)

KP16 KPT 7

Fig. 26—Installing Gauge Block on Tool Fig. 27—Installing Arbor in Carrier

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3-40 REAR AXLE
with installing Tool C-496 or DD-999 and holding
Tool C-3281.
(6) Remove tools and install Belleville washer
(convex side of washer up) and pinion nut.
(7) Hold universal joint flange with holding Tool
C-3281 and tighten pinion nut to remove end play in
pinion, while rotating the pinion to insure proper
bearing seating.
(8) Remove holding tool and rotate pinion several
complete revolutions in both directions to permit
bearing rollers to seat.
(9) Tighten pinion nut to 210 foot-pounds and
measure pinion bearing preload by rotating pinion
using an inch-pound torque wrench. The correct pre-
load specifications are 20-35 inch-pounds for new
HU615 bearings or 10 inch-pounds over the original if the old
rear pinion bearing is being reused. Correct bearing
Fig. 28—Determining Spaeer Thickness preload readings can only be obtained with nose of
port lower portion of tool in carrier with one hand, carrier in upright position. Continue tightening of
remove tool nut, centering washer and compression pinion nut in small increments and checking pinion
sleeve. Lower tool down and out of carrier. bearing preload until proper preload is obtained.
(11) Remove front pinion bearing cone from carri- Bearing preload should be uniform during complete
er housing. revolution. A preload reading that varies during rota-
(12) With stem of drive pinion facing up, add rear tion indicates a binding condition which has to be
pinion bearing mounting shim you selected on pinion corrected. The assembly is unacceptable if final pinion
stem. nut torque is below 210 foot-pounds or pinion bearing
preload is not within the correct specifications.
PINION BEARING PRELOAD CAUTION: UNDER NO CIRCUMSTANCES
SHOULD THE PINION NUT BE BACKED OFF TO
(1) Position rear pinion bearing cone on pinion LESSEN PRELOAD. IF THIS IS DONE A NEW
stem (small side away from pinion head). Make cer- COLLAPSIBLE SPACER MUST BE INSTALLED AND
tain that the contacting surfaces of selected shim, NUT RETIGHTENED UNTIL PROPER PRELOAD IS
rear bearing cone and pinion head are perfectly clean OBTAINED.
and free of any foreign particles.
(2) Lubricate front and rear pinion bearing cones PINION BEARING PRELOAD AND PINION
with hypoid gear lubricant. Install rear pinion bear- SETTING
ing cone onto pinion stem, using Tool C-3095, press
bearing cone into place. An arbor press may be used (Without Using Tool C-758-D5)
in conjunction with tool. If the differential assembly was satisfactorily quiet
(3) Insert drive pinion bearing and collapsible before being disassembled, the drive pinion may be
spacer assembly up through carrier and install the assembled with the original components except the
front pinion bearing cone on pinion stem. Install com- pinion front bearing and the collapsible spacer. If
panion flange using Tool C-496 or DD-999 and holding replacement parts are installed, a complete readjust-
Tool C-3281. This is necessary in order to properly ment is necessary; the proper thickness shim must be
install front pinion bearing cone on stem due to inter- selected and installed. The drive gear and pinion are
ference fit. Remove tool from pinion stem. manufactured and lapped in matching sets and are
CAUTION: During the installation of the front pinion available in matched sets only. The adjustment posi-
bearing be careful not to collapse the spacer. tion in which the best tooth contact is obtained is
(4) Apply a light coat of sealer in seal bore of marked on the end of the pinion head.
carrier casting and install drive pinion oil seal into To obtain the proper pinion setting in relation to
carrier using Tool C-4109 or C-3980 (double lip syn- the drive gear, the correct thickness mounting shim
thetic rubber oil seal) or Tool C-3656 (single lip must be selected before the drive pinion is installed in
leather oil seal). The proper tool must be used in the carrier. The pinion bearing mounting shims are
order to position the seal the proper depth into the available in one thousandths increments from
carrier casting. .020-.038, inch in increments of .001 inch.
(5) With pinion supported in carrier, install anti- To select the proper thickness shim, proceed as
clang washer on pinion stem. Install companion flange follows: It will be noted that the head of the drive
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 REAR AXLE 3-41
pinion is marked with a plus (+) or minus (—) sign
followed by a number ranging from 1 to 4, or zero
(0) marking.

Depth of Mesh
If the old and new pinion have the same marking
and if the original bearing is being reused, use a
mounting shim of the same thickness. But if the old
pinion is marked zero (0) and the new pinion is
marked + 2 , try a .002 inch thinner shim. If the new
pinion is marked —2, try a .002 inch thicker shim.

Pinion Bearing Preload

After selecting the correct pinion bearing mounting KP2OA
shim and installing it behind the rear pinion cone
proceed as follows: Install the pinion assembly Fig. 29-Ad¡usting Differential Bearings
with collapsible spacer into the carrier. Install new DRIVE GEAR AND PINION BACKLASH
front pinion bearing cone on pinion stem. Apply
a light coat of sealer to drive pinion oil seal and Correct drive gear and pinion backlash when prop-
carrier casting bore and install drive pinion oil seal erly set is .006 to .008 inch at point of minimum
with Tool C-3980 (synthetic rubber seal or Tool C- backlash. Rotate drive gear and ring gear several
3656 (leather seal). Install universal joint flange, Belle- revolutions in both directions in order to seat the
ville washer (convex side of washer out) and nut. bearing rollers. This is necessary before setting back-
Tighten the pinion nut to 210 foot-pounds and using lash.
an inch-pounds torque wrench rotate the pinion to (1) Attach a dial indicator Tool C-3339 to carrier
determine preload. The correct preload specifications flange so pointer of indicator is squarely contacting
are 20-35 inch-pounds for new bearings. If preload is one drive gear tooth (drive side) (Fig. 30).
not correct, continue to tighten pinion nut in small (2) Measure backlash between drive gear and pin-
increments and checking preload until preload on pin- ion at four positions, approximately 90 degrees apart.
ion bearings is correct. A minimum of 210 foot- After point of least backlash has been determined,
pounds of torque is required on pinion nut. Under no mark drive gear. Do not rotate drive gear from point
circumstances should the pinion nut be backed off to of least backlash until all adjustments have been com-
lessen preload. If this is done a new pinion bearing pleted.
collapsible spacer must be installed and nut retight- (3) Using Tool C-4O6-A (spanner wrench) turn
ened until proper preload is obtained. both bearing adjusters equally (in same direction)
until backlash between drive gear and pinion is .0005
Installation of Differential and Ring Gear in to .0015 inch. This backlash variation is given to per-
Carrier mit alignment and installation of the bearing adjuster
(1) Holding differential and ring gear assembly
with bearing cups on respective bearing cones, care-
fully install the assembly into carrier.
(2) Install differential bearing caps, on respective
sides, making certain that identification marks on
caps correspond with those on carrier. Install cap
bolts and tighten bolts of each cap by hand.
(3) Install differential bearing adjusters, on re-
spective sides, making certain that identification
marks correspond. Screw adjuster in by hand. No
attempt should be made to apply any excessive pres-
sure at this time.
(4) Using spanner wrenches Tool C-4O6-A to
square bearing cups with bearing cone, turn adjusters
"IN" until cups are properly square with bearings
and end play is eliminated with some backlash exist- KP2l
ing between the drive gear and pinion (Fig. 29).
(5) Tighten one differential bearing cap bolt on Fig. 30—Measuring Backlash Between Drive Gear
each side to 85-90 foot-pounds. and Pinion
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3-42 REAR AXLE-
lock, lockwasher and attaching screw. The adjuster THICKER SPACER NEEDED
(ring gear side) must only be turned in a clockwise
direction and under no circumstances should be
backed off.
(4) Install adjuster lock on bearing cap, back-face
side of drive gear. Tighten lock screw to 15 to 20
foot-pounds.
Differential Bearing Preload
(1) Turn bearing adjuster (tooth side of drive
gear) (Fig. 30) in a notch at a time (notch referred
to is the adjuster lock holes) until backlash between HEEL END-DRIVE HEEL END-COAST
NR199
drive gear and pinion is a minimum of .006 to .008 SIDE (CONVEX) SIDE (CONCAVE)
inch. This will preload differential bearings and estab- Fig. 32—Incorrect Tooth Contact Pattern (Increase
lish correct backlash. Rotate gear several times and Spacer Thickness)
recheck lash. Readjust with same adjuster as before,
if necessary. NOTE: Final adjustment on either ad- your contact pattern should resemble that in (Fig.
juster must be in tightening direction. 31). Notice that the correct contact pattern is well
(2) Tighten the remaining two differential bearing centered on both drive and coast sides of the teeth.
cap bolts to 85-90 foot-pounds. When tooth contact patterns are obtained by hand,
(3) Install remaining adjuster lock, lockwasher they are apt to be rather small. Under the actual
and attaching screw. Tighten to 15-20 foot-pounds. operating load, however, the contact area increases.
(3) If after observing the contact pattern you find
GEAR TOOTH CONTACT PATTERN it resembles that in (Fig. 32), the drive pinion is too
(1) Apply a thin coat of Hydrated Ferric Oxide, far away from centerline of the ring gear, the contact
commonly known as Yellow Oxide of Iron, or equiva- pattern will appear high on the heel on drive side and
lent to both the drive and coast side of the drive gear high on toe on coast side. To correct this type tooth
teeth. Rotate drive gear one complete revolution in contact pattern, increase the thickness of the rear
both directions while load is being applied with a pinion bearing mounting spacer (Fig. 33), which will
round bar or screwdriver between the carrier casting cause the high heel contact on drive side to lower and
and differential case flange. This action will leave a move toward the toe; the high toe contact on coast
distinct contact pattern on both the drive and coast side will lower and move toward the heel.
side of the drive gear teeth. (4) If after observing the contact pattern you find
The gear tooth contact pattern will disclose wheth- it resembles that in (Fig. 34), the drive pinion is too
er the correct rear pinion bearing mounting shim has close to the centerline of the ring gear, the pattern
been installed and the drive gear backlash set proper- will appear low on the toe on drive side and low heel
ly. Backlash between the drive gear and pinion must contact on coast side. To correct this type tooth con-
be maintained within the specified limits until correct tact pattern, decrease the thickness of the rear pinion
tooth contact pattern is obtained. bearing mounting spacer (Fig. 35), which will cause
(2) Observe the contact pattern on the drive gear the low toe contact on drive side to raise and move
teeth and compare with those in Figs. 31, 32 and 34 toward the heel; low heel contact on coast side will
to determine if pattern is properly located. With pin- raise and move toward the toe.
ion depth of mesh and gear backlash set properly, PATTERN MOVES TOWARD CENTER
PATTERN CLOSE TO CENTER AND DOWN

HEEL END-DRIVE HEEL END-COAST

HEEL END-DRIVE HEEL END-COAST SIDE (CONVEX) SIDE (CONCAVE) NR20
°
SIDE (CONVEX) SIDE (CONCAVE) NR198
Fig. 33—Effect on Tooth Contact Pattern as Spacer
Fig. 31 —Desired Tooth Contact Under Light Load Thickness is Increased
MyMopar.com
 REAR AXLE 3-43

THINNER SPACER NEEDED PATTERN MOVES INWARD A N D UP

r ‰,
m • •* *.;*<<Ÿ
•V - `/>*/V ^

HEEL END-DRIVE HEEL END-COAST HEEL END-DRIVE HEEL E N D - COAST

SIDE (CONVEX) SIDE (CONCAVE) NR201 SIDE (CONVEX) SIDE (CONCAVE) NR2O2

Fig. 34—incorrect Tooth Contact Pattern (Decrease Fig. 35—Effect on Tooth Contact Pattern as Spacer
Spacer Thickness) Thickness is Decreased
DIFFERENTIAL AND CARRIER maintained in the axle assembly. If this procedure is
not followed it could result in a premature failure of
Installation the axle.
(1) Thoroughly clean the gasket surfaces of the (1) Raise vehicle on hoist and make scribe marks
carrier and rear axle housing. on propeller shaft, shaft universal joint, drive pinion
(2) Using a new gasket, install the carrier assem-
flange and end of pinion stem.
bly into the axle housing. Tighten the carrier to axle
(2) Disconnect propeller shaft at pinion flange and
housing nuts to 45 foot-pounds.
secure in an upright position to prevent damage to
(3) Refer to "Installation of Rear Axle Shaft,"
front universal joint.
when installing and setting axle shaft end play.
(3) Remove the rear wheels and brake drums to
(4) Install propeller shaft (match scribe marks on
prevent any drag or a possible false preload reading
propeller shaft universal joint and pinion flange).
Tighten clamp screws to 15 foot-pounds. could occur.
(5) Remove wooden block from under brake pedal (4) Using inch-pound torque wrench C-685-A mea-
and bleed and adjust brakes. sure pinion bearing preload by rotating pinion with
(6) Install rear wheels and tighten to 65 foot- handle of wrench floating, read the torque while
pounds. wrench is moving through several complete revolu-
tions and record. This operation is very important
LUBRICATION because preload must be carefully reset when reas-
sembling.
Every six months check the fluid level in the axle (5) With Tool C-3281 hold companion flange and
through the filler plug hole. When checking the level, remove drive pinion nut and Belleville washer.
be sure the vehicle is in a level position on an axle or (6) Install companion flange remover Tool C-452
drive on type hoist. "See Lubrication Section" for and remove flange. Lower rear of vehicle to prevent
proper level of specific axle assembly. lubricant leakage.
In Sure-Grip Differentials, use only the Chrysler (7) Using a screwdriver and hammer, remove the
Hypoid Lubricant Part Number 2933565 or equiva- pinion oil seal from the carrier and clean the oil seal
lent. seat.
"SHOULD THE REAR AXLE BECOME SUB- (8) Check splines on pinion shaft stem to be sure
MERGED IN WATER, THE LUBRICANT MUST BE they are free of burrs or are not worn badly. If burrs
CHANGED IMMEDIATELY TO AVOID THE POS- are evident remove them using crocus cloth by work-
SIBILITY OF EARLY AXLE FAILURE RESULTING ing in a rotational motion. Wipe the pinion shaft
FROM CONTAMINATION OF THE LUBRICANT BY clean.
WATER DRAWN INTO THE VENT HOLE." (9) Inspect companion flange for cracks, worn
splines, pitted, rough or corroded oil seal contacting
REMOVAL AND REPLACEMENT OF DRIVE surface. Repair or replace companion flange as neces-
PINION FLANGE AND OIL SEAL IN VEHICLE sary.
On large stem carriers which use the collapsible (10) Apply a light coat of sealer in seal bore of
spacer to obtain pinion bearing preload, the following carrier and install drive pinion oil seal into carrier
procedure for the removal and replacement of the using Tool C-4109 or C-3980 (Double lip synthetic
drive pinion flange and pinion oil seal must be fol- rubber oil seal) or Tool C-3656 (single lip leather oil
lowed to assure that the proper bearing preload is seal). The proper tool must be used in order to prop-
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3-44 REAR AXLE

erly position the seal the correct depth into the car- Bearing preload should be uniform during a com-
rier casting. plete revolution. A preload reading that varies during
(11) Position companion flange on pinion stem rotation indicates a binding condition which has to be
being careful to match scribe marks made previously corrected. The assembly is unacceptable if final pinion
before removal. nut torque is below 210 foot-pounds or pinion bear-
(12) Install companion flange with installing Tool ing preload is not within the correct specifications.
C-496 or DD-999 and holding Tool C-3281. CAUTION: Never back off the pinion nut to lessen
(13) Remove tool and install Belleville washer pinion bearing preload. If the desired preload is ex-
(convex side of washer out) and pinion nut. ceeded a new collapsible spacer must be installed and
(14) Hold universal joint flange with holding Tool nut retightened until proper preload is obtained. In
C-3281 and tighten pinion nut to 210 foot-pounds. addition, the universal joint flange must never be
Rotate pinion several complete revolutions to assure hammered on, or power tools used.
that bearing rollers are properly seated. Using an (15) Install propeller shaft (match scribe marks
inch-pound torque wrench C-685-A measure pinion on propeller shaft universal joint and pinion flange).
bearing preload. Continue tightening pinion nut and Tighten clamp screws to 15 foot-pounds.
checking preload until preload is at the original es- (16) Install the rear brake drums and wheels and
tablished setting you found in step 4. Under no cir- tighten nuts 65 foot-pounds.
cumstances should the preload be more than 5 inch- (17) Raise the vehicle to a level position so axle
pounds over the established setting found at time of assembly is at correct running position and check
checking in step 4 of procedure. lubricant level.

SURE-GRIP DIFFERENTIAL

INDEX
Page Page
General Information 44 Cleaning and Inspection 46
Lubrication 47 Identification 45
Service Diagnosis 4 Installation 47
Service Procedures 45 Noise 45
Sure-Grip Differential 46 Removal 46
Assembly 47 Testing 46

GENERAL INFORMATION

CAUTION: Anytime rear axle servicing is necessary, maximum necessary for dynamic tire balance. When
or axle is being rotated through use of the engine or said wheel is satisfactorily balanced, replace the un-
other means, ELEVATE BOTH REAR WHEELS. balanced wheel and balance it in the same manner. It
is not necessary to remove the balanced wheel.
TIRE WHEEL BALANCE CAUTION: Do not exceed a 70 mph for Sure Grip
type differentials. With no load on the engine, it is
NOTE: Off the car balancing is the preferred method. possible to attain tire rotational speeds sufficient to
Balancing tires on the car essentially balances the cause violent tire failure and create a hazardous situ-
tire, wheel and brake drum or rotor. This balance ation.
condition is lost when tires are rotated to equalize For additional information refer to the instructions
tire tread wear, or when tires are removed for supplied by manufacturer of balancing equipment
any reason and not reinstalled in the same po- being used.
sition and indexed on the studs exactly as be- The Sure-Grip differential is being offered as a
fore removal. However, where on-the-car rear tire special equipment option in the 7-1/4 in., 8-1/4 in. and
balance is attempted with vehicles of Sure-Grip type 8-3/4 in. rear axles (Fig. 1).
differential, elevate both rear wheels and remove The Sure-Grip differential design is basic and sim-
wheel not being balanced. Replace wheel nuts and ple and consists of a two piece case construction and
tighten securely. Both front wheels must be securely is completely interchangeable with the conventional
blocked to prevent any vehicle movement. When at- differential and also the previous type Sure-Grip dif-
tempting rear tire balance of this type with both rear ferential (Fig. 2).
wheels off the ground, a 35 mile-per-hour speedome- A conventional differential allows the driving
ter reading will indicate a 35 m¡le-per-hour rear wheel wheels to rotate at different speeds while dividing
speed. A 70 m¡le-per-hour speedometer reading is the the driving torque equally between them. This func-
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 REAR AXLE 3¯45

Sure-Grip has been engineered to perform its spe-

cialized functions with minimum effect on normal ve-
hicle operations.
The cone clutch Sure-Grip differentials are similar
to corresponding 8-3/4 conventional differentials ex-
cept for the incorporation of the helix-grooved cones
that clutch the side gears to the differential case. The
grooves assure maximum lubrication of the clutch
surface during operation. The cones and side gears
are statically spring preloaded to provide an internal
resistance to differential action within the differential
case itself. This internal resistance provides pulling
power while under extremely low tractive conditions
such as mud, snow or ice when encountered at one of
the rear wheels.
NU4O4
During torque application to the axle, the initial
Fig. 1—Sure-Grip Differential spring loading of the cones is supplemented by the
tion is ordinarily desirable and satisfactory. However, gear separating forces between the side gears and
the total driving torque can be no more than double differential pinions which progressively increases the
the torque at the lower-traction wheel. When traction friction in the differential. It should be remembered
conditions are not the same for both driving wheels, that this differential is not a positive locking type and
a portion of the available traction cannot be used. will release before excessive driving force can be ap-
The Sure-Grip differential allows the driving wheel plied to one wheel.
with the better traction condition to develop more SURE-GRIP DIFFERENTIAL IDENTIFICATION
driving torque than the other wheel, so that the total
driving torque can be significantly greater than with Identification of Sure-Grip differential assembly
a conventional differential. can easily be made by lifting both rear wheels off the
Sure-Grip is not a locking differential. In normal ground and turning them. If both rear wheels turn in
driving conditions the controlled internal friction is the same direction simultaneously, the vehicle is
easily overcome during cornering and turning so that equipped with a Sure-Grip Differential. Another
the driving wheels can turn at different speeds. Ex- means of identification is by removing the filler plug
treme differences in traction conditions at the driving and using a flashlight to look through the filler plug
wheels may permit one wheel to spin. hole to identify the type of differential case.

SERVICE PROCEDURES

SURE¯GRIP DIFFERENTIAL NOISE are free to turn.

(2) Loosen and remove fill plug and using a suc-
(Chatter-Moan) tion gun remove as much of the old lubricant as
Noise complaints related to rear axles equipped possible.
with cone-clutch Sure-Grip should be checked to de- (3) Fill axle to proper level with Chrysler Hypoid
termine the source of the noise. If a vehicle ride Lubricant Part Number 2933565 or equivalent. Rein-
check produces the noise in turns but not straight stall fill plug and tighten.
ahead, the probable cause is incorrect or dissipated (4) Start engine of vehicle and engage in gear and
rear axle lubricant. The following draining and flush- run on hoist with rear wheels free to turn to approx-
ing procedure has been established for the Sure-Grip imately 40 MPH for ten (10) minutes. This thorough-
Differential before it is removed from the vehicle and ly circulates the lubricant and brings it to operating
replaced. temperature.
CAUTION: When servicing vehicles equipped with (5) Stop vehicle and remove the fill plug and using
Sure-Grip differentials do not use the engine to rotate a suction gun remove as much of the lubricant as
axle components unless both rear wheels are off the possible.
ground. Sure-Grip equipped axles can exert a signifi- (6) Refill axle to proper level with Chrysler Hy-
cant driving force if one wheel is in contact with floor poid Lubricant Part Number 2933565 or equivalent.
and could cause the vehicle to move. Reinstall fill plug and tighten.
(1) With lubricant of rear axle assembly at oper- (7) Lower vehicle on hoist and return to customer
ating temperature raise car on hoist so rear wheels to drive and evaluate for approximately 100 miles to
MyMopar.com
3-46 REAR AXLE
DIFFERENTIAL
CASE

PINIONS SIDE GEARS

CONE CLUTCH
COIL SPRING

LUBRICATION
POCKET LUBRICATION
GROOVES

NU4O5

Fig. 2—Sure-Grip Differential (Schematic)

determine if lubricant corrects the noise complaint. SURE-GRIP DIFFERENTIAL
If after the vehicle is driven approximately 100
miles and the noise condition is still evident, remove CAUTION: During removal and installation of axle
the differential and carrier assembly and replace the shafts, DO NOT rotate an axle shaft unless both are
Sure-Grip Differential. The Sure-Grip Differential and in position. Rotation of one axle shaft without the
the internal parts are serviced as an assembly only. other in place may result in misalignment of the two
spline segments with which the axle shaft spline en-
TESTING SURE-GRIP DIFFERENTIAL gages, and will necessitate difficult realignment
procedures when shaft is installed.
The Sure-Grip differential can be checked to deter-
mine if its performance is satisfactory without re-
moving the differential and carrier assembly from Removal
the vehicle. Follow the same procedure outlined under conven-
(1) Position vehicle on a hoist with engine off and tional differential removal.
the transmission selector lever in park if automatic
or in low gear if manual. Cleaning and Inspection
(2) Attempt to rotate wheel by applying turning (1) Clean the Sure-Grip differential assembly in a
force with hands gripping tire tread area (Fig. 3). fast evaporating mineral spirits or a dry cleaning
(3) If you find it extremely difficult, if not impos- solvent and with exception of bearings, dry with com-
sible to manually turn either wheel, you can consider pressed air.
the Sure-Grip differential to be performing satisfac- (2) Inspect differential bearing cones, cups and
torily. If you find it relatively easy to continuously rollers for pitting, spalling or other visible damage. If
turn either wheel the differential is not performing replacement is necessary, remove bearing cones from
properly and should be removed and replaced. The differential case using Tool C-293-P and adapter
Sure-Grip Differential and internal parts are serviced plates C-293-43.
as a complete assembly only. Under no circumstances (3) Visually inspect differential case for cracks or
should the differential be removed and disassembled other visible damage which might render it unfit for
and reinstalled. further service.
MyMopar.com
 SPECIFICATIONS 3-47
group). This is very important, otherwise during the
installation of ring gear on differential case, the
sharp edge will remove metal from the pilot diameter
of case and can get imbedded between differential
case flange and gear; causing gear not to seat prop-
erly.
(4) Position ring gear on differential case pilot
aligning threaded holes of ring gear with those in
differential case flange.
(5) Insert new drive gear screws (left hand
threads) through case flange and into ring gear. Af-
ter all cap screws are properly started, tap ring gear
against differential case flange with a non-metallic
mallet.
NU4O6 (6) Position differential case unit between brass
jaws of a vise and alternately tighten each cap screw
Fig. 3—Testing Sure-Grip Differential Effectiveness to 55 foot-pounds.
Assembly (7) Follow procedure outlined in conventional axle
If during cleaning and inspection the differential assembly for setting drive pinion depth of mesh,
bearings were found to be unfit for further use and drive gear backlash adjustment and bearing preload
were removed follow this procedure for installation adjustment.
of new bearings. Installation
(1) Position each differential bearing cone on hub Follow the same procedure outlined under conven-
of differential case (taper away from drive gear) and tional differential installation.
with installing Tool C-4086, install bearing cones. An
arbor press may be used in conjunction with installing LUBRICATION
tool. CAUTION: Never exert pressure against the Every six months check the fluid level in the axle
bearing cage, since this would damage the bearing. through the filler plug hole. When checking the level,
IMPORTANT: The procedure for installing the ring be sure the vehicle is in a level position on an axle
gear on differential case for the 8-3/4 in. axle differs or drive on type hoist. "See Lubrication Section" for
from that of the 7-1/4 in. and 8-1/4 in. axle. This proper level of specific axle assembly.
procedure must be followed so the ring gear seats on In Sure-Grip Differentials, use only the Chrysler
the differential case properly. Hypoid Lubricant Part Number 2933565 or equiva-
(2) If the ring gear was removed from the Sure- lent.
Grip differential case or is being replaced with a new "SHOULD THE REAR AXLE BECOME SUB-
ring gear for any reason, new nylok drive gear screws MERGED IN WATER, THE LUBRICANT MUST BE
must be installed. CHANGED IMMEDIATELY TO AVOID THE POS-
(3) Using an Arkansas stone, relieve the sharp SIBILITY OF EARLY AXLE FAILURE RESULTING
edge of the chamfer on the inside diameter of the FROM CONTAMINATION OF THE LUBRICANT BY
ring gear (Fig. 22 in 8-3/4 in. Axle section of this WATER DRAWN INTO THE VENT HOLE."

SPECIFICATIONS
7-1/4" Axle
TYPE Semi-Floating Hypoid
Ring Gear Diameter 7.250"
Number of Differential Pinions Two
DIFFERENTIAL BEARINGS
Adjustment by Threaded Adjustment
PINION AND DRIVE GEAR BACK LASH .004-.006" at point of minimum back lash
PINION BEARING PRELOAD ADJUSTMENT BY Collapsible Spacer
PINION BEARING DRAG TORQUE 15-25 inch-pounds
PINION DEPTH OF MESH ADJUSTMENT BY .. Cone Shims
.020-.038 inch in .001 inch graduations
RUNOUT-CASE AND DRIVE GEAR .005 inch Maximum
WHEEL BEARING TYPE Single Row Sealed Ball
LUBRICATION
Capacity 2 Pints (1-3/4 Imperial)
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3-48 SPECIFICATIONS
7-1/4" Axle
Type Multi-Purpose Gear Lubricant, as defined by MIL-L-2IO5B (API GL-5)
should be used on all rear axles; such a lubricant is available under
Part No. 2933565 Chrysler Hypoid Gear Lubricant or an equivalant.

8-1 /4" Axle

TYPE Semi-Floating Hypoid
Ring Gear Diameter 8.250"
PINION BEARINGS
Type Taper Roller
Number Used Two
Adjustment Collapsible Spacer
Pinion Bearing Preload New Bearings 20-35 Inch-Pounds
Used Rear And New Front 10-25 Inch-Pounds
DIFFERENTIAL Conventional
Bearings (Type) Taper Roller
Number Used Two
Preload Adjustment Threaded Adjustment
RING GEAR AND PINION Hypoid
Serviced In Matched Sets
Pinion Depth Of Mesh Adjustment Select Shims
Pinion and Ring Gear Backlash .006-.008" At Point
Of Minimum Backlash
Runout-Differential Case and Ring Gear Backface . . . .006" Maximum
WHEEL BEARINGS
Type Straight Roller
Adjustment None
End Play Built-in
Lubrication Rear Axle Lubricant
LUBRICATION
Capacity 4.4 PTS. (3-1/2 Imperial)
Type Multi-Purpose Gear Lubricant, as defined by MIL-L-2IO5B (API GL-5)
should be used on all rear axles; such a lubricant is available under
Part No. 2933565 Chrysler Hypoid Gear Lubricant or an equivalant.

8-3/4" Axle
TYPE Semi-Floating Hypo¡d
Ring Gear Diameter 8.750"
PINION BEARINGS
Type Tapered Roller
Number Used Two
Adjustment, Large Stem Tapered Pinion Collapsible Spacer
Pre-Load Torque (Seal Removed) 20 to 30 inch-pounds
DIFFERENTIAL BEARINGS
Type Tapered Roller
Number Used Two
Adjustment Adjusting Nut
RING GEAR AND PINION
Serviced in Matched Sets
Ring Gear Runout .005" Max.
Back Lash .006 to .008"
DIFFERENTIAL SIDE GEAR CLEARANCE
With Gauge .001 to .012"
WHEEL BEARINGS
Type Tapered Roller
Adjustment Adjusting Nut
End Play .008-.018
Lubrication Multi-Purpose
LUBRICATION Grease NLGI Grade 2 E.P.
Capacity 4.4 Pints (3-1/2 Imperial)
Type Multi-Purpose Gear Lubricant, as defined by MIL-L-2IO5B (API GL-5)
should be used on all rear axles; such a lubricant is available under
Part No. 2933565 Chrysler Hypo¡d Gear Lubricant or an equ¡valant.
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 TIGHTENING REFERENCE 3-49

TIGHTENING REFERENCE
7-1/4" Axle
Pounds
Foot Inch
Differential Bearing Cap Bolts 40
Ring Gear to Differential Case Bolts (Left Hand Thread) 55
Drive Pinion Flange Nut 210 (Mm.)
Carrier Cover Bolts 20
Axle Shaft Retainer Nuts 35
Propeller Shaft Bolts (Rear) 15
Spring Clip (U Bolt) Nuts 40 (Max.)
Wheel Stud Nuts 55
Shock Absorber Stud Nuts (Lower) 50

8-1/4" Axle
Pounds
Foot Inch
Differential Bearing Cap Bolts 55
Ring Gear to Differential Case Bolts 55
Drive Pinion Flange Nut 210 (Min.)
Carrier Cover Bolts 15-25
Brake Support Plate Retainer Nuts . 30-35
Propeller Shaft Bolts (Rear) 170-200
Spring Clip (U Bolt) Nuts 45
Wheel Stud Nuts 65
Shock Absorber Stud Nuts 50

8-3/4" Axle
Pounds
Foot Inch
Differential Bearing Cap Bolts 90
Ring Gear to Differential Case Bolts (Left Hand Thread) 55
Drive Pinion Flange Nut Large Stem
Collapsible Spacer 210 (Min.)
Carrier to Axle Housing Bolt Nuts 45
Axle Shaft Retainer Nuts 35
Propeller Shaft Bolts (Rear) 15
Spring Clip (U Bolt) Nuts 45
Wheel Stud Nuts 65
Shock Absorber Stud Nuts (Lower) 50

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3-50 SPECIAL TOOLS

8¼ INCH AXLE SPECIAL TOOLS

TORQUE WRENCH

C-637

•^CDT>IAQ J^Æ* &ÊÊÊ

SP-5383

ADAPTERS ADAPTERS
C-4040 OR DD-955 NO. 42 NO. 44 C-3281 C-4105 PF4O8

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 SPECIAL TOOLS 3-51

8¾ INCH AXLE SPECIAL TOOLS

GAUGE BLOCK SP-5260 OR SP-3250 8¾' SLEEVE SP-2920

CROSSBORE ARBOR
WRENCH
SP-56Ì 8 ¾ " AXLE

SP-536
COMPRESSION
SLEEVE SP-535

SPACER
WASHER
SP-3639

SLEEVE
SP-1370
ENTRALIZING
WASHER
SP-534
SP-292l OR 5387
8 ¾ " AXLE

PINION
LOCATING COMPRESSION
SPACER NUT SP-533
SP-2919
SPACER
SLEEVE SPACER SP-539
SP-1682 SP-1730

PF4O9

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 BRAKES 5-1

BRAKES
CONTENTS

Page Page
BRAKE EQUIPMENT APPLICATION 64 PARKING BRAKES 26
DISC BRAKES—SLIDING CALIPER 35 POWER BRAKES 30
DISC BRAKES—FLOATING CALIPER 48 SERVICE ADJUSTMENTS 1
DRUM BRAKES 5 SERVICE DIAGNOSIS 5
HYDRAULIC SYSTEM CONTROL VALVES 16 TIGHTENING REFERENCE 63
MASTER CYLINDERS 12 WHEEL CYLINDERS 23

SERVICE ADJUSTMENTS

INDEX

Page Page
Adjusting Service Brakes 1 Test for Fluid Contamination 2
Bleeding Brake System 2 Testing Application Adjusters 1
Brake Hose and Tubing 2 Tool Identification Picture 65
Service Adjustment—Special Tools 65 Wheel Stud Nut Tightening 2
Stop Lamp Switch Adjustment 4

GENERAL INFORMATION

The vehicle identification number on the instrument (6) Repeat above adjustment at each wheel. The
panel starts with a capital letter which indicates the adjustment must be equal to all wheels. Install adjust-
carline or sales name of vehicle (see Introduction of ing hole covers in brake supports.
this manual). These code letters are also used to in- (7) Adjust parking brake after wheel brake ad-
dicate the vehicle to which the service information justment.
applies. It is important to follow the above sequence to
avoid the possibility of the parking brake system
ADJUSTING SERVICE BRAKES causing brake drag as may occur if the parking
brakes are adjusted before the service brakes.
Normally self adjusting brakes will not require
manual adjustment but in the event of a brake reline
it may be advisable to make the initial adjustment TESTING APPLICATION ADJUSTER
manually to speed up the adjusting time. OPERATION
(1) Jack up vehicle so all wheels are free to turn.
(2) Remove rear adjusting hole cover from brake Place the vehicle on a hoist, with a helper in the
supports of vehicle. driver's seat to apply the brakes. Remove the plug
(3) Be sure parking brake lever is fully released,
from the rear adjustment slot in each brake support
then back off parking brake cable adjustment so
plate to observe the adjuster star wheel. Then, to
there is slack in cable. exclude the possibility of maximum adjustment; that
(4) Insert adjusting tool C-3784, into star wheel of is, the adjuster refuses to operate because the closest
adjusting screw. Move handle of tool upward until a possible adjustment has been reached; the star wheel
slight drag is felt when road wheel is rotated. should be backed off approximately 30 notches. It
(5) Insert a thin screwdriver or piece of welding will be necessary to hold the adjuster lever away
rod into brake adjusting hole and push adjusting lev- from the star wheel to allow backing off of the adjust-
er out of engagement with star wheel (models with ment.
Iso-Clamp rear suspension, bend welding rod to match Spin the wheel and brake drum in the reverse di-
adjusting tool angles plus a 3/4 reverse bend at con- rection and apply the brakes vigorously. This will
tact end), (Fig. 1). Care should be taken so as not to provide the necessary inertia to cause the secondary
bend adjusting lever or distort lever spring. While brake shoe to leave the anchor. The wrap up effect
holding adjusting lever out of engagement, back off will move the secondary shoe, and the cable will pull
star wheel to insure a free wheel with no brake shoe the adjuster lever up. Upon application of the brake
drag. pedal, the lever should move upward, turning the star

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5-2 BRAKES
Continue this bleeding operation on the other
wheels, starting with the left rear wheel, then the
right front and finishing with the left front wheel.
If necessary, repeat this bleeding operation if there
is any indication (a low, soft or spongy brake pedal)
of air remaining in the hydraulic system. Readjust
the brakes as described previously.

TEST FOR FLUID CONTAMINATION

To determine if contamination exists in the brake

fluid (as indicated by swollen or deteriorated rubber
cups), the following test can be made.
BRAKE
SHOE WEB
Place a small amount of the drained brake fluid
into a small clear glass bottle. Separation of the fluid
into distinct layers will indicate mineral oil content.
If there is any question of mineral oil content, as
indicated by swollen or deteriorated rubber parts,
drain and flush thoroughly and replace all rubber
WELDING parts.
ROD
ADJUSTING TOOL PD3O7
WHEEL STUD NUT TIGHTENING
Fig. I -Adjusting Brakes (Rear With Iso-Clamp)
The tightening sequence and torquing of the wheel
wheel. Thus, a definite rotation of the adjuster star stud nuts is of great importance to insure efficient
wheel can be observed if the automatic adjuster is brake operation. The use of an impact or long han-
working properly. If by the described procedure one dled wrench may distort the drum.
or more adjusters do not function properly, the re- A criss-cross tightening sequence should be used
spective drum must be removed for adjuster servic- (Fig. 2). Tighten all the stud nuts to one-half the
ing. specified torque first, (30 ft. lbs.), and then repeat
the sequence tightening to the specified 55 foot-
BLEEDING BRAKE SYSTEM pounds on models with 9 inch brakes (65 foot pounds
on models with disc or 10 and 11 inch brakes).
Clean all dirt and foreign material from the cover
of the master cylinder to prevent any dirt from fall-
ing into the master cylinder reservoir when the cov- BRAKE HOSE AND TUBING
er is removed.
Installation of Brake Hose
Using the one man bleeder tank C-3496-B (with The flexible hydraulic brake hose should always be
adapter) provides a convenient means of keeping the installed on the vehicle by first tightening the male
master cylinder full while pressurizing the hydraulic end of the hose into caliper, wheel cylinder, or rear
system for bleeding. (Complete bleeding of the dual
master cylinder is important! See Bleeding the Mas-
ter Cylinder in this Group.) Manual Bleeding is not
recommended because of reduced fluid flow. (For
Floating Cal¡per Disc Brakes see "Hydraulic System
Control Valves", this Group)
Tighten the brakes of each wheel until the brakes
are locked. (This reduces the movement of the wheel
cylinder cups and assists in bleeding).
Starting with the right rear wheel clean all dirt
from the bleeder valve. Place bleeder hose C-4029 on
the bleeder valve and insert the other end of the
bleeder hose into a clear jar half filled with clean
brake fluid. (This will permit the observation of air
bubbles as they are being expelled from the hydraulic
system and also prevent air from being drawn back
NK105
into the system. Follow the manufacturers instruc-
tions in the use of the bleeder tools.) Fig. 2-Wheel Stud Nut Tightening Sequence

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 BRAKES 5-3
axle housing tee. The hose should then be attached to to the front and rear brakes. Flexible rubber hose is
the hose bracket in a manner to give minimum twist. used at both front brakes and at a rear axle junction
(15 degree twist is the maximum recommended). Ex- block. Steel tubing is used from the junction block to
cessive twist can result in hose interference problems both rear wheel cylinders. All fittings, tubing and
with possible hydraulic system failure. hoses should be inspected for rusted, damaged or
defective flaring seats. The steel tubing is equipped
Inspection of Brake Hose and Tubing with a double flare or inverted seat to insure more
Inspection of brake hose and tubing should be in- positive seating in the fitting. To repair or reflare
cluded in all brake service operations and every tubing proceed as follows:
second oil change (every 3 months or 4,000 miles (1) Using Tool C-3478-A, or equivalent, cut off dam-
for vehicles used in fleet service; Police, Taxi, etc.). aged seat or damaged tubing (Fig. 3).
The hoses should be checked for: (2) Ream out any burred or rough edges showing
(1) Correct length, severe surface cracking, pull-
SCREW AND WASHER ASSEMBLY
ing, scuffing or worn spots. (Should the fabric casing TORQUE TO 75 INCH POUNDS.
of the hose be exposed by cracks or abrasions in the
rubber hose cover, the hose should be replaced).
Eventual deterioration of the hose can take place
with possible burst failure.
(2) Faulty installation to cause twisting, wheel, SWITCH
AND
tire or chassis interference. BRACKET
Always use factory recommended hose to insure ASSEMBLY
quality, correct length and superior fatigue life. Care
should be taken to make sure that the tube and hose
mating surfaces are clean and free from nicks and
burrs. New copper seal washers should be used and
the tube nuts and connections should be properly
made and tightened. Double wall steel tubing should
always be used to insure superior fatigue life. Care
should be taken when replacing brake tubing, to use
the proper bending and flaring tools and to avoid
routing the tubes against sharp edges, moving com-
ponents or in hot areas. All tubes should be properly
attached with recommended retaining clips.
Steel tubing is used to conduct hydraulic pressure

STEERING COLUMN
(REFERENCE)
SWÌTCH PLUNGER (DEPRESSED)
.170 SPACER (POWER BRAKE)
.120 SPACER (MANUAL BRAKE)
NOTE:
DO NOT PULL BRAKE PEDAL TO
ADJUST SWITCH.
POSITION SWITCH AGAINST
SPACER WITH PEDAL IN
FREE POSITION AND SWITCH
PLUNGER FULLY DEPRESSED

FREE POSITION
STOP LAMP STOP LAMP "OFF
" O N " 3/4 INCH
PEDAL TRAVEL
(POWER BRAKE)
1 INCH
PEDAL TRAVEL
(MANUAL BRAKE)
PB51A
PF513
Fig. 4-Stop Light Switch Adjustment
Fig. 3—Cutting and Flaring Steel Tubing (V and I Models)

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5-4 BRAKES

on inside edges of tubing. This will make the ends of tool is firmly seated in tubing.
tubing square and insure better seating of flared end (10) Remove tubing from flaring tool and inspect
tubing. Place compression nut on tubing prior to flar- seat.
ing tubing. (11) Clean seat and tube of any lubricant before
(3) To flare tubing open handles of flaring Tool connecting to hydraulic system.
C-4047 and rotate jaws of tool until the mating jaws
of tubing size are centered in area between vertical STOP LIGHT SWITCH ADJUSTMENT
posts.
(4) Slowly close handles with tubing inserted in The stop light (or stop light/speed control) switch
jaws but do not apply heavy pressure to handle as and mounting bracket assembly is attached to the
this will lock tubing in place. brake pedal bracket. The switch is actuated by the
(5) Place gauge "Form A" on edge over end of pedal blade on V-L models and by the brake push
tubing and push tubing through jaws until end of rod on all other models.
tubing contacts the recessed notch of gauge matching Refer to figures 4, 5 or 6 for proper switch adjust-
the size of tubing (Fig, 3). ment as follows:
(6) Squeeze handles of flaring tool and lock tubing (1) Loosen switch assembly to pedal bracket at-
in place. taching screw and slide assembly away from pedal
(7) Place proper sized plug of gauge "A" down in blade or brake push rod.
end of tubing. Swing compression disc over gauge and (2) Push brake pedal down and allow to return to
free position, do not pull brake pedal back at any
center tapered flaring screw in recess of disc.
time.
(8) Lubricate taper of flaring screw and screw in
(3) Place proper spacer gauge on pedal blade or
until plug gauge has seated on jaws of flaring tool.
push rod.
This action has started to invert the extended end of
the tubing. (4) Slide switch assembly toward pedal blade or
push rod until switch plunger is fully depressed
(9) Remove gauge and apply lubricant to tapered
end of flaring screw and continue to screw down until SCREW AND WASHER
ASSEMBLY TORQUE
TO 75 INCH POUNDS
SWITCH AND BRACKET
ASSEMBLY
SCREW AND WASHER ASSEMBLY ' .120 SPACER (MANUAL
TORQUE TO 75 INCH POUNDS R POWER)

NOTE:
SWITCH A N D BRACKET DO NOT PULL BRAKE
ASSEMBLY PEDAL TO ADJUST
MANUAL SWITCH.
BRAKE POSITION SWITCH
PUSH ROD AGAINST SPACER WITH
(REFERENCE) STEERING COLUMN PEDAL IN FREE POSITION
(REFERENCE) AND SWITCH PLUNGER
FULLY DEPRESSED

STEERING
COLUMN
(REFERENCE)
.140 SPACER
(SEE NOTE)
FREE POSITION
STOP LAMP " O N " STOP LAMP
1/2" INCH PEDAL TRAVEL "OFF"
FREE POSITION
STOP LAMP "OFF' STOP LAMP
NOTE: " O N " 1/2 INCH
DO NOT PULL BRAKE PEDAL TRAVEL
PEDAL TO ADJUST SWITCH. (POWER BRAKES)
POSITION SWITCH AGAINST 1 INCH
PEDAL TRAVEL
SPACER WITH PEDAL IN (MANUAL BRAKES)
FREE POSITION A N D SWITCH
PLUNGER FULLY DEPRESSED

PB52A PB53A
Fig. 5—Stop Light Switch Adjustment Fig. 6—Stop Light Switch Adjustment
(B and J Models) (P,D,C and Y Models)

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 DRUM BRAKES 5-5

against spacer gauge (on heavy duty or stop light/ (5) Re-tighten switch bracket screw to 95 inch
speed control switches, depress plunger until switch pounds.
body contacts spacer gauge). (6) Remove spacer.

DRUM BRAKES

INDEX

Page Page
Brake Drum Removal 7 Brake Shoe Installation 10
Front Brake Drums 7 Front Brake Shoes 10
Rear Brake Drums 7 Rear Brake Shoes 11
Brake Shoe Removal 7 Cleaning and Inspection 9
Front Brake Shoes 7 Drum Brake—Special Tools 65
Rear Brake Shoes 8 General Information 5
Brake Drum Installation 12 Grinding and Refacing Recommendations 9
Front Brake Drums 12 Service Diagnosis 5
Rear Brake Drums 12 Tool Identification Picture 65

GENERAL INFORMATION

Front drum brakes are used on certain V-L models The lower ends of the brake shoes are connected by a
only. All drum brake applications are two shoe, in- tubular star wheel adjusting screw (Figs. 1, 4 and 5).
ternal expanding brakes with application adjusters.

DRUM BRAKES

SERVICE DIAGNOSIS
Condition Possible Cause Correction
PEDAL GOES TO FLOOR (a) Fluid low in reservoir. (a) Fill and bleed master cylinder.
(b) Fill and bleed hydraulic brake sys-
(b) Air in hydraulic brake system. tem.
(c) Repair or replace self-adjuster as re-
(c) Improperly adjusted brake. quired.
(d) Recondition or replace wheel cylinder
(d) Leaking wheel cylinders. and replace both brake shoes.
(e) Tighten all brake fittings or replace
(e) Loose or broken brake lines. brake line.
(f) Recondition or replace master cylinder
(f) Leaking or worn master cylinder. and bleed hydraulic system.
(g) Reline and adjust brakes.
(g) Excessively worn brake lining.
SPONGY BRAKE PEDAL (a) Air in hydraulic system. (a) Fill master cylinder and bleed hy-
draulic system.
(b) Improper brake fluid (low boiling (b) Drain, flush and refill with brake
point). fluid.
(c) Excessively worn or cracked brake (c) Replace all faulty brake drums.
drums.
(d) Broken pedal pivot bushing. (d) Replace nylon pivot bushing.

BRAKES PULLING (a) Contaminated lining. (a) Replace contaminated brake lining.
(b) Front end out of alignment. (b) Align front end.
(c) Incorrect brake adjustment. (c) Adjust brakes and check fluid.
(d) Unmatched brake lining. (d) Match primary, secondary with same
type of lining on all wheels.
(e) Brake shoes distorted. (e) Replace faulty brake shoes.
(f) Restricted brake hose or line. (f) Replace plugged hose or brake line.
(g) Broken rear spring. (g) Replace broken spring.

SQUEALING BRAKES (a) Glazed brake lining. (a) Cam grind or replace brake lining.
(b) Saturated brake lining. (b) Replace saturated lining.

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5-6 DRUM BRAKES-
Condition Possible Cause Correction
(c) Weak or broken brake shoe retaining (c) Replace retaining spring.
spring.
(d) Broken or weak brake shoe return (d) Replace return spring.
spring.
(e) Incorrect brake lining. (e) Install matched brake lining.
(f) Distorted brake shoes. (f) Replace brake shoes.
(g) Bent Support Plate. (g) Replace support plate.
(h) Dust in brakes or scored brake drums. (h) Blow out brake assembly with com-
pressed air and reface brake drums.

CHIRPING BRAKES (a) Out of round drum or eccentric axle (a) Repair as necessary, and lubricate
flange pilot. support plate contact areas (6 plac-
es).

DRAGGING BRAKES (a) Incorrect wheel or parking brake ad- (a) Adjust brakes and check fluid.
justment.
(b) Parking brakes engaged. (b) Release parking brakes.
(c) Weak or broken brake shoe return (c) Replace brake shoe return spring.
spring.
(d) Brake pedal binding. (d) Free up and lubricate brake pedal
and linkage.
¢e) Master cylinder cup sticking. (e) Recondition master cylinder.
(f) Obstructed master cylinder relief (f) Use compressed air and blow out re-
port. lief port.
(g) Saturated brake lining. (g) Replace brake lining.
(h) Bent or out of round brake drum, (h) Reface or replace faulty brake drum,
(i) Incorrect stop light switch adjust- (i) Adjust stop light switch.
ment.

HARD PEDAL (a) Brake booster inoperative. (a) Replace brake booster.
(b) Incorrect brake lining. (b) Install matched brake lining.
(c) Restricted brake line or hose. (c) Clean out or replace brake line or
hose.
(d) Frozen brake pedal linkage. (d) Free up and lubricate brake linkage.

WHEEL LOCKS (a) Contaminated brake lining. (a) Reline both front or rears of all four
brakes.
(b) Loose or torn brake lining. (b) Replace brake lining.
(c) Wheel cylinder cups sticking. (c) Recondition or replace wheel cylin-
der.
(d) Incorrect wheel bearing adjustment. (d) Clean, pack and adjust wheel bear-
ings.

BRAKES FADE (a) Incorrect lining. (a) Replace lining.

(HIGH SPEED) (b) Overheated brake drums. ¢b) Inspect for dragging brakes.
(c) Incorrect brake fluid (low boiling (c) Drain flush, refill and bleed hydraulic
temperature). brake system.
(d) Saturated brake lining. (d) Rel¡ne both front or rear or all four
brakes.

SURGE Below 15 MPH (a) Bent or out of round rear brake drum, (a) Reface or replace brake drum.
CHATTER 80 to 40 MPH (a) Bent or out of round front brake (a) Reface or replace brake drum.
drum.

SHOE KNOCK (a) Machine grooves in contact face of (a) Sand, reface or replace brake drum.
brake drum.
(b) Weak hold down springs. (b) Replace hold down springs.

BRAKES DO NOT SELF (a) Adjuster screw frozen in thread. (a) Clean and free-up all thread areas.
ADJUST (b) Adjuster screw corroded at thrust (b) Clean threads and replace thrust
washer. washer if necessary.
(c) Adjuster lever does not engage star (c) Repair, free up or replace adjuster as
wheel. required.
(d) Adjuster installed on wrong wheel. (d) Install correct adjuster parts.

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 DRUM BRAKES 5-7

SERVICE PROCEDURES
The eleven inch brakes used on taxi vehicles, (Fig. 6) wheel and drum assembly from spindle to expose
are equipped with manual adjusters. The service brake linings (Fig. 1).
procedures covering these brakes are identical to the (5) Inspect brake lining for wear, shoe alignment,
passenger car, with the exception of reference to ap- or contamination from grease or brake fluid.
plication adjusters. Illustrations of the various service
procedures will not always show any one specific Removing Rear Brake Drums
brake. (1) Remove rear plug from brake adjusting access
hole.
BRAKE DRUM REMOVAL (2) Insert a thin screwdriver into brake adjusting
hole and hold adjusting lever away from notches of
Removing Front Brake Drums adjusting screw.
(Nine inch brake only) (3) Insert Tool C-3784 into brake adjusting hole
To aid in brake drum removal loosen brake star and engage notches of brake adjusting screw. Release
adjusting wheel. brake by prying down with adjusting tool.
(1) Remove rear plug from brake adjusting access (4) Remove rear wheel and clips from wheel studs
hole. that holds drum on axle. Discard clips. Remove
(2) Insert a thin screwdriver into brake adjusting drums.
hole and push adjusting lever away from star adjust- (5) Inspect brake lining for wear, shoe alignment
ing wheel. Care should be taken not to bend adjust- or contamination from grease or brake fluid.
ing lever.
(3) Insert Tool C-3784 into brake adjusting hole BRAKE SHOE REMOVAL
and engage notches of brake adjusting star wheel.
Release brake adjustment by prying down with adjust- Removing Front Brake Shoes
ing tool. (1) Using Tool C-3785 remove brake shoe return
(4) Remove wheel cover, grease cap, cotter pin, springs (Fig. 2). (Note how secondary spring over-
lock, adjusting nut, outer wheel bearing and remove laps primary spring), (Fig. 1).
ANC HOR ANCHOR
WHEEl. CYLINDER \
\ ANCHOR PLATE ANCHOR PLATE \
DUST BOOT \ \ \

PRIMARY
\
\
\
\ /
I SHOE TABS (3) SHOE
`¡d* (3)
\
S,
\
\ SECONDARY
\ RETURN
\ SPRING
RETURN SPRING X

\ \ / y PRIMARY^
RETURN \
\
\
X , ii
\ \

llipülfcn
\

1
LOCK
CABLE GUIDE

/
\
SHOE RETAINERS,
SPRING AND NAIL j
\ SPRING \^fl· QL / /PARKING
CABLE GUIDE ÆS¢Â U^. / /BRAKE LEVER
ASSEMBLY Æ
\\ ã
n
mmm 2¾¾BL/
•á^fll¾
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RETAINERS,
ANTÎ-RATTLE^*¾7 jgm f7 J ¾ » SPRING AND
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•N ¾ SPRING ml
• mm
ìflHikf nH NAIL
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l\i, Ænmrå STRUT^l·¾l;:
ELJH ÄJŠ^ADJÜSTER H¾£Jl^^
i^jHr
OVERLOAD
SPRING
AND LINING ^
"SECONDARY SHOE rnVs-, I^ÄF-LEVER SPRING
AND LINING /¾lk71
AUTOMATIC^ ;ijpp/¯¾PT '
/ ^1^8
^^ JB i | F - ~ SECONDARY SHOE
^ A N D LINING
ADJUSTER / ^^^^x^\ î5i` ·ATP PRIAAARY SHOE
^ ^ A D J U S T I N G LEVER
SPRING
/
/ 1 \ ^v
J \
^`*

LEVER >PRING
í
AND LINING

/
J

\ \ ^SUPPORT PUTE
s
/ SUPPORT \ ADJUSTER
1 \`
SUPPORT PI ÀTF
1
1
ADJUSTING LEVER
PLATE
\
AUTOMATIC
SCREW
ASSEMBLY
(STAR WHEEL)
ADJUSTER SCREW ADJUSTER
ASSEMBLY (STAR WHEEL) SPRING
LEFT FRONT LEFT REAR PB5O6
Fig. 7—Nine Inch Brake Assemblies

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5-8 DRUM BRAKES -¤

'RIMARY SHOE SECONDARY SHOE PRIMARY ANCHOR PLATE

AND LINING AND LINING RETURN SECONDARY
SPRING RETURN SHOE
SPRING TAB (3)
PRIMARY CABLE GUIDE
SHOE AND
LINING SHOE RETAINERS,
ANTI- AND SPRING
RATTLE NAIL ASSEMBLY
SPRING
STRUT

SPRING
SPECIAL TOOL PARKING
BRAKE LEVER
NAIL RETAINER PF439 PRIMARY
SHOE AND SECONDARY
LINING SHOE
Fig. 2—Removing Shoe Return Springs (Left Front) AUTOMATIC AND LINING
ADJUSTER LEVER SPRING
(2) Slide eye of automatic adjuster cable off an- SPRING
ADJUSTER SCREW
chor and unhook from adjusting lever. Remove cable, ASSEMBLY ADJUSTER
SUPPORT (STAR WHEEL) LEVER
overload spring, cable guide and anchor plate. PLATE OVERLOAD
(3) Disengage adjusting lever from spring by slid- SPRING
ing forward to clear pivot, then working out from LEFT REAR PF44l
under spring. Remove spring from pivot. Remove au-
tomatic adjuster spring from secondary shoe web and Fig. 4—Ten Inch Brake Assembly—(Rear)
disengage from primary shoe web. Remove spring.
(4) Remove brake shoe retainers, springs and (2) Using Tool C-3785, remove brake shoe return
nails, using Tool C-4070, (Fig. 3). springs (Fig. 7). (Note how secondary spring over-
(5) Remove primary and secondary shoes from sup- laps primary spring) (Figs. 1, 4, 5 or 6).
port. Remove adjusting star wheel screw assembly (3) Slide eye of automatic adjuster cable off an-
from shoes. SECONDARY
PRIMARY
RETURN
RETURN
Removing Rear Brake Shoes SPRING ANCHOR ^SPRING CABLE
(1) Remove rear wheel, and drum retaining clips. PLATE GUIDE
Remove drum. SHOE
TAB (3) SHOE RETAINERS,
PRIMARY SHOE RETURN SPRING SECONDARY SHOE SPRING AND
RETURN SPRING NAIL ASSEMBLIES
SPECIAL TOOL
(REMOVING AND ANTI-
INSTALLING) RATTLE
SPRING]
STRUT'

H ^ PARKING

I fm¿M Wwå

K^ N
BRAKE LEVER

SECONDARY
AUTOMATIC ^ \ SHOE AND
H B H r y¾ - ~*^^ ADJUSTER \LINING
¥
Mr X
SPRING
/
/ /
ADJUSTER
\ \
ADJUSTER \
LEVER SPRING

w V ADJUSTING LEVER SUPPORT SCREW LEVER \

^•BT \
\
PLATE ASSEMBLY \
OVERLOAD
ADJUSTER SPRING LEVER SPRING SPR NG
PF44O LEFT REAR '
PF442
Fig. 3-Removing or Installing Shoe Retainers,
Spring and Nails (Right Front) Fig. 5-Eleven Inch Brake Assembly—(Rear)

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 DRUM BRAKES 5-9

PRIMARY RETURN
ANCHOR PLATE nails. Using Tool C-4070, (Fig. 8), and remove from
SPRING LOCK SECONDARY support.
RETURN (8) Disengage parking brake cable from parking
SPRING brake lever.
ANTI-RATTLE
SPRING
, PARKING BRAKE CLEANING AND INSPECTION
LEVER
Wipe or brush clean (dry) the metal portions of
SHOE the brake shoes. Examine the lining contact pattern
TAB (3) to determine if the shoes are bent. The lining should
STRUT
show contact across the entire width, extending from
heel to toe. Shoes showing contact only on one side
should be replaced. Shoes having sufficient lining but
lack of contact at toe and heel should be measured
SUPPORT PLATE SHOE RETAINERS, for proper grind.
SPRING AND NAIL Clean the support, using a suitable solvent, then
ASSEMBLY
inspect for burrs. Remove if necessary. Clean and
ADJUSTER SCREW ASSEMBLY ADJUSTER inspect the adjusting screws for pulled or stripped
(STAR WHEEL) LOCK SPRING threads, then apply a thin film of lubricant to the
threads, socket and washer (Fig. 9). Replace adjuster
LEFT REAR
PF443 screw if corrosion of any part inhibits very free opera-
tion.
Fig. 6-Eleven Inch Brake Assembly-(Without New brake shoe return springs and hold down
Automatic Adjusters)—(Rear)
springs should be installed where the old springs have
chor and then unhook from adjusting lever. Remove been subjected to overheating or if their strength is
cable, overload spring, cable guide and anchor plate. questionable. Spring paint discoloration or distorted
(4) Disengage adjusting lever from spring by slid- end coils would indicate an overheated spring.
ing forward to clear pivot, then working out from
under spring. Remove spring from pivot. Remove au-
tomatic adjuster spring from secondary shoe web and GRINDING AND REFACING
disengage from primary shoe web. Remove spring. RECOMMENDATIONS
(5) Disengage primary and secondary shoes from Brake Shoe Lining—New lining should be mea-
push rods (if so equipped) and remove adjusting star
sured and ground .060 in. to .080 in. (maximum under
wheel assembly from shoes.
(6) Spread anchor ends of primary and secondary the drum diameter). When replacing brake shoe and
shoes and remove parking brake lever strut and anti- lining assemblies, always check them in the drum
rattle spring (Fig. 12). they are to be used with to insure that they have the
(7) Remove brake shoe retainers, springs and recommended radius grind. This grind, which should
provide at least .004 inch heel and toe clearance, is
PRIMARY SHOE SPECIAL TOOL
RETURN (REMOVING AND
SPRING INSTALLING) TAB OF ANTI-
SECONDARY SHOE RATTLE SPRING
AND LINING {BEHIND SHOE
TAB OF SECONDARY
WEB)
ANTI-RATTLE SHOE RETURN
SPRING SPRING

SPECIAL
TOOL

SPRING
LEVER NAIL
SPRING
RETAINER
ADJUSTER ADJUSTING PRIMARY SHOE
SPRING LEVER NU243A AND LINING" NU244
Fig. 8-Remov¡ng or Installing Shoe Retainers,
Fig. 7—Removing Shoe Return Springs—(Left Rear) Springs, and Na¡ls-(Right Rear)
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5-10 DRUM BRAKES-

MAXIMUM DIAMETER
MARKING
SOCKET

WASHER

SCREW
THREADS

BUTTON NUT PB510

. 9—Adjuster Screw Assembly

necessary for proper lining to drum contact during
brake application.
CAUTION: When resurfacing or refacing brake shoes
follow manufacturing recommendations for proper
use of their equipment. Whatever equipment is used,
ensure that proper ventilation is provided to remove
asbestos dust, which can be detrimental to health.
Drum Refacing—Measure the drum runout and di- PF444
ameter with an accurate gauge. There should be no
variation in the drum diameter greater than .002 Fig. 10-N¡ne Inch Drum-Maximum Diameter
inch. Drum runout should not exceed .006 inch out of Identification
round. If the drum runout or diameter variation ex- hook other end in web of secondary. Install adjusting
ceed these values the drum should be refaced. Re- lever spring over pivot pin on shoe web. Install adjust-
move only as much material as is necessary to clean ing lever under spring and over pivot pin. Slide lever
up the drum. It is recommended the front drums be slightly rearward to lock in position (Fig. 1).
refaced with the wheel and tire mounted. Do not (4) Spread anchor ends of brake shoe to hold star
reface more than .060 inch over the standard drum adjusting wheel assembly in position.
diameter. (5) Holding brake shoes firmly, place assembly on
NOTE: All drums will show markings of maximum support plate, and at the same time engage shoe webs
allowable diameter (Fig. 10). For example, a nine inch with wheel cylinder pistons (Fig. 12).
drum will have a marking of MAX. DIA. 9.090". This (6) Using Tool C-4070, install shoe retaining nails,
marking includes .030" for allowable drum wear be- springs and retainers. (Fig. 6).
yond the recommended .060" of drum refacing. (7) Install anchor plate over anchor.
(8) Slide "eye" of adjusting cable over anchor and
BRAKE SHOE INSTALLATION against anchor plate. Engage end of primary shoe
Installing Front Brake Shoes PISTON STOP
Lubricate with a thin film the shoe tab contact area
(6 places) on support plate with Chrysler Parts Multi- SUPPORT
purpose Grease, Part number 2932524 or equivalent
(Fig. 11).
(1) Match a primary with a secondary brake shoe
and place them in their relative position on a work
bench.
(2) Install adjusting star wheel assembly between
primary and secondary shoes, with a star wheel next
to secondary shoe (Fig. 1).
The left star wheel adjusting stud end is stamped
"L" (indicating its position on the vehicle) and is also
cadmium plated. The right star wheel is black, and the SHOE CONTACT
NR107
AREA (6)
adjusting stud end is not stamped.
(3) Install adjuster spring in primary shoe and Fig. 7 7-Shoe Contact Area on Support

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 DRUM BRAKES 5-11

PRIMARY SHOE ANCHOR PLATE

RETURN SPRING
PRIMARY SHOE AND LINING ADJUSTER
SECONDARY SHOE TAB OF ANTI- CABLE
AND LINING RATTLE
SPRING
STRUT

PARKING
BRAKE
CABLE
ADJUSTER SPRING^! PRIMARY SHOE
AND LINING NU245
`¾ír;-¾· PF445
ADJUSTING STAR WHEEL ^¾ ¯ Fig. 13—Removing or Installing Parking Brake Strut
and Spring—(Left Rear)
Fig. 12-lnstalling Brake Shoes-(Left Front)
(4) Slide primary shoe into position and engage
return spring in shoe web and install other end over with push rod (if so equipped) and free end of strut.
anchor, using Tool C-3785. Install anchor plate over anchor, then install eye of
(9) Install cable guide in secondary shoe web. adjuster cable over anchor (Fig. 14).
Holding in position, engage secondary shoe return (5) Engage primary shoe return spring in web of
spring through guide and into web. Install other end shoe and install free end over anchor, using Tool
over anchor, using Tool C-3785. (Be sure cable guide C-3785. (Fig. 7).
remains flat against shoe web, and that secondary
(6) Install cable guide in secondary shoe web.
spring overlaps primary) (Fig. 1). Using pliers,
Holding in position, engage secondary shoe return
squeeze ends of spring loops (around anchor) until
parallel. spring through guide and into web. Install other end
over anchor, using Tool C-3785. (Be sure cable guide
(10) Thread adjuster cable over guide and hook
end of overload spring in lever (Fig. 1). (Be sure remains flat against shoe web and that secondary
"eye" of cable is pulled tight against anchor and in a spring overlaps primary) (Fig. 1). Using pliers,
straight line with guide). squeeze ends of spring loops (around anchor) until
parallel.
Installing Rear Brake Shoes (7) Install adjusting star wheel assembly between
Lubricate with a thin film the shoe tab contact area primary and secondary shoes, with star wheel next to
(6 places) on support plate with Chrysler Parts Multi- secondary shoe (Fig. 1). The left star wheel adjusting
purpose Grease, Part number 2932524 or equivalent PRIMARY SHOE ANCHOR PLATE
(Fig. 11). RETURN WAVE WASHER
(1) Install parking brake lever on inner side of SPRING
HORSESHOE
secondary shoe web after lubricating pivot with sup- CLIP
port plate lubricant. Secure with wave washer and TAB
horseshoe clip. ANTI-RATTLE
(2) Engage parking brake lever with cable, then
slide secondary shoe against support plate, and at the
same time engage shoe web with push rod, (if so
equipped) and against anchor.
(3) Slide parking brake strut behind hub and into
slot in parking brake lever. Slide anti-rattle spring AD USTER
over free end of strut (Fig. 13). On ten inch brakes, CABLE
be sure spring tab is pointing rearward and up on RETAINING
NAIL
outside of shoe web (Left Brake), and pointing front- SECONDARY
ward and down behind shoe web (Right Brake) (Fig. SHOE AND
13). On eleven inch brakes, be sure spring tab is PRIMARY SHOE LINING
AND LINING
pointing forward, down and inside of shoe web (both
Left and Right Brake) (Fig. 5). F¡g. 14-lnstalíing Brake Shoes-(Left Rear)
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5-12 MASTER CYLINDERS

stud end is stamped "L" (indicating its position on of cable is pulled tight against anchor and in a
the vehicle) and is also cadium plated. The right star straight line with guide).
wheel is black, and the adjusting stud end is not
stamped. Install adjuster spring between shoes (Figs. BRAKE DRUM INSTALLATION
1, 4 and 5). (Engage primary shoe first). (Eleven inch Installing Front Brake Drums
brakes, install adjuster spring with coil forward, op- (1) Lubricate wheel bearings and install brake
posite adjuster lever, Fig. 5). drum and adjust wheel bearing to proper preload.
(8) Install adjusting lever spring over pivot pin on (2) Adjust brakes as described under "Service Ad-
shoe web. Install adjusting lever under spring and justments" at front of this Group.
over pivot pin. Slide lever slightly rearward to lock in
position. Installing Rear Brake Drums
(9) Using Tool C-4070, install shoe retaining nails, (1) Install brake drum. Reinstallation of retaining
retainers and springs (Fig. 8). clips is not necessary. Install wheel and tire assembly.
(10) Thread adjuster cable over guide and hook (2) Adjust brakes as described under "Service Ad-
end of overload spring in lever (Fig. 1). (Be sure eye justments" at front of this Group.

MASTER CYLINDERS

INDEX

Page Page
Bleeding Master Cylinder 15 Master Cylinder Removal 12
Cleaning and Inspection 14 Master Cylinder—Special Tools 66
Disassembling Master Cylinder 12 Reassembling Master Cylinder 14
General Information 12 Testing Master Cylinder 15
Installing Master Cylinder 15 Tool Identification Picture 66
Master Cylinder Identification Chart 13

GENERAL INFORMATION

The vehicle identification number on the instrument warning switch tee and the front brakes. This system
panel starts with a capital letter which indicates the is referred to as PRIMARY (marked F). The master
carline or sales name of vehicle (see Introduction of cylinder used on a vehicle not equipped with a power
this manual). These code letters are also used to in- brake unit is serviced in the same manner as the mas-
dicate the vehicle to which the service information ter cylinder with a power brake unit, with one excep-
applies. tion, the master cylinder for power brakes does not
The tandem master cylinder (Fig. 1) is of the com- include the pushrod.
pensating type with the reservoirs cast integrally. The disc brake master cylinder is different from the
The front outlet tube from the master cylinder is drum brake master cylinder in reservoir, cover, bail,
connected to the hydraulic system warning switch and gasket size, and only THE SECONDARY OUTLET
tee and then to the rear brakes. This system is re- HAS RESIDUAL PRESSURE VALVE AND SPRING
ferred to as SECONDARY (marked R). The rear outlet (Fig. 1).
tube from the master cylinder is also connected to the

SERVICE PROCEDURES

MASTER CYLINDER REMOVAL (4) Slide master cylinder straight out from cowl
panel and/or power brake unit (if so equipped).
(1) Disconnect primary and secondary brake tubes
from master cylinder (residual pressure valves will DISASSEMBLING MASTER CYLINDER
keep cylinder from draining the drum brake Master
Cylinder). Install a plug in the rear outlet of the disc To disassemble the master cylinder, (Fig. 1) clean
brake Master Cylinder. outside of master cylinder thoroughly.
(2) Remove nuts that attach master cylinder to (1) Press bail to one side, remove cover and gas-
cowl panel and/or power brake unit (if so equipped). ket. Empty brake fluid from reservoirs.
(3) Disconnect pedal push rod (manual brakes) (2) Remove secondary piston retainer screw from
from brake pedal. inside reservoir, then remove snap ring from outer

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 MASTER CYLINDERS 5-13

MASTER CYLINDER IDENTIFICATION CHART

Model Brakes M/Cyl. Bore Diameter M/Cyl. Tag Residual Valve
Min. Max.* Color Primary Secondary

V-L 9" Drum .937" .940" Red Yes Yes

V-L 2.6 Slider (Manual) Disc. 1.031" 1.034" Yellow No Yes
V-L 2.6 Slider (Power) Disc. .937" .940" Black No Yes

B-J-R-W 2.75 Floating (Manual) Disc. 1.00" 1.003" None** No Yes

B-J-R-W
P-D-C-Y 2.75 Floating (Power) Disc. 1.031" 1.034" Natural No Yes
*Max¡mum increase in bore size after honing, .002"
f
*Number "55" painted in black letters on white background on rear snout of M/Cyl.
COVER GASKET

PISTON RETAINER
SCREW

RESIDUAL PRESSURE
VALVE A N D SPRING
SECONDARY SYSTEM COMPONENTS r PRIMARY SYSTEM
(REAR BRAKES) ' COMPONENTS
TUBE
SEAT (FRONT BRAKES)
PISTON RETURN SPRING
SECONDARY
CUP RETAINER PISTON
PISTON
" O " RING RETAINER
SEAL PRIMARY SNAP RING
PISTON
BAIL PRIMARY CUP ASSEMBLY
MASTER
CYLINDER BODY THIN WASHER

SECONDARY CUP
(jt
PRIMARY CUP
DRUM BRAKE
SECONDARY CUP
COVER
GASKET

PISTON
RETAINER
SCREW SECONDARY SYSTEM COMPONENTS PRIMARY SYSTEM
(REAR BRAKES) COMPONENTS
(FRONT BRAKES)

RESIDUAL PRIMARY
CUP RETAINER " O " RING
PRESSURE PISTON
SEAL OR CUP
VALVE PRIMARY CUP ASSEMBLY
PISTON
RETAINER
SNAP RING

CHECK FLOW WASHER

SECONDARY
SECONDARY CUP SECONDARY-
SEATS PISTON CUP PD3O2A
fig. I—Tandem Master Cylinders (Exploded Views)

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5-14 MASTER CYLINDERS
end of cylinder bore (Fig. 2). Slide primary piston TOOL
assembly out of cylinder bore.
(3) Tamp open end of master cylinder on bench to
remove secondary piston. If secondary piston sticks in
bore of cylinder, use air pressure to force piston out
of cylinder. New cups must be installed at reassembly
if air pressure is used.
(4) Remove secondary piston compression spring
from bore.
(5) Remove rubber cups from pistons, after noting
positions of cup lips.
Do not remove the primary cup of the primary
piston. If cup is damaged or worn, install a new pri- TUBE SEATS
mary piston assembly.
(6) Using an easy out tool, remove tube seats by
PB5T3A
threading tool firmly into seat, tap tool and seat out
of cylinder body (Fig. 3). Fig. 3—Removing Tube Seats
(7) Remove residual pressure valves and springs
(Fig. 4). REASSEMBLING MASTER CYLINDER
Secondary (Front) Piston
CLEANING AND INSPECTION Before assembling the master cylinder, dip all com-
ponent parts in clean brake fluid and place on a clean
Clean master cylinder thoroughly, using a suitable shop towel or paper (assembling seals dry, can ruin
solvent and dry with compressed air. Wash the cylin- them).
der bore with clean brake fluid and inspect for scoring (1) Carefully work primary cup on end of second-
or pitting. Master cylinder bore walls that have light ary piston with the lip away from piston (Fig. 1).
scratches or show signs of corrosion, can usually be
(2) Slide "0" ring over the rear end of secondary
cleaned with crocus cloth. However, cylinder bores
that have deep scratches or scoring may be honed, piston and into correct land.
providing diameter of bore is not increased more (3) Carefully work secondary piston secondary
than .002 inch. If master cylinder bore does not clean cup (Fig. 1) into rear land, with the cup lip away
up at .002 inch when honed, the master cylinder from piston.
should be discarded and a new master cylinder in- (4) Slide cup retainer over front end of piston,
stalled. followed by piston spring (Fig. 1).
If master cylinder pistons are badly scored or cor- (5) Install piston spring, piston cup retainer, pis-
roded, replace them with new ones. The piston cups ton and cups into bore of master cylinder (Fig. 5).
and seals should be replaced when reconditioning a Be sure the lip of cups enter bore evenly in order
master cylinder. not to damage sealing qualities of cups. (Keep well
When overhauling a master cylinder, use all parts lubricated with brake fluid.)
furnished in repair kit. Discard all used rubber parts.
RESIDUAL PRESSURE
FRONT PISTON VALVE AND SPRING
RETAINER SCREW

TUBE SEATS

RESIDUAL PRESSURE
VALVE AND SPRING PB514
SNAP RING PB5Ì2
Fig. 4—Removing or Installing Residual Pressure
Fig. 2—Removing Retainer Screw and Snap Ring Valve
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 MASTER CYLINDERS 5-15
PISTON REAR PISTON SPRING
SPRING
PISTON
P
PISTON CUP

FRONT PISTON

PISTON CUP PB5Ì6 REAR PISTON ASSEMBLY*"^ ~`;¾P*IP^ PB517

Fig. 5—Installing Secondary (Front) Piston and Spring Fig. 6-lnstaU¡ng Primary (Rear) Piston Assembly
Primary (Rear) Piston AIR BUBBLES
(1) Carefully work secondary cup over rear end of
primary piston with lip of cup toward piston (Fig. 1).
(2) Center spring retainer of primary piston as-
sembly over shoulder of secondary piston. Push pis-
ton assemblies into bore up to center piston cup.
Carefully work cup into bore then push piston in up
to the secondary cup. Carefully work lip of primary
cup into bore, then push in on piston until seated
(Fig. 6).
(3) Holding piston in seated position, install
snap ring (Fig. 2).
(4) Install secondary piston retaining set screw in BLEEDING TUBES
reservoir and tighten securely (Fig. 2).
(5) Install residual pressure valves and springs in
outlet ports and install tube seats, firmly. WOODEN DOWEL
PB518
Fig. 7—Bleeding Master Cylinder
BLEEDING MASTER CYLINDER
(2) Slide over mounting studs. Install attaching
Before installing the master cylinder on vehicle, it nuts and tighten 200 inch pounds. Connect push rod
must be bled on the bench as follows: to brake pedal.
(1) Clamp master cylinder in a vise and attach (3) Connect front and rear brake tubes and tight-
bleeding tubes Tool C-4029 (Fig. 7). en to 150 inch-pounds.
(4) Bleed brakes at wheel cylinders using regular
(2) Fill both reservoirs with approved brake fluid.
procedure, being sure fluid level is maintained. (See
(3) Using a wooden stick or dowel (power brake Bleeding the Brake System in "Service Adjust-
equipped vehicles) or depress push rod slowly and ments").
allow the pistons to return under pressure of springs.
Do this several times until all air bubbles are expelled TESTING MASTER CYLINDER
(Fig. 7).
(4) Remove bleeding tubes from cylinder and in- Be sure that the master cylinder compensates at
stall cover and gasket. (As tubes are removed, fluid both ports. This can be done by applying the pedal
remaining in tubes will syphon out.) lightly with the engine running (power brakes) and
(5) Remove from vise and install master cylinder observing for a geyser of fluid squirting up in the
on vehicle as follows: reservoirs. This may only occur in the front chamber
and so to determine if the rear compensating port is
INSTALLING MASTER CYLINDER open, it will be necessary to pump up the brakes
rapidly and, then, hold the pedal down. Have an ob-
(1) Install master cylinder on vehicle, aligning server watch the fluid in the rear reservoir while the
push rod with cowl panel opening (manual brakes) or pedal is raised. A disturbance in the fluid indicates
power brake push rod with cylinder piston. that the compensating port is open.

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5-16 HYDRAULIC SYSTEM CONTROL VALVES

HYDRAULIC SYSTEM CONTROL VALVES

INDEX
Page Page
Bleeding Vehicles with Metering Valves 22 Testing Brake Warning Switch Unit 21
Brake Warning Switch (Drum Brakes) 16 Metering Valve Unit Operation 20
Combination Brake Warning/Proportioning Valve . 19 Checking Metering Valve Unit 20
Brake Warning Switch Unit 19 Combination Brake Warning/Metering/
Testing Brake Warning Switch Unit 19 Proportioning Valve 21
Proportioning Valve Unit 19 Proportioning Valve Unit 21
Testing Proportioning Valve Unit 19 Testing Proportioning Valve Unit 22
Combination Brake Warning/Metering Valve 20 Control Valves—Special Tools 66
Brake Warning Switch Unit 20 Tool Identification Picture 66

GENERAL INFORMATION
The vehicle identification number on the instrument attached to the fender splash shield or frame rail.
panel starts with a capital letter which indicates the Drum brake vehicles use a simple BRAKE (DIF-
carline or sales name of vehicle (see Introduction of FERENTIAL) WARNING SWITCH.
this manual). These code letters are also used to in- Disc brake vehicles use valves which combine the
dicate the vehicle to which the service information warning switch with a metering valve, a proportion-
applies. ing valve or both.
All vehicles have some type of hydraulic system There is only one valve ar switch in each vehicle,
control valve or switch in the brake system. The see "Valve Application Chart" and Figures 1 through
valve is usually located under the master cylinder 7.
VALVE APPLICATION CHART
BRAKE
CAR LINE TYPE HYDRAULIC VALVE TYPE ASSEMBLY NUMBER
V,L Drum Brake Warning Switch 2925882 (Brass)
Disc Combination-Brake Warning/
Proportioning 3466793 (Brass)
B,J—R,W
Disc Combination-Brake Warning/ (R,W) 3642233 (Cast Iron)
(Except Suburban) Proportioning/Metering (B,J) 3583607 (Cast Iron)
R-W
Suburbans Disc Combination-Brake Warning/
Metering 3642234 (Cast Iron)
P,D,C
(Except Suburban) Disc Combination-Brake Warning/
Proportioning/Metering 3583635 (Cast Iron)
P,D,C
Suburban Disc Combination-Brake Warning/
Metering 3466781 (Cast Iron)
Y Combination-Brake Warning/
(Includes with Disc Proportioning/Metering 3583635 (Cast Iron)
Sure Brake)

SERVICE PROCEDURES
BRAKE WARNING SWITCH (DRUM BRAKES) part of the brake system does not result in failure of
the entire hydraulic brake system. As an example,
The hydraulic system brake warning switch (Figs. failure of the rear brake system will leave the front
8 and 9) is used to warn the vehicle operator that one brake system still operative.
of the hydraulic systems has failed. A failure in one As pressure falls in one system, the other system's

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 HYDRAULIC SYSTEM CONTROL VALVES 5-17

BRAKE WARNING SWITCH

PF524

- l-V, L Models With Drum Brakes WARNING SWITCH/METERING/PROPORTIONING UNIT

VERTICAL MOUNT
normal pressure forces the piston to the inoperative
side contacting the switch terminal, causing a red
warning light to come on in the instrument panel, Fig. 3-B, J Models
thus, warning the operator of the vehicle that one of The safety switch is mounted on the frame in a
the systems has failed and should be repaired. vertical position with the brake tubes connected (Fig
8).
If a malfunction occurs within the switch, discon-
nect tubes from body assembly and install a new
assembly. The component parts of the switch body
are not serviced. However, the terminal unit can be

WARNING SWITCH-PROPORTIONING UNIT

PF525 WARNING SWITCH/METERING/PROPORTIONING UNIT
PF527
Fig. 2-V, L Models With Disc Brakes Fig. 4-R, W Sedan Models
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518 HYDRAULIC SYSTEM CONTROL VALVES

WARNING SWITCH/METERING UNIT

PF53O
WARNING SWITCH/METERING UNIT
PF528
Fig. 7-P, D, C Suburban Models
Fig. 5-R, W Suburban Models
parking brake is applied with the ignition key turned
removed if a malfunction occurs and a new terminal "ON". The same light will also illuminate should one
unit installed. of the two service brake systems fail when the brake
If a new body is installed, bleed the brake system. pedal is applied. To test the system turn the ignition
TESTING BRAKE WARNING SWITCH key "ON", and apply the parking brake. If the light
fails to light, inspect for a burned out bulb, discon-
The brake warning light is lit only when the
FROM MASTER CYLINDER
PORT STAMPED "F"
INSERT

OUTLET TO
SWITCH ASSEMBLY FRONT BRAKE
TUBE

PISTON
ASSEMBLY

MOUNTING
BRACKET

FROM MASTER
CYLINDER PORT OUTLET
WARNING STAMPED "R" TO REAR
SWITCH/METERING/PROPORTIONING BRAKE TUBE
UNIT
SWITCH B O D Y '

PF529 PLUG ¯*Hl JU ^SPRING PD3O8

Fig. 6-P, D, C, Y Sedan Models Fig. 8-Brake Warning Switch (Sectional)

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 HYDRAULIC SYSTEM CONTROL VALVES 5-19
OUTLET TO RIGHT INLET FROM
BRAKE WARNING FRONT BRAKE MASTER CYLINDER
SWITCH BODY TUBE PORT MARKED " F "

OUTLET TO FRONT
BRAKE TUBE

SWITCH
ASSEMBLY

OUTLET TO
REAR BRAKES

MOUNTING BRACKET SAFETY SWITCH PLUG

PF446 FROM MASTER
CYLINDER PORT MARKED "R" PB537A

Fig. 9-Brake Warning Switch (Exploded View) Fig. 10—Brake Warning Switch/Proportioning Valve
Typical Assembly (Exploded View)
nected socket, a broken or disconnected wire at the nect tubes from body assembly and install a new
switch. assembly. The component parts of the switch body
To test the service brake warning system, raise the are not serviced. However, the terminal unit can be
car on a hoist and open a wheel cylinder bleeder while removed if a malfunction occurs, and a new terminal
a helper depresses the brake pedal and observes the unit installed.
warning light. If the light fails to light, inspect for a If a new warning switch body assembly is installed,
burned out bulb, disconnected socket, a broken or bleed the brake system.
disconnected wire at the switch. If the bulb is not
burned out and the wire continuity is proven, replace TESTING BRAKE WARNING SWITCH UNIT
the brake warning switch in the brake line Tee fitting
mounted on the frame rail in the engine compart- The testing procedure for the warning switch unit
ment below the master cylinder. of the brake warning switch/proportioning valve as-
sembly is identical to that used for the drum brake
COMBINATION BRAKE WARNING warning switch.
SWITCH/PROPORTIONING VALVE
This valve combines the brake (differential pressure PROPORTIONING VALVE UNIT
warning switch and the rear brake proportioning valve
into one body, and in addition incorporates a propor- The proportioning valve unit of the brake warning
tioning valve bypass feature which provides full pres- switch/proportioning valve assembly (Figs. 10 and 11)
sure to the rear brakes in the event of front system operates by restricting, at a given ratio, hydraulic
pressure loss. pressure to the rear brakes when system hydraulic
pressure reaches a certain point. This compensates
BRAKE WARNING SWITCH UNIT for vehicle weight transfer from rear to front when
braking.
The brake warning switch unit of the brake warn- On light pedal application the valve allows full
ing switch/proportioning valve assembly (Fig. 10) is
brake hydraulic pressure to the rear brakes.
used to warn the vehicle operator that one of the
hydraulic systems have failed. A failure in one part of If hydraulic pressure is lost in the front brake sys-
the brake system does not result in failure of the tem, rear brake system hydraulic pressure moves the
entire hydraulic brake system. As an example, failure brake warning switch piston and opens a bypass in
of the rear brake system will leave the front brake the proportioning unit allowing full rear brake hy-
system still operative. draulic pressure.
As pressure falls in one system, the other system's
normal pressure forces the piston to the inoperative TESTING PROPORTIONING VALVE UNIT
side; contacting the switch terminal, causing a red
warning light to come on in the instrument panel, When a premature rear wheel slide is obtained on
thus warning the operator of the vehicle, that one of brake application, it usually is an indication that the
the systems has failed and should be repaired. fluid pressure to the rear brakes is above the reduc-
If a malfunction occurs within the switch, discon- tion ratio for the rear line pressure and that a mal-
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5¯2O HYDRAULIC SYSTEM CONTROL VALVES
FROM REAR AAASTER BRAKE WARNING FROM MASTER CYLINDER
CYLINDER OUTLET SWITCH/PROPORTIONING OUTLET MARKED
PORT MARKED " F " VALVE ASSEMBLY FROM MASTER
PROPORTIONING CYLINDER OUTLET
PISTON ASSEMBLY
TO RIGHT ^ INLET MARKED " R "
OUTLET TO FRONT
FRONT BRAKE
BRAKE TUBE
OUTLET TO FRONT
BRAKE TUBE v
SWITCH
ASSEMBLY

¯ì
-µBY:PASSPORT
OUTLET TO
REAR BRAKES

FROM FRONT MASTER OUTLET

CYLINDER OUTLET PORT PRESSURE
MARKED "R"

INLET PRESSURE

Fig. ì 2-Testing Proportioning Valve Unit

METERING VALVE UNIT OPERATION
PROPORTIONING VALVE
PISTON ASSEMBLY The metering valve holds off hydraulic pressure to
the front disc brakes in the 35 to 135 psi range to
allow the rear drum brake shoes to overcome the
PF447 return springs and begin to contact the drums. This
feature helps prevent locking the front brakes on icy
Fig. 11—Brake Warning Switch/Proportioning Valve surfaces under light braking conditions. The metering
Assembly (Sectional)
valve has no effect on front brake pressure during
function has occurred within the proportioning valve, hard stops.
which should be tested.
To test the proportioning valve, proceed as follows: CHECKING METERING VALVE
(1) Install one of gauge set C-4007A and "T" be-
tween brake line from master cylinder port marked (1) A slight "bump" can be felt by the foot as the
"R" and brake warning switch/proportioning valve brake pedal is stroked. This bump will occur after the
assembly, and remaining gauge between output end pedal has been stroked about 1 inch.
of valve unit and rear brake line (Fig. 12). Be sure FROM MASTER CYLINDER ^SWITCH ASSEMBLY
front brake tubes remain connected when testing the OUTLET MARKED " F "
OUTLET TO FROM MASTER
proportioning valve and be sure all joints are fluid FRONT BRAKE CYLINDER OUTLET
tight. Bleed the rear brake system. "O" MARKED "R"
(2) Have a helper exert pressure on brake pedal SLEEVE
VALVE
(holding pressure). Obtain a reading on master cylin- STEM
der output of approximately 500 p.s.i.
(3) While pressure is being held as above, reading
on valve outlet Gauge should be 360 to 405 p.s.i.
If the proportioning valve pressure readings do not
meet the specifications, the assembly should be re-
placed.
ET
TO
COMBINATION BRAKE WARNING REAR
SWITCH/METERING VALVE OUT BRAKES
PISTON ' O " RING
All disc brake equipped suburbans use a brake FRONT BRAKE PB533
warning switch and metering valve combined into one Fig. 13-Brake Warning Switch/Metering Valve
body (Fig. 13 and 14). Assembly (Sectional)
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¤¯ HYDRAULIC SYSTEM CONTROL VALVES 5-21

FROM MASTER CYLINDER SWITCH ASSEMBLY disconnected wire at the switch. If the bulb is not
OUTLET MARKED "R"
burned out and the wire continuity is proven, replace
the brake warning switch mounted in the engine com-
FROM MASTER CYLINDER partment below the master cylinder.
OUTLET MARKED "F"

TO
TO FRONT BRAKE COMBINATION BRAKE WARNING
REAR BRAKES
VALVE STEM SWITCH/METERING/PROPORTIONING VALVE
(ALL DISC BRAKE EXCEPT VALIANT AND
SUBURBAN MODELS)

The "3-way" combination valve (Fig. 15) contains

TO
FRONT BRAKF PB538 the same metering and brake warning switch units as
the combination brake warning switch/metering
Fig. 14-Brake Warning Switch/Metering Valve valve. In addition this valve contains a rear brake
Assembly (Exploded)
proportioning valve bypass feature.
(2) A visual check will show that the valve stem
extends slightly when the brakes are applied and re- PROPORTIONING VALVE UNIT
tracts when the brakes are released.
(3) In case of a metering valve malfunction, re- The proportioning valve unit operates by restrict-
move valve and install a new combination valve as- ing, at a given ratio, hydraulic pressure to the rear
sembly.
VALVE STEM
BRAKE WARNING SWITCH UNIT
(COMBINATION BRAKE WARNING OUTLET
TO FRONT
SWITCH/METERING VALVE) BRAKE

The brake warning switch used in these combina- OUTLET TO FRONT

tion valves are one of two latching types. If a pres- BRAKE
sure loss occurs in one side of the dual brake system
the piston in the valve will move toward the failed
x ^mro»^> FROM
side and latch in that position. This will cause the MASTER
brake system warning light to come on and stay on CYLINDER
DIFFERENTIAL OUTLET
until the brake system is repaired. After repairing PISTON MARKED "F"
and bleeding the brake system, (see "BLEEDING SYS-
TEMS WITH METERING VALVES)," applying the
brakes with moderate force will hydraulically re-cen-
ter the piston and automatically turn off the warning
light. DO NOT DISASSEMBLE THE VALVE TO RE-
SET THE PISTON.

TESTING BRAKE WARNING SWITCH UNIT

- FROM
The brake warning light is lit only when the ^ MASTER
parking brake is applied with the ignition key turned CYLINDER
OUTLET
"ON". The same light will also illuminate should one MARKED "R"
of the two service brake systems fail.
To test the system turn the ignition key "ON", and
apply the parking brake. If the light fails to light,
inspect for a burned out bulb, disconnected socket, a
broken or disconnected wire at the switch. OUTLET TO
To test the service brake warning system, raise the REAR BRAKES
car on a hoist and open a wheel cylinder bleeder,while PROPORTIONING
a helper depresses the brake pedal and observes the VALVE UNIT PD365
warning light. If the light fails to light, inspect for a Fig. 15—Combination Brake Warning/Proportioning/
burned out bulb, disconnected socket, a broken or Metering Valve Assembly (Sectional)
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5-22 HYDRAULIC SYSTEM CONTROL VALVES

brakes when system hydraulic pressure reaches a cer- METERING FROM MASTER CYLINDER
tain point. VALVE OUTLET MARKED "R"
STEM
On light pedal application the valve allows full FRONT OUTLET PRESSURE
SYSTEM INLET
brake hydraulic pressure to the rear brakes.
SWITCH
If hydraulic pressure is lost in the front brake sys- ASSEMBLY
tem, rear brake system hydraulic pressure moves the
brake warning switch piston and opens a bypass in
the proportioning unit allowing full rear brake hy-
draulic pressure.

TESTING PROPORTIONING VALVE UNIT

When a premature rear wheel slide is obtained on

brake application, it could be an indication that the
fluid pressure to the rear brakes is above the 50%
reduction ratio for the rear line pressure and that a
malfunction has occurred within the proportioning
valve unit which should be tested.
To test the proportioning valve, proceed as follows: PROPORTIONING
NOTE: During testing leave front brake lines con- UNIT
nected to the valve.
PD366
(1) Install one gauge and "T" of set C-4007A be-
tween brake line from master cylinder port marked Fig. 16—Testing Proportioning Unit of Combination
"R" and brake valve assembly (Fig. 16). Brake Warning/Proportioning/Metering Valve
(2) Install the second gauge and "T" of set C-
4007A between valve assembly and the rear brake equipped with a pressure metering valve. The valve is
line. (An adapter tube made up locally of a 9/16 x 20 located (in the combination valve) on the left frame
tube nut short piece of brake tube and 3/8 x 24 tube rail. The use of the metering valve is to better match
nut will be required to connect the "T" to the valve). front disc brakes with the rear drum brakes, result-
Bleed the rear brake system. ing in improved braking and steering control on icy
(3) Have a helper exert pressure on the brake surfaces.
pedal (holding pressure) to get a reading on the Due to operating characteristics of the valve, which
valve inlet gauge and check the reading on the outlet causes complete shut-off of the flow of brake fluid
gauge, if the inlet and outlet pressures do not agree between approximately 3 and 135 psi, front brake
with the values on the following chart. Replace the bleeding procedures should be done as follows:
valve. (1) Gravity Bleed: This method of bleeding is not
effected by the metering valve, as fluid pressures are
Inlet Pressure always below 3 psi. Remove master cylinder reservoir
From Master Outlet Pressure cover and gasket, then fill reservoirs with approved
Model Cylinder To Rear Brakes
brake fluid. Open disc brake bleeder screws, and al-
P,D,C and Y 700 550-610 low fluid and air to drain until stream of fluid is free
V,L,B,J,R and W 500 360-405 of air.
(5) New valve assemblies are shipped in the front (2) Pedal Bleed: This method of bleeding is not
failed position to improve bleeding. When installing a affected by the metering valve, as fluid pressures are
new valve bleed the rear brakes first. After bleeding in excess of 135 psi. Follow normal procedure of
both front and rear systems applying the brakes with pumping pedal and opening bleeder screws. Do not
moderate force will hydraulically reset the switch pump master cylinder dryl
and turn off the warning light. (3) Pressure Bleed. This method of bleeding is
influenced by the metering valve. Bleed pressure,
BLEEDING VEHICLES WITH METERING which is normally about 35 psi, is high enough to
VALVES (BOTH BRAKE WARNING cause the metering valve to close, stopping the flow of
SWITCH/METERING AND BRAKE WARNING fluid to the front brakes. However, the valve (Fig.
SWITCH/METERING/PROPORTIONING 17) can be held open manually by using Tool C¯4I2I,
ASSEMBLIES) to pull the valve stem out.
CAUTION: Under no condition should a rigid clamp,
All disc brake vehicles except Valiant models, are wedge or block be used to depress the valve stem, as
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 WHEEL CYLINDERS 5¯23

BLEEDING R-W AND B-J

VALVE
ST£ MODELS WITH COMBINATION BRAKE
WARNING SWITCH/METERING/PROPORTION-
ING VALVES

Because the valve assemblies in these models are

mounted vertically the following bleeding procedure
should be followed.
(1) Crack a front bleeder screw and apply the
brakes to produce a front failure condition (the warn-
ing light will come on and stay on).
(2) Bleed the rear brakes using any of the three
l¾535
approved methods described above.
Fig. 17-Holding Valve Open (Brake Warning Switch/ (3) Bleed the front brakes using any of the three
Metering Valve Assembly approved methods (see * 'Bleeding Vehicles with Me-
this can cause an internal failure in the valve, result- tering Valve").
ing in complete loss of front brakes. (4) After bleeding both brake systems apply the
It should be noted that the pressure release valve brakes with moderate force. This will hydraulically
stem is in its innermost position when there is no recenter the brake warning switch and turn off the
pressure present. No attempt should be made to fur- warning light.
ther depress the valve stem.

WHEEL CYLINDERS

INDEX

Page Page
Assembling Wheel Cylinders 24 Installing Wheel Cylinders 24
Disassembling Wheel Cylinders 24 Removing Brake Supports 25
General Information 23 Removing Wheel Cylinders 23
Installing Brake Supports 25

GENERAL INFORMATION

The vehicle identification number on the instrument enough to lose brake fluid. The piston boots are of the
panel starts with a capital letter which indicates the press-on type and prevent moisture from entering
carline or sales name of vehicle (see Introduction of the wheel cylinder.
this manual). These code letters are also used to in- To perform service operations or inspections of the
dicate the vehicle to which the service information wheel cylinders, it will be necessary to remove the
applies. cylinders from the support plate and disassemble on
A piston stop (Fig. 1) is welded to the support the bench.
plates to prevent the pistons from moving out far

SERVICE PROCEDURES

REMOVING WHEEL CYLINDERS used at assembly.)

(1) In case of a leak, remove brake shoes, (replace
Front or Rear if soaked with grease or brake fluid.)
With all the brake drums removed, inspect the (2) Disconnect brake hose from brake tube at
wheel cylinder boots for evidence of a brake fluid frame bracket (front wheels) or disconnect brake
leak. Visually check the boots for cuts, tears, or heat tube from wheel cylinder (rear wheels).
cracks, and if any of these conditions exist, the wheel (3) Disconnect brake hose or tube from wheel
cylinders should be completely cleaned, inspected and cylinder (front). Remove wheel cylinder attaching
new parts installed. (A slight amount of fluid on the bolts (front or rear), then slide wheel cylinder as-
boot may not be a leak, but may be preservative fluid sembly out of support.
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5¯24 WHEEL CYLINDERS
WHEEL CYLINDER PISTON STOP cular motion. Black stains on the cylinder walls are
PISTON STOP
PUSH ROD
caused by piston cups and will not impair operation of
PUSH cylinder.
ROD
ASSEMBLING WHEEL CYLINDERS

Front or Rear (Figs. 2 or 3)

Before assembling the pistons and new cups in the
wheel cylinders, dip them in clean brake fluid. If the
boots are deteriorated, cracked or do not fit tightly
on the push rods or the cylinder casting, new boots
PRESS-ON BOOT SUPPORT NR109 must be installed.
(1) Coat cylinder bore with clean brake fluid.
Fig. I-Wheel Cylinder Piston Stops (2) Install expansion spring in cylinder. Install
cups in each end of cylinder with open end of cups
DISASSEMBLING WHEEL CYLINDERS facing each other.
Front or Rear (3) Install pistons in each end of cylinder with
To disassemble the wheel cylinders, (Figs. 2 or 3) recessed end of pistons facing open ends of cylinder.
proceed as follows: (4) Install boots over ends of cylinder and press
(1) Using a suitable tool, pry boots away from over ends until boot is seated against cylinder shoul-
cylinders and remove. Remove push rods (if so der. Use care not to damage boot.
equipped).
(2) Press in on one piston and force out piston, INSTALLING WHEEL CYLINDERS
cup, spring cup and piston.
Front or Rear
(3) Wash wheel cylinder, pistons, and spring in
(1) Slide wheel cylinder into position on support
clean brake fluid or alcohol; clean thoroughly and
(front or rear). Install mounting screws and torque
blow dry with compressed air. Inspect cylinder bore to 110 inch-pounds (9 inch brakes) or 220 inch-
and piston for scoring and pitting. (Do not use a rag pounds (10 and 11 inch brakes). A small amount of
as lint from the rag will adhere to bore surfaces.) rotation of the wheel cylinder may be expected.
Wheel cylinder bores and pistons that are badly (2) Connect brake tube to rear wheel cylinder and
scored or pitted should be replaced. Cylinder walls torque to 115 inch-pounds.
that have light scratches, or show signs of corrosion, CAUTION: The flexible hydraulic brake hose should
can usually be cleaned with crocus cloth, using a cir- always be installed in the vehicle by first tightening

REAR-HOUSING

PRESS ON-BOOT

5/16" BLEED SCREW

NR4
Fig. 2-Wheeƒ Cylinders, 9 Inch Brake (Front and Rear)
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 WHEEL CYLINDERS 525

PRESS-ON BOOT

PRESS-ON BOOT
\

5 / 1 6 " BLEED SCREW PISTON

PUSH ROD

PF449

Fig. 3-Rear Wheel Cylinder, ÌO and 11 Inch Brakes

the male end of the hose in the wheel cylinder or rear (5) Using a suitable tool compress three flared
axle housing tee. The hose should then be attached to legs of cable retainer and pull brake cable out of
the hose bracket in a manner to give minimum twist support (Fig. 5).
(15 degree twist is the maximum recommended). Ex- (6) Remove brake support from rear axle hous-
cessive twist can result in hose interference problems ing.
with possible hydraulic system failure.
V-L Models—Connect jumper tube (Fig. 4) into INSTALLING BRAKE SUPPORT
wheel cylinder and torque to 115 inch-pounds. Attach
brake hose to frame bracket and connect brake line (Front) V-L Models Only
to hose and torque to 115 inch-pounds. Position brake (1) Place support on spindle and install attaching
hose through stand off bracket and thread jumper bolts, nuts, and washers. With the standoff bracket
tube into brake hose. Attach brake hose to stand off (Fig. 4) on the rear upper attaching bolt, torque the
bracket and then torque jumper tube to 105 inch-
pounds. BRAKE LINE
(4) Connect brake line to hose and torque to 115
inch-pounds. BRAKE HOSE LOCK

REMOVING BRAKE SUPPORT

(Front)
(1) Disconnect jumper tube from wheel cylinder
and from hose.
(2) With wheel and brake drum removed, remove
STEERING KNUCKLE
four support attaching nuts and washers. (REFERENCE)
(3) Remove support and brake assembly from
spindle.

(Rear) BRAKE HOSE

(1) With wheel and brake drum removed, remove
support attaching nuts and washers.
(2) Remove rear axle shaft and retainer.
(3) Disconnect hydraulic brake line from wheel BRAKE HOSE LOCK
(ASSEMBLE AS SHOWN)
V)ïí`i
cylinder. 9 INCH BRAKES
PF45O
(4) Disengage brake cable from parking brake
lever. Fig. 4—Wheel Cylinder to Brake Line Components
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526 PARKING BRAKES
(3) Connect brake line to brake hose and torque to
115 inch-pounds.
CAUTION: The flexible hydraulic brake hose should
always be installed in the vehicle in a manner to give
minimum twist (15 degree twist is the maximum rec-
ommended). Excessive twist can result in hose inter-
ference problems with possible hydraulic system fail-
ure. On the rear, excessive twist can be avoided by
first tightening the male end of the hose in the rear
axle housing tee. The hose should then be attached to
the hose bracket.

(Rear)
(1) Install brake shoes on support.
CABLE RETAINING CLIP (2) Install support onto rear axle housing.
(3) Insert rear axle shaft and retainer into hous-
NF596
ing and install axle retainer nuts and washers. Tight-
Fig. 5—Removing Brake Cable From Support en retainer nuts to 35 foot-pounds.
(4) Attach brake line to wheel cylinder and tight-
top attaching bolt to 55 foot-pounds. The bottom at- en to 115 inch-pounds.
taching bolts are to be torqued to 100 foot-pounds. (5) Insert parking brake cable into support plate
(2) Connect the jumper tube to the wheel cylinder and attach cable to parking brake lever.
and torque tube nut to 115 inch pounds. Then connect (6) Install brake drum and wheel. Bleed and ad-
hose to jumper tube, torque to 115 inch-pounds. just brakes.

PARKING BRAKES

INDEX
Page Page
Adjusting Parking Brake 27 Removing Parking Brake Front Cable 27
General Information 26 Removing Parking Brake Rear Cable 27
Installing Parking Brake Front Cable 29 Service Diagnosis 26
Installing Parking Brake Rear Cable 27

GENERAL INFORMATION
The vehicle identification number on the instrument brakes. The brake shoes are mechanically operated
panel starts with a capital letter which indicates the by a lever and strut connected to a flexible steel
carline or sales name of vehicle (see Introduction of cable. The wheel brake cables are joined together by
this manual). These code letters are also used to in- a forward brake cable and equilizer extending to the
dicate the vehicle to which the service information parking brake pedal or release handle (Figs. 1, 2 and
applies. 3).
The rear wheel service brakes also act as parking

SERVICE DIAGNOSIS
Condition Possible Cause Correction
DRAGGING BRAKE (a) Improper cable or brake shoe adjust:-
(a) Properly adjust the service brakes,
ment. then adjust the parking brake cable.
(b) Broken brake shoe return spring. (b) Replace any broken return spring.
(c) Broken brake shoe retainer spring. (c) Replace the broken retainer spring.
(d) Grease or brake fluid soaked lining.
(d) Replace the grease seal or recondition
the wheel cylinders and replace both
brake shoes.
(e) Improper stop light switch adjust- (e) Adjust stop light switch.
ment.

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 PARKING BRAKES 5-27

Condition Possible Cause Correction

(f) Sticking or frozen brake cable. (f) Replace cable.
(g) Broken rear spring. (g) Replace the broken rear spring.
(h) Bent or rusted cable equalizer. (h) Straighten, or replace and lubricate
the equalizer.
(i) Heat set parking brake cable spring. (i) Replace parking brake cable.
BRAKE WILL NOT HOLD (a) Broken or rusted brake cable. (a) Replace cable.
(b) Improperly adjusted brake or cable. (b) Adjust brakes and cable as necessary.
(c) Soaked brake lining. (c) Replace the brake lining.
(d) Ratchet or pedal mechanism worn. (d) Replace pedal assembly.

SERVICE PROCEDURES

ADJUSTING PARKING BRAKE (2) Disconnect brake cable from equalizer.

(3) Remove retaining clip from brake cable
The service brakes must be properly adjusted be- bracket.
fore adjusting the parking brake. (4) Remove brake drum from rear axle.
(1) Release parking brake lever and loosen cable (5) Remove brake shoe return springs.
adjusting nut to insure cable is slack, (Figs. 1, 2 or (6) Remove brake shoe retaining springs.
3). Before loosening cable adjusting nut, clean (7) Remove brake shoe strut and spring from
threads with wire brush and lubricate with grease. brake support and disconnect brake cable from oper-
(2) Tighten cable adjusting nut until a slight drag ating arm.
is felt while rotating wheel, loosen cable adjusting nut (8) Compress retainers on end of brake cable
until both rear wheels can be rotated freely, then housing (Fig. 4) and remove cable from support.
back off cable adjusting nut two full turns on all
models. INSTALLING PARKING BRAKE REAR CABLE
(3) Apply parking brake several times, then re-
lease and test to see that rear wheels rotate freely When installing a new brake cable, lubricate the cable
without dragging. with short fibre grease at the contact points.
(1) Insert brake cable and housing into brake sup-
REMOVING PARKING BRAKE REAR CABLE port plate making certain that housing retainers
(Fig. 4) lock the housing firmly into place.
The independent rear brake cables are attached to (2) Holding brake shoes in place on support plate,
an equalizer (Figs. 1, 2 or 3). The front cable is engage brake cable into brake shoe operating lever.
adjusted at the equalizer. Install parking brake strut and spring.
Should it become necessary to remove the parking (3) Install brake shoe retaining springs, and brake
brake cable (rear) for installation of a new cable, shoe return springs.
proceed as follows. (4) Install brake drum and wheel.
(1) With vehicle jacked up or on a suitable hoist, (5) Insert brake cable and housing into cable
remove rear wheels. bracket and install retaining clip.
(6) Insert brake cable into equalizer. Note differ-
RIGHT REAR CABLE BRACKET CROSSMEMBER ent size slot for corresponding cable end fitting.
REAR CABLE
(7) Adjust service brakes and then parking brake
ASSEMBLIES cable.
LEFT REAR
CABLE.
VIEW IN BRACKET REMOVING PARKING BRAKE FRONT CABLE
DIRECTION OF ARROW Y
(1) Disengage front parking brake cable from
EQUALIZER equalizer bar (Figs. 1, 2 or 3).
RETAINER
ADJUSTER j V BLE/ (2) Disengage cable from guide clip.
ASSEMBLY- (3) Using a screwdriver force cable housing and
FRONT
attaching clip out of body crossmember.
INTERMEDIATE (4) Fold back left front edge of floor mat and
CABLE ASSEMBLY remove rubber cable cover from floor pan.
ponwT VIEW I N DIRECTION OF (5) Engage parking brake and work brake cable
CROSSMEMBER CABLE ÃRRÕWT up and out of brake pedal linkage, (Figs. 5, 6, 7 or 8).
(TORSION BAR ANCHOR) ASSEMBLY PD3O4
(6) Using a screwdriver, force upper end of cable
Fig. I -Parking Brake Cable Routing (V,L Models) housing and clip down out of pedal assembly bracket.
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5-28 PARKING BRAKES
RIGHT REAR CABLE CABLE BRACKET

REAR
CABLE
CABLE BRACKET ASSEMBLY
CLIP
CONNECTOR VIEW IN DIRECTION
ARROW

ADJUSTING...^
PARKING BRAKE
ASSEMBLY EQUALIZER
VIEW IN DIRECTION
OF ARROW C ADJUSTING HOOK
HOOK(B, J MODELS)
FRAME LEFT
TRANSMISSION REAR
CROSSMEMBER CABLE

SUPPORT HOOK (R, W MODELS) (I ^ " ^ \ ¾ INTERMEDIATE

^GROMMET CABLE ASSEMBLY CROSSMEMBER

RETAINER
FRONT
CABLE ASSEMBLY

FRONT VIEW IN DIRECTION

FRONT SUSPENSION REAR CABLE ASSEMBLY PARklNG
OF ARROW B
CROSSMEMBER BRAKE ASSEMBLY PB529B
Fig. 2-Park¡ng Brake Cable Routing (B,J and R,W Models)
RIGHT REAR CABLE
CONNECTOR-PARK BRAKE CABLE ADJUSTER
RETAINER

CONNECTOR-PARK
BRAKE CABLE
RETAINER

VIEW E
FRONT CABLE
ASSEMBLY DIMMER SWITCH
FRONT CABLE ASSEMBLY
LEFT
REAR CABLE

SCREW A N D WASHER
ASSEMBLY
LOOM O N
FRONT CABLE
ASSEMBLY
VIEW A
CUP
INSTALL CABLE WITH SIDE RAIL
RUBBER SLEEVE UNDER FWD
CLIP \ \ RETAINER

FWD

TIGHTENING TORQUE
GUIDE BRACKET 200 IN. LB.
VIEW B `FRAME (REFERENCE)
VIEW C CABLE PD3O6
Fig. 3-Parking Brake Cable Routing (P,D,C and Y Models)
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 PARKING BRAKES 5-29
SCREW A N D PARKING BRAKE
WASHER ASSEMBLY ASSEMBLY

TIGHTENING
TORQUE

NUT A N D FRONT CABLE ASSEMBLY

WASHER Í2)
CABLE RETAINING CLIP
PY366A
NF596 Fig. 6-Park¡ng Brake Pedal, (B,J - R,W Models)
wheel rotation.
Fig, 4—Removing Brake Cable From Support
(9) Test operation of vacuum release valve (Y
(7) Remove cable to floor pan clip and work cable models only).
and housing assembly up through floor pan.
PARKING BRAKE VACUUM VALVE
INSTALLING PARKING BRAKE FRONT CABLE (Y MODELS)

(1) Insert parking brake cable down through floor (1) Place transmission shift selector lever in
pan. "Drive" (engine off).
(2) Install cable housing into underbody mounting (2) Remove vacuum hoses from unit (Fig. 9).
bracket. (3) Remove screws that attach vacuum unit to
(3) Insert end fitting of cable into parking brake steering column jacket, then remove vacuum valve.
clevis and force housing and retaining clip into pedal To install vacuum valve unit, (Fig. 9), proceed as
bracket assembly. follows:
(4) Insert cable through crossmember and force (1) Move actuating arm on valve against spring to
housing and retaining clip into crossmember. extreme position, or until locating holes line up. In-
stall a number 42 drill in hole to properly position
(5) Install cable seal.
valve for installation (Fig. 9).
(6) Attach cable to equalizer bar.
(7) Adjust service brakes and parking brake ca-
PARKING BRAKE
ble. ASSEMBLY
(8) Apply brakes several times and test for free
INSTRUMENT BODY
SPRING
PANEL O SPRI
CUP SCREW (3)

FRONT CABLE
ASSEMBLY
VIEW A

MET PIN

TIGHTENING BEZEL SPRING CLIP

TORQUE

i<l 53 I N . LB.

220 IN. LB.

BRAKE LIGHT
SWITCH

FWD , FRONT SAFETY

NU161A
VIEW B ` v ^ 1 *y× CABLE ASSEMBLY PD3O5A
Fig. 7-Parking Brake Pedal, (Typical P,D,C and
Fig. 5-Parking Brake Lever (V,L Models) Y Models)
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5-30 POWER BRAKES-

TANK ASSEMBLY

CLAMP

POWER BRAKE
VACUUM LINE PARKING BRAKE LEVER
CONNECTOR ASSEMBLY AND
INSTALL TANK SO THAT VACUUM ACTUATOR
HOSE ANGLE FALLS
BETWEEN LIMITS SHOWN
VIEW IN DIRECTION

RELEASE VALVE A N D / 7
ATTACHING PARTS /
PY364

Fig. 8—Parking Brake Vacuum Valve, Actuator and Tank (C and Y Models)
(2) Move transmission shift selector lever into TO ENGINE MANIFOLD
"Park" position. (HOSE CONNECTION)
(3) Place valve in position on steering column
jacket and install attaching screws. (Do not tighten.)
Rotate valve clockwise (viewed from drivers posi- VACUUM VALVE
tion) until actuating arm contacts tab inside steering
column jacket. Tighten screws securely.
(4) Remove drill from locating hole.
(5) Install vacuum hoses. (Be sure hose from en-
NO. 42 DRILL
gine manifold is attached to center fitting on valve
(Fig. 9). TO VACUUM CYLINDER
(6) Start engine and check to see that parking (HOSE CONNECTION)
brake can be set in neutral and park position, and will NP4O7A

release in reverse and drive positions. Fig* 9—Parking Brake Vacuum Valve

POWER BRAKES
INDEX

Page Page
General Information 30 Power Brakes 32
Pedal Linkage Application 31 Service Diagnosis 31
Power Brake Vacuum Hose 32 Service Procedures 32

GENERAL INFORMATION

The vehicle identification number on the instrument carline or sales name of vehicle (see Introduction of
panel starts with a capital letter which indicates the this manual). These code letters are also used to in-

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¤- POWER BRAKES 5-31

dicate the vehicle to which the service information valve) and to the master cylinder bolted to the front
applies. (Figs. 3, 4 and 5).
The power brake unit mounts on the engine side of This master cylinder contains all of the standard
the cowl panel and is externally connected to the brake brake master cylinder elements, except for a special
system by a pedal link to the brake pedal (Fig. 1), by push rod, which is part of the power brake unit.
a vacuum line to the intake manifold (through a check

SERVICE DIAGNOSIS
Most brake problems are not caused by a power uum level and correct as required.
booster malfunction. The following brake problems (B) Apply the brakes several times with moderate
are usually due to causes other than the brake booster. force and NOTE the general relation between pedal
travel and force.
•Grabbing Brakes •Noise
(C) With engine off, apply the brakes 6 times to re-
•Low Pedal •Pull to the Side
move the booster reserve. Now apply the brakes with
•Spongy Pedal •Loss of Fluid moderate force and again NOTE the relationship be-
•Warning Light On
tween pedal travel and force.
There are three basic types of booster malfunction. (D) If there is a significant difference in feel be-
Do not replace the booster unless performance of the tween step "B" and "C" the booster is operating
appropriate tests confirms the malfunction. properly.
(1) No boost; Hard pedal or excessive pedal effort (E) If there is no significant difference in "Feel"
required to stop the vehicle. (Test 1). either the booster is failed or no vacuum is getting to
(2) Pedal Does Not Return: Dragging brakes the booster.
(Test 2). (F) Check the vacuum hose from the engine mani-
(3) Vacuum Leak: No reserve, low assist, rough en- fold to the booster check valve. If the hose is in good
gine idle (Test 3). condition and not plugged or closed replace the
booster.
Test I ; No boost suspected.
(A) With engine running at curb idle (engine at Test 2; Pedal does not return.
normal operating temperature) check manifold vac- (A) With the engine running apply the brakes by

vi PF533

F¡g, i_Power Broke Booster Activation

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5-32 POWER BRAKES
hand and slowly release the pedal. Observe whether
or not the pedal returns to the fully released position.
To determine the fully released position pull up on
the pedal gently and release. The pedal should move
up and then drop to its normal position.
(B) If the pedal will not fully return check for an 'A" FLEXIBLE TYPE-
improperly adjusted stop light switch (see "Service
Adjustments" this Group) and/or a binding pedal link-
age or pedal bolt.
(C) If the stop light switch and pedal linkage are
O.K. and the pedal will not fully return to the unap-
plied position when released. Replace the booster.
(D) If the pedal appears to return correctly but the
complaint is dragging brakes, check the master cyl-
inder for compensation (see "Master Cylinders" this
Group) and full return and proper function on the
bench before suspecting the booster.
PF534
Test 3; Vacuum leaks.
(A) With engine running at slow idle (normal op- Fig. 2—Power Brake Hose Type and Measure Points
erating temperature) apply the brakes several times hose from the booster check valve and close the
and NOTE the relationship between pedal travel and open hose end. If this smooths out the idle the booster
pedal force. has a major vacuum leak and should be replaced.
(B) Stop engine and wait 5 minutes, then apply the (D) Complaint of low assist can be caused by low
brakes ONCE. The relationship between pedal travel engine vacuum. The maximum output of a booster on
and force should be the same as with the engine run- an engine with 10 inches of manifold vacuum is
ning. one half the output of a booster on an engine with 20
(C) If the engine is idling rough remove the vacuum inches of manifold vacuum.

SERVICE PROCEDURES

POWER BRAKE VACUUM HOSE BJRW 225, 318, 400-2BBL 17-1/2 inches
BJRW 340 16-1/2 inches
For hose replacement refer to chart and Figure 2 PDC 225, 318, 400-2BBL 19 inches
PDCY 360, 440 12 inches*
for application by car line and engine for proper hose
type and length. NOTE: Preformed hose will have a Preformed Type
105 degree bend, cut straight section of hose for
proper length. Carline Engine (CID) Length (Dim."B", Fig. 2)
VL 340 12-1/2 inches
VACUUM HOSE CHART BJRW 400-4BBL, 440 15 inches
Flexible Type PDCY 400-4BBL, 440 16 inches
Carline Engine (CID) Length (Dim."A", Fig. 2)
VL 198, 225, 318 14 inches *With Air Injection Pump (California Models Only)

MIDLAND-ROSS POWER BRAKE

(Small Single Diaphragm)

REMOVING POWER BRAKE UNIT (4) Remove nut and bolt that attach power brake
pedal link to pedal. (Under instrument panel.)
(1) Remove nuts attaching master cylinder to (5) Remove nuts and washers that attach power
brake unit. Remove master cylinder from unit. brake unit to dash panel.
(2) Disconnect vacuum hose from power brake (6) Remove power brake from vehicle.
check valve. INSTALLING POWER BRAKE ON VEHICLE
(3) Remove nut attaching brace and support to
power unit (Fig. 3). (1) Install new dash panel to power brake gasket.

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 POWER BRAKES 5-33

CLAMP VACUUM HOSE NIPPLES TO DASH PANEL

REAR WHEN AIR CLEANER GASKET
(REFERENCE)
`^\ INDEXED AT 40° TO RIGHT POWER BRAKE
ASSEMBLY

HOSE ROUTING TANDEM MASTER

198, 225 CYLINDER
CU. IN. ENGINES

SUPPORT
ASSEMBLY
HOSE ROUTING
SAFETY
318 340 CU. IN. ENGINE
PF535

Fig. 3—Power Disc BrakeAssembly (V,L Models)

(2) Position power brake unit on dash panel, then (6) Install master cylinder to front cover mount-
install attaching nuts and washers and tighten to 150 ing studs and tighten nuts to 150 inch-pounds.
inch-pounds. With power brake attached to dash panel and vacu-
(3) Using lubriplate or equivalent, coat the bear- um supplied to unit, the master cylinder should com-
ing surface of bolt that connects power brake pedal pensate (force jet fluid up through front chamber
link with brake pedal linkage. Install bolt and nut. compensation port.)
Tighten to 30 foot-pounds. (7) Check stop light operation.
(4) Connect vacuum hose to unit. CAUTION: Do not attempt to disassemble brake
(5) Attach brace and support, secure with nut and booster as this unit will be serviced by Manufactur-
torque to 150 inch-pounds. er's Service Station.

POWER BRAKE ASSEMBLY

(Single Diaphragm)

SERVICE PROCEDURES
REMOVING POWER BRAKE UNIT (5) Remove power brake, and linkage (if so
equipped), from vehicle.
(1) Remove nuts attaching master cylinder to
brake unit. Remove master cylinder. INSTALLING POWER BRAKE UNIT
(2) Disconnect vacuum hose from power brake.
(3) From under instrument panel, remove nut and (1) Install power brake assembly into dash and
attaching bolt from power brake input push rod and tighten attaching nuts to 150 inch-pounds.
brake pedal blade. On linkage type power brake unit, (2) Install master cylinder on power brake. Tight-
remove lower pivot retaining bolt (Fig. 4). en mounting nuts to 150 inch-pounds. With power
(4) Remove four power brake attaching nuts and brake attached to dash panel and vacuum supplied to
washers. unit, the master cylinder should compensate (force

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5-34 POWER BRAKES
THROTTLE ROCUJL?„^SPARK PLUG WIRE REFERENCE
SAFETY

NUT AND WASHER ASSEMBLY (4)

GASKET
REINFORCEMENT
HOSE ROUTING 340 CU. IN. ENGINE

HOSE ROUTING 225, LEVER ASSEMBLY

318 AND 400
2-BBL-CU. IN. ENGINES
DASH
PANEL REFERENCE

TANDEM
MASTER CYLINDER
BUSHING
POWER BRAKE ASSEMBLY
LEVER ASSEMBLY
ACCELERATOR BRACKET HOSE ROUTING 400-4 BBL. AND 440 CU. IN. ENGINE <Ç> SLEEVE PF536

Fig. 4-Power Brake Assembly (B,J,R,W Models)

jet of fluid up through front chamber compensation Tighten to 30 foot-pounds. Connect lower pivot bolt
port). (if so equipped—tighten to 29 foot-pounds.)
(3) Connect vacuum hose. (5) Check stop light operation.
(4) Using lubriplate, or equivalent, coat the bear- CAUTION: Do not attempt to disassemble brake
ing surface of bolt that connects power brake pedal booster as this unit will be serviced by Manufactur-
link with brake pedal linkage. Install bolt and nut. er's Service Station.

POWER BRAKE ASSEMBLY

(Large Single Diaphragm)
(Large Tandem Diaphragm)

SERVICE PROCEDURES
REMOVING POWER BRAKE UNIT washers. Tighten nuts to 150,inch-pounds.
(2) Using lubriplate or equivalent coat the bearing
(1) Disconnect master cylinder from power brake surface of bolt that connects power brake pedal link
unit. with brake pedal linkage. Install bolt and nut. Tight-
(2) Disconnect vacuum line from check valve. en to 30 foot-pounds.
(3) From under instrument panel, remove push (3) Attach vacuum hose to check valve.
rod nut and bolt from power brake and brake pedal (4) Install master cylinder on power brake. Tight-
(Fig. 5). en mounting nuts to 150 inch-pounds. With power
(4) From under instrument panel remove four brake attached to dash panel and vacuum supplied to
brake unit attaching nuts and washers. unit, the master cylinder should compensate (force
(5) Withdraw brake unit assembly from brake jet of fluid up through front chamber compensation
support bracket. port).
(5) Inspect adjustment of stop light switch.
INSTALLING POWER BRAKE UNIT CAUTION: Do not attempt to disassemble brake
(1) Install power brake and linkage assembly (if so booster as this unit will be serviced by Manufactur-
equipped) into dash panel. Install attaching nuts and er's Service Station.

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 DISC BRAKE—SLIDING CALIPER 5-35

NUT WASHER
SEAL P,D,C SEDAN MODELS ASSEMBLY (4)
HOSE ROUTING
360, 440 CU. IN. ENGINES
90° ± 15 FROM
C/L OF ENGINE

DASH PANEL
_ REFERENCE
P,D,C SEDAN MODELS-LARGE SINGLE DIAPHRAGM
.. HOSE ROUTING P,D,C SUBURBAN AND Y MODELS-LARGE
<$36O CU. IN. ENGINE TANDEM DIAPHRAGM
ACCELERATOR - WITHOUT AIR PUMP
CABLE HOSE ROUTING 400-4 BBL, 440 SAFETY
MOUNTING CU. IN. ENGINES WITHOUT AIR PUMP
4 BRACKET
VACUUM HOSE NIPPLES TO REAR WHEN AIR CLEANER
INDEXED AT 40° TO RIGHT/REAR O N 6 CYLINDER ENGINE PF537

Fig. 5-Power Brake Assembly (P,D,C,Y Models)

DISC BRAKE (SLIDING CALIPER)

INDEX
Page Page
Assembling Cal¡per 43 Installing Brake Disc and Hub 46
Bleeding Disc Brake 47 Installing Caliper 44
Brake Hose and Tubing 38 Proportioning Valves 36
Brake Shoe Installation 41 Refinishing (Refacing) Braking Disc 46
Brake Shoe Removal 40 Removing Braking Disc and Hub 46
Cleaning and Inspection 40 Removing Caliper from Vehicle 42
Checking Braking Disc for Run-out and Routine Maintenance—30,000 Miles 36
Thickness 45 Service Diagnosis 39
Disassembling Caliper 42 Specifications 62
Disc Brake Service Precautions 39 Tool Identification Picture 66
General Information 35

GENERAL INFORMATION
The vehicle identification number on the instrument disc cooling fins supplies air circulation between the
panel starts with a capital letter which indicates the braking surfaces for efficient cooling of the disc and
carline or sales name of vehicle (see Introduction of prolonged lining life. The braking disc is protected
this manual). These code letters are also used to in- from road splash (inboard side) by a shield bolted to
dicate the vehicle to which the service information the steering knuckle and by the wheel and tire on the
applies. outboard side (Fig. 3).
The single piston sliding caliper disc brake assem- Two machined abutments on the adaptor position
bly (Fig. 1), consists of the one piece hub and disc and align the caliper. The retaining clips retain the
assembly, the caliper, shoes and linings, splash shield caliper in the machined guides or "ways" on the adap-
and adaptor. tor and allow lateral movement of the caliper (Figs.
The cast iron braking disc has cooling fins or louvres 4 and 9).
that are cast integrally between the two machined Flanges on the outboard shoe (Fig. 2) are used to
braking surfaces (Fig. 2). radically locate and position the shoe on the caliper
When the wheel is in motion, the rotation of the fingers. The inboard shoe is held in a captive position
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5-36 DISC BRAKE—SLIDING CALIPER

CALIPER
ANTI-RATTLE
SPRING
OUTBOARD SHOE
(FLANGES)
RETAINER
RETENTION FLANGE
CLIPS
REACTION FLAN

CALIPER

MOUNTING
BOLT (2) ANTI-RATTLE
SPRING DISC
ADAPTOR
DISC COOLING F!NS (LOUVERS!
PF499 PF500
SPLASH SHIELD

Fig. 1-Single Piston Sliding Caliper Assembly Fig. 2-S¡¡ding Caliper Assembly (Rear View)
(Front View)
outer shoe and the disc.
by the adaptor (Fig. 8). All braking force on the out- Automatic adjustment is obtained by outward re-
board shoe is taken by the caliper. The inboard shoe location of the piston as the inboard lining wears and
reacts directly on the adaptor. the inward movement of the caliper as the outboard
The caliper is a one piece casting with the inboard lining wears, thus maintaining correct adjustment at
side containing the single piston cylinder bore. The all times.
steel piston is 2.6 inches in diameter and is nickle and
chrome plated for anti-corrosion and long wear. The PROPORTIONING VALVES
square cut rubber piston seal is located in a machined
groove in the cylinder bore and provides a hydraulic All sliding caliper disc brakes are equipped with
seal between the piston and the cylinder wall (Fig. 3). combination brake warning/proportioning valve (see
The adaptor is mounted to the steering knuckle by "Hydraulic System Control Valves," this Group). The
proportioning unit of the combination valve is to bet-
two special nylock bolts (Figs. 1 and 3).
ter match the front disc brakes with the rear drum
A moulded rubber dust boot installed in a groove brakes on the vehicle. This results in improved brak-
in the cylinder bore and piston keeps contamination ing and steering control.
from the cylinder wall and piston. The boot has a
wiping lip that prevents contamination in the bore ROUTINE MAINTENANCE—30,000 Miles
area.
As the brake pedal is depressed, hydraulic pressure Check Brake Lines, Hoses and Linings
is applied against the piston. This force is transmitted Raise all four wheels. Remove front wheel and tire
to the inboard brake shoe and lining and the inboard assemblies and inspect the braking disc, linings and
braking surface of the disc. As force increases against caliper. Inspect brake flexible hose and tubing ac-
the disc from the inner lining, the caliper assembly cording to procedure outlined in paragraph entitled
moves inboard, sliding on the machined adaptor "Brake Hose and Tubing" (The wheel bearings
"ways" (Fig. 4), thus providing a clamping force on should be inspected at this time and repacked if
the disc. necessary). The caliper assembly must be removed in
When the brake pressure is released, the piston seal order to inspect the inner wheel bearings. (Refer to
(distorted by applied pressure) returns to its normal "Brake Shoe Removal" paragraph).
position, pulling the piston back to released position Do not get oil or grease on the braking disc or
(Fig. 5), creating a slight running clearance between linings. If the linings (pads) are worn to within .030

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 DISC BRAKE—SLIDING CALIPER 537

SEAL

PISTON

WHEEL STUD

SPINDLE

~~U MOUNTING BOLT

OUTER
BEARING

BRAKING DISC
AND HUB

NU4B

F¡g. 3-D¡sc Brake Assembly (Sectional)

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5-38 DISC BRAKE—SLIDING CALIPER
the center of each shoe and lining assembly; one read-
, ANTI-RATTLE SPRING ing at each end and one reading in the center. When
RETAINER CLIP
ADAPTOR
an inner shoe and lining assembly has worn to a thick-
MACHINED "WAYS ness of .250 inch or the outer lining assembly has
ALIPER (MACHINED worn to a thickness of .190 inch both the inner and
"WAYS outer lining assemblies should be replaced. (See
"Brake Shoe Installation" paragraph). It is normal for
the inboard lining to show slightly more wear than
the outboard.
INBOARD SHOE FLANGE

Brake Roughness
The most common cause of brake roughness (or
chatter) with disc brakes are excessive variation in
CHINED " W A W ¾ I I C A L I P E R (MACHINEDI"WAYS") disc thickness and/ or excessive disc face runout.
These can be easily checked with a dial indicator
and a 2 in. micrometer (vernier type preferred). If
either of the measurements are out of specification,
the disc must be refinished or replaced. Refer to
RETAINER CLIP
TBOARD SHOE FLANGE
"Refinishing (Refacing) Braking Disc" paragraph.
ANTI-RATTLE SPRING Other less prevalent causes of roughness can be
PF501 the use of some types of non-standard lining and
extreme abrasion of the disc faces. Also, vehicles
Fig. 4-Adaptor and Cafiper Machined "Ways" and which stand unused for periods of time in areas of
Caliper Retention high humidity or salt air may incur rust on the disc
inch of the shoe, replace both sets of shoe and lin- which could cause a temporary brake surge and
ing assemblies, (inboard and outboard) on the front roughness. Normally however, this condition should
wheels. It is necessary that both front wheel sets be correct itself after a short period of usage. If rust is
replaced whenever a respective shoe and lining is severe enough roughness will not clear up and the
worn beyond specifications or damaged. disc must be resurfaced or replaced.
Check all brake tube connections for possible
leaks. Install new flexible hoses as required. BRAKE HOSE AND TUBING
Check adapter plate to knuckle bolts for specified
torque (75 to 100 Foot Pounds). Inspection of brake hose and tubing should be in-
cluded in all brake service operations and every sec-
Shoe and Lining Wear ond oil change (every 3 months or 4,000 miles for
If a visual inspection does not adequately determine vehicles used in fleet service; Police, Taxi, etc.). The
the condition of the lining, a physical check will be hoses should be checked for:
(1) Correct length, severe surface cracking, pulling
necessary (NOTE: Outboard shoe is thinner than in-
scuffing or worn spots. (Should the fabric casing
board shoe). To check the amount of lining wear, re-
of the hose be exposed by cracks or abrasions in
move the wheel and tire assemblies, and the calipers.
the rubber hose cover, the hose should be re-
Remove the shoe and lining assemblies (See ' 'Brake placed). Eventual deterioration of the hose can take
Shoe Removal" paragraph). Three (3) thickness meas- place with possible burst failure.
urements with a micrometer should be taken across (2) Faulty installation to cause twisting, wheel, tire
or chassis interference.
PISTON CYLINDER BORE CALIPER
HOUSING
Always use factory recommended hose to insure
PISTON SEAL PISTON SEAL
BRAKE
quality, correct length and superior fatigue life.
BRAKE PRESSURE
PRESSURE OFF Care should be taken to make sure that the tube
ON and hose mating surfaces are clean and free from
nicks and burrs. New seal washers (2 per caliper)
should be used and the tube nuts and connections
should be properly made and tightened. Double wall
steel tubing should always be used to insure superior
fatigue life. Care should be taken when replacing
DUST BOOT NN427B brake tubing, to use the proper bending and flaring
Fig. 5—Piston Seal Function For Automatic Adjustment tools and to avoid routing the tubes against sharp

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 DISC BRAKE—SLIDING CALIPER 5¯39

edges, moving components or in hot areas. All tubes servicing any of the front end components to avoid
should be properly attached with recommended re- bending or damaging disc splash shield on full right
taining clips. or left hand turns.
(6) Before vehicle is moved after any brake service
DISC BRAKE SERVICE PRECAUTIONS work, be sure and obtain a firm brake pedal by using
(1) Grease or any other foreign material must be proper bleeding procedures: see "Hydraulic System
kept off the caliper assembly, surfaces of the brak- Control Valves", this Group.
ing disc and external surfaces of the hub, during (7) Dragging the brakes (common result of left
service procedures. Handling the braking disc and foot application) should be avoided during vehicle
caliper should be done in such a way as to avoid operation.
deformation of the disc and scratching or nicking (8) The wheel, tire, hub and disc assembly cannot
the brake linings (pads). be removed as an assembly. The caliper assembly
(2) If inspection reveals that the square sectioned must be removed before removal of the hub and disc
caliper piston seal is worn or damaged, it should be assembly.
replaced immediately. (9) As lining wears, reservoir level will go down.
(3) During removal and installation of a wheel If fluid has been added between relines, then reser-
and tire assembly, use care not to strike the caliper. voir overflow may occur when the piston is pushed
(4) The front wheel bearing end play is important back into the new lining position. Overflowing can
and must be within specifications. be avoided in this case by removal of a small
(5) Be sure vehicle is centered on the hoist before amount of fluid before overflow occurs.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
EXCESSIVE PEDAL (a) Air, leak, or insufficient fluid in system (a) Check system for leaks and bleed.
TRAVEL or caliper.
(b) Warped or excessively tapered shoe (b) Install new shoe and linings.
and lining assembly.
(c) Excessive disc runout. (c) Check disc for runout with dial indi-
cator. Install new or refinished disc.
(d) Rear brake adjustment required. (d) Check and adjust rear brakes.
(e) Loose wheel bearing adjustment. (e) Readjust wheel bearing to specified
torque.
(f) Damaged caliper piston seal. (f) Install new piston seal.
(g) Improper brake fluid (boil), (g) Drain and install correct fluid,
(h) Power brake malfunction. (h) Replace.
BRAKE ROUGHNESS (a) Excessive thickness variation of brak- (a) Check disc for thickness variation us-
OR CHATTER ing disc. ing a micrometer.
(PEDAL PUMPING) (b) Excessive lateral runout of braking (b) Check disc for lateral runout with dial
disc. indicator. Install new or refin¡shed
disc.
(c) Rear brake drums out-of-round. (c) Reface rear drums and check for out-
of-round.
(d) Excessive front bearing clearance. (d) Readjust wheel bearings to specified
torque.
EXCESSIVE PEDAL (a) Brake fluid, oil or grease on linings. (a) Install new shoe linings as required.
EFFORT (b) Remove lining and install correct lin-
(b) Incorrect lining. ing.
(c) Disassemble cal¡per and free up pis-
(c) Frozen or seized piston. ton.
(d) Replace.
(d) Power brake malfunction.
PULL (a) Brake fluid, oil or grease on linings. (a) Install new shoe and linings.
(b) Unmatched linings. (b) Install correct lining.
(c) Distorted brake shoes. (c) Install new brake shoes.
(d) Frozen or seized pistons. (d) Disassemble cal¡per and free up pis-
tons.
(e) Incorrect tire pressure. (e) Inflate tires to recommended pres-
sures.
(f) Front end out of alignment. (f) Align front end and check.
(g) Broken rear spring. (g) Install new rear spring,
(h) Rear brake pistons sticking. (h) Free up rear brake pistons.

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5¯4O DISC BRAKE—SLIDING CALIPER
Condition Possible Cause Correction
(i) Restricted hose or line. (i) Check hoses and lines and correct as
necessary.
(j) Caliper not in proper alignment to (j) Remove caliper and reinstall. Check
braking disc. alignment.
NOISE Groan—Brake noise (a) Not detrimental to function of disc
emanating when slowly brakes—no corrective action required.
releasing brakes (Indicate to operator this noise may be
(creep-groan). eliminated by slightly increasing or
decreasing brake pedal efforts.)
RATTLE—Brake noise or (a) Inboard shoe anti-rattle spring miss- (a) Install new anti-rattle spring or posi-
rattle emanating at low ing or not properly positioned. tion properly.
speeds on rough roads, (b) Excessive clearance between shoe (b) Install new shoe and lining assem-
(front wheels only). and caliper. blies.
SCRAPING— (a) Mounting bolts too long, (a) Install mounting bolts of correct
length.
¢b) Loose wheel bearings. (b) Readjust wheel bearings to correct
specifications.
(c) Deformed splash shield rubbing on (c) Bend shield to provide clearance.
rotor.
FRONT BRAKES HEAT UP (a) Operator riding brake pedal. (a) Instruct owner how to drive with disc
DURING DRIVING AND brakes.
FAIL TO RELEASE (b) Stop light switch improperly adjusted, (b) Adjust stop light to allow full return of
pedal.
(c) Sticking pedal linkage. (c) Free up sticking pedal linkage.
(d) Frozen or seized piston. (d) Disassemble caliper and free up pis-
ton.
(e) Residual pressure valve in master (e) Remove valve.
cylinder.
(f) Power brake malfunction. (f) Replace.
LEAKY WHEEL CYLINDER (a) Damaged or worn caliper piston seal, (a) Disassemble caliper and install new
seal.
(b) Scores or corrosion on surface of cyl- (b) Disassemble caliper and hone cylin-
¡nder bore. der bore. Install new seal.
GRABBING OR UNEVEN (a) Causes listed under "Pull". (a) Corrections listed under "Pull".
BRAKING ACTION (b) Power brake malfunction. (b) Replace.
BRAKE PEDAL CAN BE (a) Air in hydraulic system or improper (a) Bleed system.
DEPRESSED WITHOUT bleeding procedure.
BRAKING EFFECT (b) Leak past primary cup in master cyl- (b) Recondition master cylinder.
¡nder.
(c) Leak in system. (c) Check for leak and repair as required.
(d) Rear brakes out of adjustment. (d) Adjust rear brakes.
(e) Bleeder screw open. (e) Close bleeder screw and bleed entire
system.

SERVICE PROCEDURES
BRAKE SHOE REMOVAL as not to damage flexible brake hose. Remove inboard
brake shoe (Fig. 8).
(1) Raise vehicle on a hoist or jackstands.
(2) Remove front wheel covers, and wheel and tire CLEANING AND INSPECTION
assemblies. Check for piston seal leaks (evident by brake fluid
(3) Remove caliper retaining clips and anti-rattle in and around boot area and inboard lining) and for
springs (Fig. 4). any ruptures of piston dust boot. If boot is damaged,
(4) Remove caliper from disc by slowly sliding cal- or fluid is evident, it will be necessary to disassemble
iper assembly out and away from disc (Fig. 6). caliper assembly and install a new seal, boot, (and
(5) Remove outboard shoe (flanges on outboard piston if damaged or corroded.) (Refer to "Disassem-
shoe will retain shoe to caliper) by prying between bling Caliper Assembly" paragraph). Check the mating
shoe and caliper fingers (Fig. 7). Support caliper so surfaces of the abutments on the caliper and adaptor.

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 DISC BRAKE—SLIDING CALIPER 5-41

WIRE SUPPORT
FOR CALIPER
UTBOARDSHOE
RETAINING FLANGE

CALIPER PF5O4

Fig. 8—Removing or Installing Inboard

PF5O2

Fig. 6—Removing or Installing Caliper (2) Slide new outboard shoe and lining assembly in
recess of caliper. CAUTION: No free play between
If corroded or rusty, clean surfaces with wire brush. brake shoe flanges and caliper fingers (Fig. 10) should
Inspect braking surfaces of disc. exist (which might cause brake shoe rattle). If free
BRAKE SHOE INSTALLATION play is evident by vertical shoe movement after in-
stallation, remove shoe from caliper and bend flanges
(1) Slowly and carefully push piston back into bore (Fig. 11) to create slight interference fit to eliminate
until it is bottomed. Watch for possible reservoir all vertical free play when shoe is installed. Install
overflow. See step 9 of "Disc Brake Service Precau-
shoe after above modification, if necessary, by snap-
tions."
ping shoe into place with fingers or with light "C"
clamp, protect new lining from damage or contamina-
tion by using old pads over new lining and across
caliper fingers (Fig. 12).
(3) Position inboard shoe in position on adaptor
with shoe "flanges" in the adapter "ways" (Fig. 8).
(4) Slowly slide caliper assembly into position in
adaptor and over disc. Align caliper on machined ways
of adaptor. BE CAREFUL NOT TO PULL THE DUST

SHOE A N D SCREW ANTI-RATTLE

CALIPER LINING (INNER) SPRING
RETAINER
BLEEDER CLIP
SCREW

OUTBOARD BRAKE
SHOE RETENTION
FLANGES
S H O E A N D
'
LINING (OUTER)
j SEAL SCREW
OUTBOARD SHOE
BOOT ANTI-RATTLE
REACTION FLANGE SPRING
ADAPTOR
P>STON
PF5O3 PF5O5

Fig. 7—Removing Outboard Shoe Fig. 9-Co/iper Assembly Exploded View

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5-42 DISC BRAKE—SLIDING CALIPER
NEW" INBOARD SHOE AND
OUTBOARD CALIPER MACHINED " W A Y S " LINING ASSEMBLY
SHOE RETAINER
FLANGE

NO
CLEARANCE USED
OUTBOARD I
SHOE AND '!
LINING \\
ASSEMBLY

USED INBOARD SHOE

_ _ AND LINING ASSEMBLY
"C" CLAMP ^'^••P^ PF515
OUTBOARD SHOE CALIPER FINGER Fig. 12-Attaching Shoe to Caliper Fingers with
REACTION FLANGE MACHINED RETAINER LEDGE
PF516
"C" Clamp
Fig. 10-Caliper Finger and Outboard Shoe firm pedal cannot be obtained bleed the brake system
Retainer Flange as described "Bleeding the Brake System" paragraph.
BOOT FROM ITS GROOVE AS THE PISTON AND It may have been necessary to remove fluid to put in
BOOT SLIDE OVER THE INBOARD SHOE. new linings as fluid is pushed back into the master
(5) Install anti-rattle springs and retaining clips cylinder.
and torque retaining screws to 180 inch-pounds. (8) Install wheel and tire assemblies and wheel
NOTE: The inboard shoe anti-rattle spring must al- covers.
ways be installed on top of the retainer spring plate. (9) Remove jack stands or lower hoist.
(Fig. 4). REMOVING CALIPER FROM VEHICLE
(6) Pump brake pedal several times until a firm
pedal has been obtained. It will be necessary to remove the caliper to install
(7) Check and refill master cylinder reservoirs (if a new piston seal and boot.
necessary) with DOT 3 brake fluid as required. It (1) Raise the vehicle on jackstands or hoist.
should not be necessary to bleed the system after shoe (2) Remove front wheel covers and wheel and tire
and lining removal and installation. However, if a assemblies.
(3) Disconnect flexible brake hose from caliper. If
pistons are to be removed from caliper leave brake
hose connected to caliper. See "Disassembling Cal-
iper".
Plug brake tube to prevent loss of fluid, or prop
brake pedal to any position below first inch of travel.
Disconnect hose from caliper.
(4) Remove retaining screw, retaining clip (and
anti-rattle spring) that attach caliper to adaptor (Fig.
4). Carefully slide caliper out and away from disc and
adaptor (Fig. 6). Remove outboard shoe and lining
assembly from caliper, see "Brake Shoe Removal".
DISASSEMBLING CALIPER
(1) Raise vehicle, remove wheel and tire assemblies.
(2) Remove retaining screw, retaining clip (and
anti-rattle spring) that attach caliper to adaptor (Fig.
4). Carefully slide caliper out and away from disc and
adaptor (Fig. 6). Remove outboard shoe and lining as-
sembly from caliper, see "Brake Shoe Removal".
(3) To remove piston, support caliper assembly on
OUTBOARD SHOE upper control arms on shop towels to absorb any
RETAINER FLANGE PF514 hydraulic fluid loss. Carefully depress brake pedal
Fig. 11-Bending Outboard Shoe Retaining Flanges to hydraulically push piston out of bore (brake ped-

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 DISC BRAKE—SLIDING CALIPER 5-43

al will fall away when piston has passed bore

opening) prop brake pedal to any position below the
first inch of pedal travel to prevent loss of brake WOODEN OR
PLASTIC STICK
fluid. (If both front caliper pistons are to be removed,
disconnect flexible brake line at frame bracket after
removing first piston. Plug brake tube to remove
piston from opposite caliper.)
CAUTION: UNDER NO CONDITION SHOULD AIR
PRESSURE BE USED TO REMOVE PISTON FROM
BORE! PERSONAL INJURY COULD RESULT FROM
SUCH PRACTICE.
(4) Disconnect brake flexible hose from the caliper.
(5) Mount caliper assembly in a vise equipped with
protector jaws. Caution: Excessive vise pressure will
cause bore distortion and binding of piston. PISTON BORE
(6) Remove dust boot (Fig. 13).
(7) Using a small, pointed, wooden or plastic stick, PISTON SEAL
work piston seal out of its groove in piston bore (Fig.
14). Discard old seal. Do not use a screwdriver or
other metal tool for this operation, because of pos-
sibility of scratching piston bore or burring edges of PF5O7
seal groove.
Fig. 14—Removing Piston Seal
CLEANING AND INSPECTION not clean up within this specification, a new caliper
Clean all parts using alcohol or a suitable solvent housing should be installed. Black stains on the pis-
and blow dry, using compressed air. Blow out all ton are caused by the piston seal and will do no harm.
drilled passages and bores. (Whenever a caliper has When using Hone C¯4O95, coat the stones and bore
been disassembled, and a new boot and seal must be with brake fluid. After honing the bore, carefully
installed at reassembly). Inspect the piston bore for clean the seal and boot grooves with a stiff non-metal-
scoring or pitting. Install a new piston if it is pitted, lic rotary brush.
scored or the plating is severely worn. Bores that Use extreme care in cleaning the cal¡per after
show light scratches or corrosion, can usually be honing. Remove all dirt and grit by flushing the
cleared with crocus cloth. However, bores that have caliper with brake fluid; wipe dry with a clean, lintless
deep scratches or scoring should be honed (Fig. 15), cloth and then clean a second time in the same man-
using Tool C¯4O95, providing the diameter of the bore ner or until clean cloth shows no signs of discolora-
is not increased more than .002 inch. If the bore does tion.
ASSEMBLING CALIPER
CALIPER (1) Clamp caliper in vise (with protector jaws).
Caution: Excessive vise pressure will cause bore dis-
tortion and binding of piston.

CALIPER
PISTON SEAL
SPECIAL HONE

PISTON BORE

PISTON DUST BOOT

PF506 PF5O8
Fig. 13—Removal of Dust Boot Fig. 15—Honing Piston Bore
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5-44 DISC BRAKEj-SLIDING CALIPER

(2) Dip new piston seal in lubricant (supplied with CALIPER

kit) Ucon LB1145Y24 (or equivalent) and install in
groove in bore. Seal should be positioned at one area
in groove and gently worked around the groove, using
clean fingers, until properly seated. NEVER USE AN
OLD PISTON SEAL. (Be sure seal is not twisted or
rolled) (Fig. 16).
(3) Coat new piston boot with lubricant (as speci-
fied above) leaving a generous amount of lubricant
inside of boot. Install in caliper by working into outer
groove, using fingers only. (Boot will seem larger
than diameter of groove, but will snap into place when
properly positioned in groove (Fig. 17). Using a fore- PISTON
finger, slide around inside of boot to be sure it is DUST BOOT
seated, or correctly installed.
(4) Plug high pressure inlet to caliper and bleeder
screw hole, then coat piston with a generous amount
PF510
of lubricant (as specified above). With fingers spread-
ing boot, work piston into boot and press down on Fig. 17-Installing Piston Dust Boot
piston. (The entrapped air below piston will force boot reused. If not usable both front brakes must be relined
around piston and into its groove as piston is de- with new lining. If old lining is to be reused, be sure
pressed). (Fig. 18). Remove plug, then carefully push linings are installed in their original position.
piston down the bore until bottomed. Caution: Force (1) Slide new outboard shoe and lining assembly in
must be applied uniformly to avoid cocking. recess of caliper. CAUTION: No free play between
Before installing caliper assembly on vehicle, in- brake shoe flanges and caliper fingers (Fig. 10)
spect braking disc. Conditions are described in should exist (which might cause brake shoe rattle). If
free play is evident by vertical shoe movement after
"Checking Braking Disc for Runout and Thickness"
installation, remove shoe from caliper and bend
paragraph.
flanges (Fig. 11) to create slight interference fit to
eliminate all vertical free play when shoe is installed.
INSTALLING CALIPER Install shoe after above modification, if necessary, by
snapping shoe into place with fingers or with light
Examine lining for wear, damage or fluid contam- "C" clamp, protect new lining from damage or con-
ination if its condition is found satisfactory it may be tamination by using old pads over new lining and
across caliper fingers (Fig. 12).
CALIPER
CALIPER

PISTON
*`·¾

DUST B O O T
PISTON SEAL

PF5O9 PF5ll
fig. 16-lnstailing Piston Seal Fig. 18-Installing Piston (Through Boot)

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 DISC BRAKE—SLIDING CALIPER 5-45
(2) Position inboard shoe in position on adaptor
with shoe "flanges" in the adapter "ways" (Fig. 8).
(3) Slowly slide caliper assembly into position in
adaptor and over disc. Align caliper on machined
ways of adaptor. BE CAREFUL NOT TO PULL THE
DUST BOOT FROM ITS GROOVE AS THE PISTON
AND BOOT SLIDE OVER THE INBOARD SHOE.
(4) Install anti-rattle springs and retaining clips and
torque retaining screws to 180 inch-pounds.
NOTE: The inboard shoe anti-rattle spring must al-
ways be installed on top of the retainer spring plate
(Fig. 4).
(5) With bleeder screw open, allow caliper to "Grav-
ity" fill with brake fluid, then close bleeder screw.
(Be sure all air bubbles have escaped; replenish brake
NK105
fluid in master cylinder. Bleed brakes as described
under "Bleeding Brakes" paragraph). Fig. !9¯¯W/ieef Stud Nut Tightening 5equenee
(6) Pump brake pedal several times until a firm heavy scoring or warping is evident, the disc must
pedal has been obtained. be refìnished or replaced (See Refìnishing (Refacing)
(7) After bleeding caliper, check for fluid tightness Braking Disc). If cracks are evident the hub and
under maximum pedal pressures. (Recheck master disc assembly must be replaced.
cylinder reservoir level).
(8) Install wheel and tire assembly. Tighten stud APPROXIMATELY
nuts using a star pattern (Fig. 19). ONE INCH FROM
EDGE OF DISC
(Skip every other nut going around) until all 5 are
torqued to 55 foot-pounds. This is important. Install
wheel cover.
(9) Remove jackstands or lower hoist.
(10) Road test vehicle and make several stops to
wear off any foreign material on the brakes and to
seat the linings. The vehicle may pull to one side or
the other if this is not done.

CHECKING BRAKING DISC FOR RUNOUT

AND THICKNESS DIAL
INDICATOR
(1) Mount dial indicator C-3339 on steering arm MICROMETER
with plunger contacting disc approximately one (1) CALIPER TWELVE EQUAL
inch from edge of disc (Fig. 20). POINTS
APPROXIMATELY
(2) With wheel bearings adjusted to zero end play, ONE INCH
check lateral runout. (Both sides of disc). Runout FROM EDGE
should not exceed .004 inch. If runout is in excess OF DISC
of specification, install a new disc and hub assembly
or reface disc, being careful to remove as little as
possible from each side of disc. Remove equal amounts
from each side of disc. Do not reduce thickness below
minimum thickness shown in refinishing section be-
low. Be sure and readjust wheel bearings after check.
(3) Thickness variation of disc should be made in
conjunction with runout. Measure thickness of disc
at twelve (12) equal points with a micrometer at a
radius approximately one (1) inch from edge of
disc. If thickness measurements vary by more than
.0005 inch, disc should be removed and resurfaced
CALIPER PF512
or a new disc and hub assembly installed (Fig. 20).
(4) Light scoring and/or wear is acceptable if Fig. 20—Checking Brake Disc Run-Out and Thickness
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5-46 DISC BRAKE—SLIDING CALIPER

REMOVING BRAKING DISC AND HUB Resurfacing Braking Disc

This operation can be used when the disc surface
(1) Raise vehicle on hoist or jackstands. Remove is rusty or has lining deposits. A sanding disc attach-
wheel cover and wheel and tire assembly. ment will remove surface contamination without re-
(2) Remove caliper assembly, as described under moving much material. It will generally follow varia-
"Removing Caliper" paragraph, (but do not discon- tions in thickness which are in the disc.
nect brake line). Suspend caliper from wire hook or
Refacing Braking Disc
loop to avoid strain on flexible hose.
If scoring is deep, runout or thickness variation is
(3) Remove grease cap, cotter pin, nut lock, nut,
beyond limits, or other distortion is apparent, the
thrust washer and outer wheel bearing.
disc should be refaced on a brake lathe equipped for
(4) Pull disc and hub off wheel spindle.
disc machining (Fig. 21). After machining a disc, a
INSTALLING BRAKING DISC AND HUB grinder may be used to remove tool marks.

(1) Slide brake disc and hub assembly on spindle. DAMPER

(2) Install outer bearing, thrust washer and nut.
(3) Tighten wheel bearing adjusting nut to 240-300
inch-pounds while rotating disc and hub. Recheck disc
runout as described previously.
(4) Back off adjusting nut to release all preload,
then retighten adjusting nut finger tight.
(5) Position lock nut on nut with one pair of slots
in line with cotter pin hole. Install cotter pin.
(6) Clean grease cap, coating inside with wheel
grease (do not fill cap) and install cap. Clean both
sides of braking disc with alcohol or suitable solvent.
(7) Install caliper assembly, as described in "Install-
ing Caliper" paragraph.

REFINISHING (REFACING) BRAKING DISC

Before refinishing or refacing a breaking disc, the
disc should be checked and inspected for the follow-
ing conditions:
(1) Scoring, rust, impregnation of lining material
and worn ridges.
(2) Runout or wobble.
(3) Thickness variation (Parallelism).
(4) Dishing or distortion (Flatness).
If a vehicle has not been driven for a period of
time, the discs will rust in the area not covered by
the lining and cause noise and chatter, excessive
wear and scoring of the discs and lining. Wear
ridges on the discs can cause temporary improper
lining contact if ridges are not removed before in-
stallation of new lining (pads).
Lining deposit on the disc, may cause erratic fric-
tion characteristics if new lining is installed without
resurfacing or cleaning the disc.
Excessive runout or wobble in a disc can increase
pedal travel due to piston knockback due to necessity
of caliper to follow the disc wobble.
Thickness variation in a disc can also result in ped-
al pulsation, chatter and surge due to variation in
brake output when disc section is uneven.
Dishing or distortion can be caused by extreme PF472
heat and abuse of the brakes. Fig. 2Ì—Refacing Broking Disc

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 DISC BRAKE—SLIDING CALIPER 5-47

cause the newly finished surface to be out of paral-

DISC THICKNESS-
lel with the opposite unfinished side resulting in a
thickness variation beyond acceptable limits. Disc
brakes are very sensitive to thickness variation.
RUNOUT The following chart and (Fig. 22) shows the loca-
(MAX. ALLOWABLE)' tion and tolerances of required specifications when
T. I. R.
servicing the braking disc:
NOTE: All rotors will show markings of minimum al-
lowable thickness cast on the un-machined surface of
the rotor (Fig. 23).
Thickness Thickness Runout Micro
Variation Finish
1.000-1.010 .0005 .004 15-80
CAUTION:
When refacing a braking disc (Fig. 21), the manu-
facturers of the refacing equipment instructions
should be followed closely, and the correct brake
disc mounting adaptors must be used to obtain the
required specifications.
BLEEDING DISC BRAKE
The disc brake hydraulic system can be bled man-
ually or with pressure bleeding equipment. Refer to
"Hydraulic System Control Valves" section for lock-
out during bleeding procedure. On disc brake
equipped vehicles, the brake pedal will require more
pumping, and frequent checking of the fluid level in
the master cylinder during the bleeding operation.
Never use brake fluid that has been drained from
the hydraulic system, when bleeding the brakes.
On vehicles equipped with disc brakes, be sure
that the disc brake piston is returned to a normal

SURFACE FINISH MINIMUM THICKNESS MARKING

MICRO INCHES'

TOTAL VARIATION
IN THICKNESS
(12 EQUAL POINTS)
NU99A

Fig. 22-Disc Specification Points

A new disc and hub assembly should be installed
if the old one cannot be refaced to bring it within
specifications without removing an excessive amount
of material. Do not remove more than .050 inch per
disc. Brake operation may be affected if an excess
of material is removed.
Both sides of the braking surface should be ma-
chined or ground an equal amount when servicing PF473
since small variations in resurfacing machines may Fig. 23-M¡nimum Thickness Markings
MyMopar.com
5-48 DISC BRAKE—FLOATING CALIPER
position and that the shoe and lining assemblies are right rear, then proceeding to left rear, right front
properly seated. and left front in order.
Before driving the vehicle, check the operation of After bleeding the brakes, proceed as follows:
the brakes to be sure that a firm pedal has been (1) Remove jackstands or lower hoist.
obtained. (2) Test drive vehicle to be sure brakes are operat-
(1) Raise vehicle using a hoist or jackstands. ing correctly and that pedal is solid.
(2) Bleed brakes in usual manner, starting with

DISC BRAKE (Floating Caliper)

INDEX
Page Page
Assembling Caliper 56 Installing Brake Disc and Hub 58
Bleeding Disc Brake 60 Installing Cal¡per 57
Brake Hose and Tubing 51 Metering/Proportioning Valves 49
Brake Shoe Installation 54 Refinishing (Refacing) Braking Disc 58
Brake Shoe Removal 53 Removing Braking Disc and Hub 58
Cleaning and Inspection 53 Removing Caliper from Vehicle 55
Checking Braking Disc for Run-out and Routine Maintenance—30,000 Miles 49
Thickness 58 Service Diagnosis 52
Disassembling Caliper 55 Specifications 62
Disc Brake Service Precautions 52 Tool Identification Picture 66
General Information 48

GENERAL INFORMATION
The vehicle identification number on the instru- board side) by a shield bolted to the steering knuckle
ment panel starts with a capital letter which indicates and by the wheel and tire on the outboard side.
the carline or sales name of vehicle (see Introduction The single piston caliper assembly floats through
of this manual). These code letters are also used to in- four rubber bushings on two steel guide pins threaded
dicate the vehicle to which the service information into the adaptor. Two of the bushings are inserted in
applies. the outboard portion of the caliper and two on the
The single piston, floating caliper disc brake assem- inboard side (Fig. 3). Four machined abutments on
bly (Figs. 1 and 4), consists of the hub and disc the adaptor, position and align the caliper, fore and
assembly, the caliper, shoes and linings, splash shield aft.
and adaptor. The guide pins are also used to radially locate and
The cast iron braking disc has cooling fins (or lou- restrain both shoes, while all of the braking force is
vres) that are cast integrally between the two ma-
SHOE AND LINING COOLING FINS
chined braking surfaces (Fig. 2). When the wheel is (LOUVERS)
in motion, the rotation of the disc cooling fins sup- CALIPER BOOT
plies air circulation between the braking surfaces for SEAL
BUSHING BUSHING
efficient cooling of the disc and prolonged lining life. (IN CALIPER)
The braking disc is protected from road splash (in-
BRAKE SHOES CALÍPER

ADAPTOR

PIN
30-35
PIN FT LBS.
PISTON

BLEED SCREW
INNER
BUSHING ADAPTOR
NU2B
BLEED SCREW PB519A
Fig. I —Floating Caliper Assembly (Single Piston) Fig. 2-Floating Caliper Assembly (Cut-Away View)
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¤¯ DISC BRAKE—FLOATING CALIPER 5¯49

COOLING FINS (LOUVERS)

BUSHIN

DISC
BRAKE LINING

)l»lMÜ
DISC

ADAPTOR

BUSHING

PIN PIN

CALIPER
LINING
BLEEDER SCREW NU3C

Fig. 3-Float¡ng Ca¡¡per Assembly (Sectional)

taken by the caliper from the outboard shoe and ma- outer shoe clearance.
chined lug (Fig. 9) on the adapter from the inboard Automatic adjustment is obtained by outward relo-
shoe. cation of the piston as the inboard lining wears and
The caliper is a one piece casting with the inboard the inward movement of the caliper as the outboard
side containing the single piston cylinder bore. The lining wears, thus maintaining correct adjustment at
steel piston is 2-3/4 inches in diameter and is nickle all times.
and chrome plated for anti-corrosion and long wear.
The square cut rubber piston seal is located in a METERING/PROPORTIONING VALVES
machined groove in the cylinder bore and provides a
hydraulic seal between the piston and the cylinder All floating caliper disc brake equipped vehicles are
wall (Fig. 4). The adaptor is mounted to the steering equipped with a pressure metering valve or combina-
knuckle by two special nylock bolts (Fig. 5). tion pressure metering/proportioning valve (see
A moulded rubber dust boot installed in a groove in "Hydraulic System Control Valves", this Group) the
the cylinder bore and piston, keeps contamination use of the valves is to better match the front disc
from the cylinder wall and piston. The boot has a brakes with the rear drum brakes on the vehicle. This
wiping lip (Fig. 6) that prevents contamination in the results in improved braking and steering control.
bore area.
As the brake pedal is depressed, hydraulic pressure ROUTINE MAINTENANCE—30,000 Miles
is applied against the piston. This force is transmitted Check Brake Lines, Hoses and Linings
to the inboard brake shoe and lining and the inboard Raise all four wheels. Remove front wheel and tire
braking surface of the disc. As force increases against assemblies and inspect the braking disc, linings and
the disc from the inner lining, the caliper assembly caliper. Inspect brake flexible hose and tubing ac-
moves inboard, sliding on the guide pins, thus provid- cording to procedure outlined in paragraph entitled
ing a clamping force on the disc. "Brake Hose and Tubing" (The wheel bearings
When the brake pressure is released, the piston should be inspected at this time and repacked if
seal (distorted by applied pressure) returns to its necessary). The caliper assembly must be removed in
normal position, pulling the piston back to released order to inspect the inner wheel bearings. (Refer to
position. Rotor runout and deflected bushings provide "Brake Shoe Removal" paragraph).
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5-50 DISC BRAKE—FLOATING CALIPER

SEAL

PISTON

M O U N T I N G BOLT

WHEEL STUD

SPINDLE

MOUNTING BOLT

OUTER
BEARING

BRAKING DISC
A N D HUB

NU4B

Fig. 4—Disc Brake Assembly (Sectional)

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¤- DISC BRAKE—FLOATING CALIPER 5-51

CALIPER PIN "Brake Shoe Removal" paragraph). Three (3) thick-

ness measurements with a micrometer should be tak-
en across the center of the shoe and lining; one read-
ing at each end and one reading in the center. When
an assembly has been worn to a thickness of .230
inch, it should be replaced. If a shoe and lining does
not require replacement, reinstall, making sure each
CALIPER shoe is returned to their original positions. (See
ADAPTER "Brake Shoe Installation" paragraph). It is normal for
the inboard lining to show slightly more wear than
the outboard.
Brake Roughness
The most common cause of brake roughness (or
chatter) with disc brakes are excessive variation in
disc thickness and/or excessive disc face runout.
MOUNTING BOLTS These can be easily checked with a dial indicator and
ADAPTOR
a 2 in. micrometer (vernier type preferred). If either
of the measurements are out of specification, the disc
must be refinished or replaced. Refer to "Refinishing
(Refacing) Braking Disc" paragraph.
Other less prevalent causes of roughness can be the
SPLASH SHIELD use of some types of non-standard lining and extreme
PF47l abrasion of the disc faces. Also, vehicles which stand
Fig. 5-Disc Brake Caliper Mounting unused for periods of time in areas of high hu-
midity or salt air may incur rust on the disc which
Do not get oil or grease on the braking disc or
could cause a temporary brake surge and roughness.
linings. If the linings (pads) are worn to within .030
Normally however, this condition should correct itself
inch of the shoe, replace both sets of shoe and lining
after a short period of usage. If rust is severe enough
assemblies, (inboard and outboard) on the front
roughness will not clear up and the disc must be
wheels. It is necessary that both front wheel sets be
resurfaced or replaced.
replaced whenever a respective shoe and lining is
worn beyond specifications or damaged. BRAKE HOSE AND TUBING
Check all brake tube connections for possible leaks.
Install new flexible hoses as required. Installation of Brake Hose
Check adapter plate to knuckle bolts for specified The flexible hydraulic brake hose should always be
torque (75 to 100 Foot Pounds). installed on the vehicle by first tightening the male
end of the hose into caliper, wheel cylinder, or rear
Shoe and Lining Wear axle housing tee. With the wheels in the straight
If a visual inspection does not adequately deter- ahead position, the hose should then be attached to
mine the condition of the lining, a physical check will the hose bracket in a manner to give least twist. (15
degree twist is the maximum recommended). Exces-
be necessary. To check the amount of lining wear,
sive twist can result in hose interference problems
remove the wheel and tire assemblies, and the with possible hydraulic system failure.
calipers. Remove the shoe and lining assemblies. (See
Inspection of Brake Hose and Tubing
PISTON CYLINDER BORE CALIPER Inspection of brake hose and tubing should be in-
HOUSING
PISTON SEAL PISTON SEAL cluded in all brake service operations and every
BRAKE BRAKE PRESSURE second oil change (every 3 months or 4,000 miles
PRESSURE OFF
ON for vehicles used in fleet service; Police, Taxi, etc.).
The hoses should be checked for:
(1) Correct length, severe surface cracking, pull-
ing scuffing or worn spots. (Should the fabric casing
of the hose be exposed by cracks or abrasions in the
rubber hose cover, the hose should be replaced).
Eventual deterioration of the hose can take place
DUST BOOT NN427B with possible burst failure.
Fig. 6—Single Piston Seal Function for Automatic (2) Faulty installation to cause twisting, wheel, tire
Adjustment or chassis interference.
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5-52 DISC BRAKE—FLOATING CALIPER
Always use factory recommended hose to insure (3) During removal and installation of a wheel and
quality, correct length and superior fatigue life. Care tire assembly, use care not to strike the caliper.
should be taken to make sure that the tube and hose (4) The front wheel bearing end play is important
mating surfaces are clean and free from nicks and and must be within specifications.
burrs. New copper seal washers should be used and (5) Be sure vehicle is centered on the hoist before
the tube nuts and connections should be properly servicing any of the front end components to avoid
made and tightened. Double wall steel tubing should bending or damaging disc splash shield on full right
always be used to insure superior fatigue life. Care or left hand turns.
should be taken when replacing brake tubing, to use (6) Before vehicle is moved after any brake ser-
the proper bending and flaring tools and to avoid vice work, be sure and obtain a firm brake pedal by
routing the tubes against sharp edges, moving com- using proper bleeding procedures: see "Hydraulic
ponents or in hot areas. All tubes should be properly System Control Valves", this Group.
attached with recommended retaining clips. (7) Dragging the brakes (common result of left
foot application) should be avoided during vehicle
DISC BRAKE SERVICE PRECAUTIONS operation.
(1) Grease or any other foreign material must be (8) The wheel, tire, hub and disc assembly cannot
kept off the caliper assembly, surfaces of the braking be removed as an assembly. The caliper assembly
disc and external surfaces of the hub, during service must be removed before removal of the hub and disc
procedures. Handling the braking disc and caliper assembly.
should be done in such a way as to avoid deformation (9) As lining wears, reservoir level will go down. If
of the disc and scratching or nicking the brake linings fluid has been added between relines, then reservoir
(pads). overflow may occur when the piston is pushed back
(2) If inspection reveals that the square sectioned into the new lining position. Overflowing can be
caliper piston seal is worn or damaged, it should be avoided in this case by removal of a small amount of
replaced immediately. fluid before overflow occurs.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
EXCESSIVE PEDAL TRAVEL (a) Air, leak, or insufficient fluid in sys- (a) Check system for leaks and bleed.
tern or caliper.
(b) Warped or excessively tapered shoe (b) Install new shoe and linings.
and lining assembly.
(c) Excessive disc runout. (c) Check disc for runout with dial indi-
cator. Install new or refin¡shed disc.
(d) Rear brake adjustment required. (d) Check and adjust rear brakes.
(e) Loose wheel bearing adjustment. (e) Readjust wheel bearing to specified
torque.
(f) Damaged caliper piston seal. (f) Install new piston seal.
(g) Improper brake fluid (boil), (g) Drain and install correct fluid,
(h) Power brake malfunction. (h) Replace unit.
BRAKE ROUGHNESS OR (a) Excessive thickness variation of brak- (a) Check disc for thickness variation
CHATTER (PEDAL ing disc. using a micrometer.
PUMPING) (b) Excessive lateral runout of braking (b) Check disc for lateral runout with dial
disc. indicator. Install new or refinished
disc.
(c) Rear brake drums out-of-round. (c) Reface rear drums and check for out-
of-round.
(d) Excessive front bearing clearance. (d) Readjust wheel bearings to specified
torque.
EXCESSIVE PEDAL (a) Brake fluid, oil or grease on linings. (a) Install new shoe linings as required.
EFFORT (b) Remove lining and install correct lin-
(b) Incorrect lining. ing.
(c) Disassemble caliper and free up pis-
(c) Frozen or seized pistons. tons.
(d) Replace unit.
(d) Power brake malfunction.
PULL (a) Brake fluid, oil or grease on linings. (a) Install new shoe and linings.
(b) Unmatched linings. (b) Install correct lining.
(c) Distorted brake shoes. (c) Install new brake shoes.
(d) Frozen or seized pistons. (d) Disassemble caliper and free up pis-
tons.
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¤- DISC BRAKE—FLOATING CALIPER 553

Condition Possible Cause Correction

(e) Incorrect tire pressure. (e) Inflate tires to recommended pres-
sures.
(f) Front end out of alignment. (f) Align front end and check.

as
(¡)
Broken rear spring.
Rear brake pistons sticking.
Restricted hose or line.
(g) Install new rear spring.
(h) Free up rear brake pistons.
(i) Check hoses and lines and correct as
necessary,
(j) Caliper not in proper alignment to (j) Remove cal¡per and reinstall. Check
braking disc. alignment.
NOISE Groan—Brake noise (a) Not detrimental to function of disc
emanating when slowly brakes—no corrective action required
releasing brakes (Indicate to operator this noise may
(creep-groan). be eliminated by slightly increasing
or decreasing brake pedal efforts.)
RATTLE—Brake noise or (a) Adhesive on back of shoe missing. (a) Reapply adhesive.
rattle emanating at low (b) Excessive clearance between shoe (b) Install new shoe and lining assem-
speeds on rough roads, and caliper. blies.
(front wheels only).
SCRAPING- (a) Mounting bolts too long. (a) Install mounting bolts of correct
length.
(b) Loose wheel bearings. (b) Readjust wheel bearings to correct
specifications.
(c) Bent shield. (c) Straighten or replace.
FRONT BRAKES HEAT UP (a) Operator riding brake pedal. (a) Instruct owner how to drive with disc
DURING DRIVING AND brakes.
FAIL TO RELEASE (b) Stop light switch improperly ad- (b) Adjust stop light to allow full return
justed. of pedal.
(c) Sticking pedal linkage. (c) Free up sticking pedal linkage.
(d) Frozen or seized piston. (d) Disassemble caliper and free up pis-
ton.
(e) Residual pressure valve in master (e) Remove valve.
cylinder.
(f) Power brake malfunction. (f) Replace unit.
LEAKY WHEEL CYLINDER (a) Damaged or worn caliper piston seal. (a) Disassemble caliper and install new
seal.
(b) Scores or corrosion on surface of cyl- (b) Disassemble caliper and hone cylin-
inder bore. der bore. Install new seal.
GRABBING OR UNEVEN (a) Causes listed under "Pull". (a) Corrections listed under "Pull".
BRAKING ACTION (b) Power brake malfunction. (b) Replace.
BRAKE PEDAL CAN BE (a) Air in hydraulic system or improper (a) Bleed system.
DEPRESSED WITHOUT bleeding procedure.
BRAKING EFFECT (b) Leak past primary cup in master cyl- (b) Recondition master cylinder.
inder.
(c) Leak in system. (c) Check for leak and repair as required.
(d) Rear brakes out of adjustment. (d) Adjust rear brakes.
(e) Bleeder screw open. (e) Close bleeder screw and bleed entire
system.

SERVICE PROCEDURES
BRAKE SHOE REMOVAL (5) Slide outboard shoe and lining assembly out of
caliper. Slide inboard shoe and lining assembly out of
(1) Raise vehicle on a hoist or jackstands. adaptor (Fig. 8).
(2) Remove front wheel covers, and wheel and tire (6) Remove inner and outer bushings from caliper
assemblies. by pressing out of bore (Figs. 9 and 12) using a suit-
(3) Remove caliper guide pins, positioners that at- able tool. Discard bushings.
tach caliper to adaptor and anti-rattle spring.
(4) Remove caliper from disc by slowly sliding CLEANING AND INSPECTION
caliper assembly out and away from braking disc
(Fig. 7). Support caliper firmly so as not to damage Check for piston seal leaks (evident by brake fluid
flexible brake hose. in and around boot area and inboard lining) and for

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5-54 DISC BRAKE—FLOATING CALIPER
adaptor and that thinner shoe with adhesive on back
is on outboard side of caliper.
(4) Holding outboard lining in position, carefully
slide caliper down into position in adaptor and over
disc. Align guide pin holes of adapter, inboard and
outboard shoes. (Fig. 3).
(5) Install guide pins (Fig. 3) through bushings,
caliper, adaptor, inboard and outboard shoes, into
outer bushings in caliper.
(6) Press IN on end of guide pins and thread pin
into adaptor, USING EXTREME CARE SO AS NOT
TO CROSS THREADS. Tighten from 25 to 35 foot-
pounds. (Fig. 1).
(7) Pump brake pedal several times until a firm
pedal has been obtained.
(8) Check and refill master cylinder reservoirs (if
OUTER necessary) with approved brake fluid as required. (It
BRAKE SHOE should not be necessary to bleed the system after
AND LINING shoe and lining removal and installation). However, if
a firm pedal cannot be obtained bleed the brake sys-
tem as described in "Bleeding Brake System" par-
agraph. It may have been necessary to remove fluid
to put in new linings as fluid is pushed back into
master cylinder.
BRAKE SHOE AND
LINING (INNER)

NU10C

Fig. 7—Removing or Installing Caliper

any ruptures of piston dust boot. If boot is damaged,
or fluid is evident, it will be necessary to disassemble
caliper assembly and install a new seal, boot, (and
piston if damaged or corroded.) (Refer to ''Disassem-
bling Caliper Assembly" paragraph). Check the mat-
ing surfaces of the abutments on the caliper and
adaptor. If corroded or rusty, clean surfaces with
wire brush. Inspect braking surfaces of disc. BRAKE SHOE AND
LINING (OUTER)
BRAKE SHOE INSTALLATION
When installing new shoe and lining assemblies, it
will be necessary to also install new INNER BUSH-
INGS AND OUTER BUSHINGS.
(1) Slowly and carefully push piston back into
bore until it is bottomed. Watch for possible reservoir
overflow. See Step 9 of "Disc Brake Service Precau-
tions".
(2) Compress flanges of outboard bushing in fingers
and work into position in hole from the outboard side
of caliper (Fig. 17). Compress flanges of inner guide
pin bushings and install (Fig. 3).
(3) Slide new shoe and lining assemblies into posi- NUT IB
tion in adaptor and caliper (Fig. 8), being sure that Fig. 8—Removing or Installing Brake Shoes
metal portion of shoe is fully in recess of caliper and and Lining

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 DISC BRAKE—FLOATING CALIPER 555
PIN
INNER
BUSHING

BLEEDER SCREW

OUTER BUSHING

SEAL
BOOT

PISTON

ADAPTOR
INBOARD
SHOE AND
LINING

OUTBOARD SHOE
AND LINING

NU5C
Fig. 9-Caliper Assembly (Exploded View)
(9) Install wheel and tire assemblies and wheel tor. Carefully slide caliper out and away from disc
covers. and adaptor, while holding outboard shoe and lining
(10) Remove jackstands or lower hoist. assembly. Remove inboard shoe and lining assembly.
REMOVING CALIPER FROM VEHICLE (3) Support caliper and remove dust boot (Fig.
10).
It will be necessary to remove the caliper to install (4) To remove piston support caliper assembly on
a new piston seal and boot. upper control arms on shop towels to absorb any
(1) Raise vehicle on a hoist or jackstands. hydraulic fluid loss. Carefully depress brake pedal to
(2) Remove front wheel covers and wheel and tire hydraulically push piston out of bore (brake pedal
assemblies. will fall away when piston has passed bore opening)
(3) Disconnect front brake flexible hose from tube prop brake pedal to any position below the first inch
at frame mounting bracket. (If pistons are to be
of pedal travel to prevent loss of brake fluid. (If both
removed from cal¡per leave flexible brake line con-
front caliper pistons are to be removed, disconnect
nected to tube at frame mounting bracket. See
"Disassembling Caliper".) Plug brake tube to prevent flexible brake line at frame bracket after removing
loss of fluid, or prop brake pedal to any position
CAMPER
below the first inch of travel. Disconnect hose from
caliper.
(4) Remove guide pins that attach caliper to adap-
tor. Carefully slide caliper out and away from disc and
SEAL PISTON
adaptor, while holding outboard shoe and lining as-
sembly. Remove inboard shoe and lining from adaptor.
DISASSEMBLING CALIPER
PISTON BORE
(1) Raise vehicle. Remove wheel and tire assem- PISTON
blies. DUST BOOT NU28A
(2) Remove guide pins that attach caliper to adap- Fig. 10—Removing or Installing Piston Dust Boot
MyMopar.com
556 DISC BRAKE—FLOATING CALIPER
first piston. Plug brake tube to remove piston from WOODEN OR
opposite caliper.) f>iASTIC STICK
CAUTION: UNDER NO CONDITION SHOULD AIR
PRESSURE BE USED TO REMOVE PISTON FROM
BORE! PERSONAL INJURY COULD RESULT FROM
SUCH PRACTICE.
(5) Disconnect brake flexible hose from tube at
CAL!P£R
frame mounting bracket.
(6) Mount caliper assembly in a vise equipped with
protector jaws. Caution: Excessive vise pressure will
cause bore distortion and binding of piston.
(7) Using a small, pointed, wooden or plastic stick,
work piston seal out of its groove in piston bore (Fig. NU3OA
11). Discard old seal. Do not use a screwdriver or fig. 12—Removing Outer Bushing
other metal tool for this operation, because of possi- Use extreme care in cleaning the cal¡per after hon-
bility of scratching piston bore or burring edges of ing. Remove all dirt and grit by flushing the caliper
seal groove. with brake fluid; wipe dry with a clean, lin†less cloth
(8) Remove outer bushings from caliper by press- and then clean a second time ¡h the same manner or
ing out of bore, (Fig. 12) using a suitable tool. Dis- until clean cloth shows no signs of discoloration.
card bushings.
(9) Remove inner bushing and discard. Remove ASSEMBLING CALIPER
bleeder screw.
(1) Clamp caliper in vise (with protector jaws).
CLEANING AND INSPECTION Caution: Excessive vise pressure will cause bore dis-
tortion and binding of piston.
Clean all parts using alcohol or a suitable solvent (2) Dip new piston seal in lubricant (supplied with
and blow dry, using compressed air. Blow out all kit) Ucon LB1145Y24 (or equivalent) and install in
drilled passages and bores. (Whenever a caliper has
groove in bore. Seal should be positioned at one area
been disassembled, and a new boot and seal must be
in groove and gently worked around the groove, using
installed at reassembly). Inspect the piston bore for
clean fingers, until properly seated. NEVER USE AN
scoring or pitting. Install a new piston if it is pitted,
OLD PISTON SEAL. (Be sure seal is not twisted or
scored or the plating is severely worn. Bores that
show light scratches or corrosion, can usually be rolled) (Fig. 14).
cleared with crocus cloth. However, bores that (3) Coat new piston boot with lubricant (as spec-
have deep scratches or scoring should be honed, using ified above) leaving a generous amount of lubricant
Tool C-4095, providing the diameter of the bore is not inside of boot. Install in caliper by working into outer
increased more than .002 inch. If the bore does not groove, using fingers only. (Boot will seem larger
clean up within this specification, a new caliper hous- than diameter of groove, but will snap into place
ing should be installed. Black stains on the piston are when properly positioned in groove (Fig. 15). Using a
caused by the piston seal and will do no harm. forefinger, slide around inside of boot to be sure it is
When using Hone C-4095, coat the stones and bore seated, or correctly installed.
with brake fluid. After honing the bore, carefully (4) Plug high pressure inlet to caliper and bleeder
clean the seal and boot grooves with a stiff non- screw hole, then coat piston with a generous amount
metallic rotary brush (Fig. 13). of lubricant (as specified above). With fingers spread-
ing boot, work piston into boot and press down on
WOODEN OR PLASTIC STICK piston. (The entrapped air below piston will force

CAUPER SPECIAL HONE

PISTON BORE

PISTON SEAL

PISTON SORE

NU29A NÜ31A
Fig. 11—Removing Piston Seal fig. 73-Hon/ng Piston Bore

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 DISC BRAKE—FLOATING CALIPER 5-57

J î
CALIPER CAi!PER
SEAL IN GROOVE

PISTON
PISTON SEAL OUST BOOT

NU32A

Fig. 1 ^Installing Piston Seal

boot around piston and into its groove as piston is NU34A
depressed). (Fig. 16). Remove plug, then carefully
push piston down the bore until bottomed. Caution: Fig. 16—Installing Piston Through Boot
Force must be applied uniformly to avoid cocking. position in caliper, carefully slide caliper down into
(5) Compress flanges of new inner and outer guide position in adaptor and over disc. Align pin holes of
pin bushings (Fig. 9) in with fingers and work into caliper, adaptor and inboard and outboard shoes.
position by pressing IN on bushings, using fingertips (4) Install guide pins through bushings, caliper,
or small plastic stick (Fig. 17) until seated. Be sure adaptor, inboard and outboard shoes and into outer
flanges extend over caliper casting evenly on both bushings in caliper (Fig. 3).
sides. Install bleeder screw. (5) Press IN ON END GUIDE PINS AND
Before installing caliper assembly on vehicle, in- THREAD PINS INTO ADAPTOR. USING EX-
spect braking disc. Conditions as described in "Check- TREME CARE SO AS NOT TO CROSS THREADS.
ing Braking Disc for Runout and Thickness" par- Tighten from 25 to 35 foot-pounds (Fig. 2).
agraph. (6) Remove plug from brake tube and install flex-
ible brake hose. Tighten securely. Avoid twisting
INSTALLING CALIPER hose.
(7) With bleeder screw open, allow caliper to
(1) Examine lining for wear damage, or fluid con- "gravity" fill with brake fluid, then close bleeder
tamination if its condition is found satisfactory it screw. (Be sure all air bubbles have escaped; replen-
may be reused. If not usable both front brakes must ish brake fluid in master cylinder. Bleed brakes as
be relined with new. If old lining is to be reused, be described under "Bleeding Brakes" paragraph).
sure linings are installed in their original position.
(8) Pump brake pedal several times until a firm
(2) Connect flexible brake hose to caliper, using a pedal has been obtained.
new gasket. Torque hose fitting to 25 foot-pounds. (9) After bleeding caliper, check for fluid tight-
Then attach brake hose to frame bracket. ness under maximum pedal pressures. (Recheck
CAUTION: The flexible brake hose should always be master cylinder reservoir level).
installed in the vehicle by first tightening the male
end of the hose in the wheel cylinder or rear axle (10) Install wheel and tire assembly. Tighten stud
housing tee. The hose should then be attached to the nuts using a star pattern (skip every other nut going
hose bracket in a manner to give minimum twist (15 around) until all 5 are torqued to 65 foot-pounds.
degree twist is the maximum recommended). Exces- This is important. Install wheel cover.
sive twist can result in hose interference problems (11) Remove jackstands or lower hoist.
(12) Road test vehicle and make several stops to
with possible hydraulic system failure.
wear off any foreign material on the brakes and to
(3) Install new inboard shoe and lining into adap-
tor (Fig. 8). Holding outboard shoe and lining in OUTER
BUSHING

PISTON INSTALLED
PISTON DUST
BOOT
DUST BOOT ^ ^ a^«

CAUPER

•PLUG NU33A NU35A

Fig. Ì5-Install¡ng Piston Dust Boot Fig. ì 7—Installing Outer Bushings

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5-58 DISC BRAKE—FLOATING CALIPER
seat the linings. The vehicle may pull to one side or REMOVING BRAKING DISC AND HUB
the other if this is not done.
(1) Raise vehicle on hoist or jackstands. Remove
CHECKING BRAKING DISC FOR RUNOUT wheel cover and wheel and tire assembly.
AND THICKNESS (2) Remove caliper assembly, as described under
"Removing Caliper" paragraph, (but do not discon-
(1) Mount dial indicator C-3339 on steering arm nect brake line). Suspend caliper from wire hook or
with plunger contacting disc approximately one (1) loop to avoid strain on flexible hose.
inch from edge of disc (Fig. 18). (3) Remove grease cap, cotter pin, nut lock, nut,
(2) With wheel bearings adjusted to zero end play, thrust washer and outer wheel bearing.
check lateral runout. (Both sides of disc). Runout (4) Pull disc and hub off wheel spindle.
should not exceed .004 inch. If runout is in excess of
specification, install a new disc and hub assembly or
reface disc, being careful to remove as little as pos- INSTALLING BRAKING DISC AND HUB
sible from each side of disc. Remove equal amounts (1) Slide brake disc and hub assembly on spindle.
from each side of disc. Do not reduce thickness below
(2) Install outer bearing, thrust washer and nut.
minimum thickness shown in refinishing section be-
(3) Tighten wheel bearing adjusting nut to 90 inch-
low. Be sure and readjust wheel bearings after check.
pounds while rotating disc and hub. Recheck disc
(3) Thickness variation of disc should be made in runout as described previously.
conjunction with runout. Measure thickness of disc at
(4) Position lock nut on nut with one pair of slots
twelve (12) equal points with a micrometer at a radi-
in line with cotter pin hole.
us approximately one (1) inch from edge of disc. If
(5) Back off adjusting nut and lock assembly one
thickness measurements vary by more than .0005
slot.
inch, disc should be removed and resurfaced or a new
disc and hub assembly installed (Fig. 18). (6) Clean grease cap, coating inside with wheel
grease (do not fill cap) and install cap. Clean both
(4) Light scoring and/or wear is acceptable. If
sides of braking disc with alcohol or suitable solvent.
heavy scoring or warping is evident, the disc must be
(7) Install caliper assembly, as described in "In-
refinished or replaced (See Refinishing (Refacing)
stalling Caliper" paragraph.
Braking Disc). If cracks are evident the hub and disc
assembly must be replaced.
REFINISHING (REFACING) BRAKING DISC
MICROMETER Before refinishing or refacing a braking disc, the
disc should be checked and inspected for the follow-
ing conditions:
(1) Scoring, rust, impregnation of lining material
CALIPER and worn ridges.
(2) Runout or wobble.
APPROXIMATELY 1 INCH (3) Thickness variation (Parallelism).
FROM EDGE OF DISC
(4) Dishing or distortion (Flatness).
If a vehicle has not been driven for a period of
time, the discs will rust in the area not covered by the
lining and cause noise and chatter, excessive wear and
scoring of the discs and lining. Wear ridges on the
discs can cause temporary improper lining contact if
ridges are not removed before installation of new
lining (pads).
Lining deposit on the disc, may cause erratic fric-
tion characteristics if new lining is installed without
resurfacing or cleaning the disc.
fl APPROXIMATELY 1 INCH
Excessive runout or wobble in a disc can increase
FROM EDGE OF DISC pedal travel due to piston knockback and increase
DIAL seal bushing wear due to necessity of caliper to follow
INDICATOR the disc wobble.
Thickness variation in a disc can also result in ped-
al pulsation, chatter and surge due to variation in
NU12B brake output when disc section is uneven.
Fig. 18—Checking Braking Disc Run-Out Dishing or distortion can be caused by extreme
and Thickness heat and abuse of the brakes.
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 DISC BRAKE—FLOATING CALIPER 5-59

DAMPER
DISC THICKNESS-
BRAKING DISC

RUNOUT
(MAX. ALLOWABLE)-
T. I. R.

GRINDER

SURFACE FINISH
MICRO INCHES'

PF472
TOTAL VARIATION
Fig. 19-Refacing Braking Disc IN THICKNESS
(12 EQUAL POINTS)
Resurfacing Braking Disc NU99A
This operation can be used when the disc surface is
Fig. 20—Disc Specifications
rusty or has lining deposits. A sanding disc attach-
ment will remove surface contamination without re- er may be used to remove tool marks.
moving much material. It will generally follow varia- A new disc and hub assembly should be installed if
tions in thickness which are in the disc. the old one cannot be refaced to bring it within spe-
cifications without removing an excessive amount of
Refacing Braking Disc material. Do not remove more than .050 inch per
If scoring is deep, runout or thickness variation is disc. Brake operation may be affected if an excess of
beyond limits, or other distortion is apparent, the disc material is removed.
should be refaced on a brake lathe equipped for disc Both sides of the braking surface should be ma-
machining (Fig. 19). After machining a disc, a grind- chined or ground an equal amount when servicing

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5-60 SPECIFICATIONS
Thickness Minimum Thickness Micro
Thickness Variation Runout Finish
Braking Disc (Floating Caliper)
All Except, R-Wand B-J Models 1.250-1.240" 1.180" .0005" .004" 15-80
R-W and B-J Models 1.000-1.010" 0.940" .0005" .004" 15-80

since small variations in resurfacing machines may

cause the newly finished surface to be out of parallel
with the opposite unfinished side resulting in a thick-
ness variation beyond acceptable limits. Disc brakes
are very sensitive to thickness variation.
The following chart and (Fig. 20) shows the loca- MINIMUM THICKNESS MARKING
tion and tolerances of required specifications when
servicing the braking disc:
NOTE: All rotors will show markings of minimum
allowable thickness cast on the un-mach¡ned surface
of the rotor. (Fig. 21).
CAUTION:
When refacing a braking disc (Fig. 19), the manufac-
turers of the refacing equipment instructions should
be followed closely, and the correct brake disc mount-
ing adaptors must be used to obtain the required
specifications.

BLEEDING DISC BRAKE

The disc brake hydraulic system can be bled manu-
ally or with pressure bleeding equipment. Refer to PF473
"Hydraulic System Control Valves" section for lock-
out during bleeding procedure. On disc brake Fig. 21—Minimum Thickness Marking
equipped vehicles, the brake pedal will require more the brakes to be sure that a firm pedal has been
pumping, and frequent checking of the fluid level in obtained.
the master cylinder during the bleeding operation. (1) Raise vehicle using a hoist or jackstands.
Never use brake fluid that has been drained from the (2) Bleed brakes in usual manner, starting with
hydraulic system, when bleeding the brakes. right rear, then proceeding to left rear, right front
On vehicles equipped with disc brakes, be sure that and left front in order.
the disc brake piston is returned to a normal position After bleeding the brakes, proceed as follows:
and that the shoe and lining assemblies are properly (1) Remove jackstands or lower hoist.
seated. (2) Test drive vehicle to be sure brakes are oper-
Before driving the vehicle, check the operation of ating correctly and that pedal is solid.

SPECIFICATIONS
DART
DRUM BRAKE—DART MODELS 6Cyl.
Type Duo-Servo Single Anchor
DRUM DIAMETER 9"
NUMBER OF BRAKE SHOES .. 8
BRAKE LINING Extruded and Molded
Asbestos-Bonded
WIDTH
Front Pri. 2-1/4" Sec. 2-1/2"
Rear 2"
LENGTH
Front Primary . . . . 7-5/8"
Front Secondary . 9-5/8"
Rear Primary 7-5/8"
Rear Secondary . 9-5/8"
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 SPECIFICATIONS 5-61
THICKNESS
Primary 3/16"
Secondary 1/4"
WHEEL CYLINDER 4 per car
Front Wheel Cylinder Bore 1-1/16"
Rear Wheel Cylinder Bore ( 9" Drum) 13/16"
(10" Drum) 15/16"
MASTER CYLINDER BORE (Drum) 15/16"
(Manual Disc) 1-1/32"
(Power Disc) 15/16"

POLARA
DRUM BRAKE (REAR) POLARA-MONACO MODELS
TYPE Duo-Servo Single Anchor
DRUM DIAMETER 11"
(Police & Heavy Duty) 11"
NUMBER OF BRAKE SHOES 4
WIDTH
Rear (Automatic Transmission) 2"
(Manual Transmission) 2-1/2"
(HEAVY DUTY)
Rear 2-1/2"
BRAKE LINING Extruded and Moulded
Asbestos-Bonded
LENGTHS
Rear Primary 9-1/4"
Rear Secondary 12-1/8"
(HEAVY DUTY)
Rear Primary 9-1/4"
Rear Secondary 12-1/8"
Thickness-—Secondary 1/4"
Thickness—Primary 3/16"
WHEEL CYLINDER
Front (Disc) 2-3/4"
Rear Wheel Cylinder Bore 15/16"
MASTER CYLINDER BORE (Drum or Disc) 1-1/32"

CORONET-CHALLENGER

DRUM BRAKE (REAR) CHALLENGER-CORONET MODELS 6 Cyl. V¯8 & H.D. & Sub.
Type Duo-Servo Single Anchor Duo-Servo Single Anchor
DRUM DIAMETER 10" 10"
(Heavy Duty) 11" 11"
NUMBER OF BRAKE SHOES 4 4
WIDTH (Standard)
Rear 2-1/2" 2-1/2"
(HEAVY DUTY)
Rear 2-1/2" 2-1/2"
BRAKE LINING (10-INCH) Extruded Extruded
Asbestos-Bonded Asbestos-Bonded
LENGTH
Rear Primary 8-1/2" 8-1/2"
Rear Secondary 11" 11"
BRAKE LINING (11-INCH—HEAVY DUTY)
LENGTH
Rear Primary 9-1/4" 9-1/4"
Rear Secondary 12-1/8" 12-1/8"
Thickness Primary 3/16" 3/16"
Secondary 1/4" 1/4"
WHEEL CYLINDER
Rear Wheel Cylinder Bore 15/16" 15/16"
MASTER CYLINDER BORE (Power Disc) 1-1/32" 1-1/32"
(Manual Disc) 1" 1"
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5-62 SPECIFICATIONS-

DISC BRAKE-SLIDING CALIPER

DISC BRAKE—DART MODELS
Type of Brake Sliding Caliper Disc
Location Front Wheels Only
Master Cylinder Reservoir Horizontal Tandem (Dual)
Proportioning Valve Location Left Sill (Brake Warning Switch
Assembly)
Brake Adjustment None (Automatic)
Residual Valve Location In Master Cylinder Outlet (to rear
brakes only)
CALIPER ASSEMBLY
Number of Pistons (Each Unit)
Piston Diameter 2.599/2.601
Piston Bore Diameter 2.602/2.604
Piston Seals Moulded Rubber (Square Section
.125" Wide, .120" Radial Thickness)
Piston Dust Boots External Moulded Rubber
1 Per Unit
Bleeder Screw Location Outer Housing 3/8"
BRAKING DISC
Type Ventilated Cast Iron
Diameter Outside 10.97"
Inside 6.975"
Disc Runout (Maximum Allowable) T.I.R .004"
Disc Surface Finish 15 to 80 Micro Inches
Disc Thickness 1.000/1.010
Disc Parallelism (Total Variation in Thickness) , .0005"
BRAKE SHOE AND LINING
Type Bonded
Lining Thickness (Inner) .694 Nominal
(Outer) .535 Nominal
Braking Area 8.50" Sq. In./Segment
Maximum wear (Minimum Thickness Allowed) (Inner), .250"
(Outer) .190"
MASTER CYLINDER
Piston Bore Diameter (Power) 1-1/32"
(Manual) 15/16"
Maximum Bore Diameter Allowable (After Honing) . . . .002" o.s.
Residual Valve Rear Brakes Only
DISC SPLASH SHIELD
Type Vented-Stamped Steel
Mounting 3 Bolts to Knuckle

DISC BRAKE-FLOATING CALIPER

DISC BRAKE—POLARA, CORONET and CHALLENGER MODELS
Type of Brake Floating Cal¡per
Location Front Wheels Only
Master Cylinder Horizontal Tandem (Dual)
Metering Valve Location Below Master Cylinder, Combined with
Brake Warning Switch/Proportioning Valve
Proportioning Valve (Coronet, Challenger, Polara
(Except Suburban) Below Master Cylinder, Combined with
Brake Warning Switch/Metering Valve
Brake Adjustment None Required
Residual Valve Location (Rear Brakes Only) In Master Cylinder Outlet
CALIPER ASSEMBLY
Shoe and Lining Removal Bottom, Caliper Removed
Number of Pistons 1 Each Unit
Piston Diameter 2-3/4" (2.751"-2.753")
Piston Bore Diameter Maximum
Allowable (After Honing) 2.755"
Piston Seal Moulded Rubber (Square Section)
.126" Wide—120" Radial Thickness
Dust Boot Moulded Rubber (External) 1 per Unit

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 TIGHTENING REFERENCE 5-63
Bleeder Screw Location Inner Housing 3/8"
BRAKING DISC
Type Ventilated Cast Iron
Diameter (Outside)
Polara Models 11.75"
Coronet-Challenger Models 10.98"
Diameter (Inside)
Polara Models 7.725"
Coronet-Challenger Models 6.98"
Disc Run-out (Maximum Allowable) T.I.R .004"
Disc Surface Finish 15 to 80 Micro Inches
Disc Thickness
Polara Models 1.250-1.240
Coronet-Challenger Models 1.000-1.010
Disc Parallelism (Total Variation Thickness) 0005"
BRAKE SHOE AND LINING
Type Bonded
Lining Thickness 400" (Nominal)
Wide 1.80" (At Center)
Long 6.02"
Braking Area 10.0" (Square Inches Per Pad)
Maximum Wear (Minimum Thickness Allowed) Not less than .030" lining at any point or a
minimum shoe and lining thickness of .230 Inch
MASTER CYLINDER
Piston Bore Diameter (With Power) 1-1/32"
(Manual) 1"
Maximum Bore Diameter Allowable (After Honing) . . . .002" O.S.
Residual Valve Rear Brakes Only
DISC SPLASH SHIELD
Type Vented-Stamped Steel
Mounting 3 Bolts to Knuckle

TIGHTENING REFERENCE
Foot Pounds Inch Pounds
HYDRAULIC BRAKE LINES
Brake Line Tube Nuts, 3/8 or 7/16 . . . . 80-150
1/2 or 9/16 . . . . 125-175
Flexible Brake Hose
To Brake Line Tubes (All) . . . . 80-150
To Brake "T" (Rear) ... 200
To Wheel Cylinders (All) 25
MASTER CYLINDER
Master Cylinder to Dash Panel or Booster front cover . . . . 80-200
Master Cylinder Pedal Link Bolt 30
POWER BRAKE
Power Brake Assembly to Dash .. 150-220
Power Brake Brace and Support Nuts
(Small Single Diaphragm) ...100-200
Lower Pivot Certain Models, see text 29
WHEEL CYLINDERS
Wheel Cylinder to Support Plate 9" Brake 110
Wheel Cylinder to Support Plate 10" and 11" Brake 220
BRAKE SUPPORT PLATE
Front (To Steering Knuckle)
Dart, Top attaching bolts 55
Bottom attaching bolts 100
Rear (To Axle Flange)
All 35
WHEEL BEARING NUT
All (Wheel rotating—see text) .240-300
WHEEL STUD NUTS
All except Dart 65
Dart 55
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5-64 APPLICATION CHART
DISC BRAKE (SLIDING CALIPER)
Adaptor Mounting Bolts 75-100
Caliper Retaining Clip Screws 180
Disc Splash Shield Bolts 220
Caliper Bleeder Screw 100
Proportioning Valve to Frame Screw . 180
DISC BRAKE (FLÇATING CALIPER)
Adapter Mounting Bolts 75-100
Guide Pins 25-35
Disc Splash Shield Screws 220
Proportioning-Metering Valve Assembly
to Frame Screw 200

BRAKE EQUIPMENT APPLICATION CHART

FRONT REAR
DISC OR DRUM CONTROL
MODELS DRUM SIZE SIZE SWITCH/VALVES ACTUATION
DART
All 6 Cyl. Except Manual Trans.
With Sure-Grip 9 x 2-1/2 9x2 Brake Warning Switch Manual
All 6 Cyl. with Sure-Grip and
Manual Trans. All 318 engine
Without Air Conditioning Disc 10 x 2-1/2 Brake Warning/Proportioning
Assembly Manual
318 with Air Conditioning, All
340 Engines—Optional All
Other Disc 10x2-1/2 Brake Warning/Proportioning
Assembly Power
CHALLENGER
318 Engine without Air
Conditioning Disc 10 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Manual
318 with Air Conditioning,
All 340 Engines—Optional
All Other Disc 10 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Power
CORONET-CHARGER
All Sedan with 225, 318
Engines without Air Condi-
tioning (Except Police,
Taxi, Suburban, or Trailer
Tow) Disc 10 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Manual
Optional, All Above—Standard
With 318 with Air Conditioning
340, 400-2BBL, 400-4BBL, and
440 Engines (Except Police,
Taxis, Suburbans or Trailer
Tow) Disc 10 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Power
All Trailer Tow, Police, Taxi
(Except Suburban) Disc 11 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Power
Suburban All Disc 11 x 2-1/2 Brake Warning/Proportioning Power
POLARA-MONACO
All 318, 360, 400-2BBL Engines
(Except Suburbans) Disc 11 x 2 Brake Warning/Proportioning
Metering Assembly Power
All 400-4BBL, 440 Engine-
Police, Taxi, and Trailer
Tow (Except Suburban) Disc 11 x 2-1/2 Brake Warning/Proportioning
Metering Assembly Power
All Suburban Disc 11 x 2-1/2 Brake Warning/ Proportioning Power

NOTE: All POLICE are equipped with heavy duty metallic front disc lining.
All Taxi are equipped with heavy duty rear drum brake lining.

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 SPECIAL TOOLS 5-65

SERVICE ADJUSTMENT-SPECIAL TOOLS

C-3784 C-3478A
PF555

DRUM BRAKE-SPECIAL TOOLS

C-3784

C-3785 PF556

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5-66 SPECIAL TOOLS
MASTER CYLINDER-SPECIAL TOOLS HYDRAULIC SYSTEM CONTROL
VALVES-SPECIAL TOOLS

C-4029 PF557
C-4007A PF558

DISC BRAKE (SLIDING CALIPER) SPECIAL TOOLS DISC BRAKE (FLOATING CALIPER) SPECIAL TOOLS

C-4095

C-3339 C-3339
PF559 PF56O

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 CLUTCH 6-1

CLUTCH
CONTENTS
Page Page
CLUTCH—SERVICING 4 SERVICE DIAGNOSIS 2
CLUTCH HOUSING ALIGNMENT 9 SERVICE PROCEDURES 3
CLUTCH PEDAL FREE PLAY 3 SPECIFICATIONS 10
CLUTCH RELEASE BEARING 7 STEAM CLEANING PRECAUTIONS 10
CLUTCH RELEASE FORK 7 TIGHTENING REFERENCE 10
PILOT BUSHING—CRANKSHAFT TO TORQUE SHAFT AND BEARINGS 8
TRANSMISSION DRIVE PINION 7
GENERAL INFORMATION
The vehicle identification number on the instru- between the pressure plate and cover. These rollers
ment panel starts with a capital letter which indicates are provided to increase the normal load on the disc
the carline or sales name of vehicle (see Introduction assembly at higher engine speeds. As the engine
of this manual). These code letters are also used to speed increases, the centrifugal force of the rollers
indicate the vehicle to which the service information causes them to act as wedges between the cover and
applies. pressure plate and exert greater force against the
The clutches used in all models are a single, dry disc. It is normal for the rollers to rattle in the cover
disk type (Fig. 1), with no adjustment for wear being assembly when handling it prior to installation.
provided in the clutch itself. The clutch pedal linkage,
however, is provided with an adjustable rod to
maintain specified pedal free play.
Clutch Pedal and Bracket (Figs. 2,3, or 4)
The three pressure plate release levers are preset The clutch pedal is connected to the torque shaft
during manufacture and no attempt should be made through a vertically positioned rod. A non-adjustable
to adjust them in service. over-center spring is provided between the pedal and
The clutch sizes for the various car models are the pedal bracket to allow easy clutch pedal oper-
described in specification charts at end of this section. ation.
The Semi-Centrifugal type clutch combines the The upper end of the clutch pedal pivots in the
feature of low pedal effort with that of a clutch capa- pedal bracket on two needle bearings or nylon bush-
ble of transmitting the full torque of the engine. ings. These bearings do not require periodic lubrica-
Some models have centrifugal rollers assembled tion.

PLATE

COVER

PRESSURE SPRING

ROLLER
RELEASE BEARING

SLEEVE DISC

PIN
EYEBOLT
RELEASE LEVER
STRUT
EYEBOLT NUTS RELEASE LEVER SPRING
NY7OA
Fig. I-Clutch Disassembled (Semi Centrifugal)
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6-2 CLUTCH

CLUTCH A N D BRAKE PEDAL BRACKET PEDAL STOP LOCK RING

PLAIN WASHER<

BUSHING

PEDAL
OVER-CENTER SPRING
ROD

HOOK

x £ > RELEASE FORK

FORK ROD

BOOT NP131B
Fig. 2-Cfu†cfi Pedal and Linkage (Cariine V,L)

PEDAL STOP
SNAP RING
PLAIN WASHER *
SEAL
BEARING

BOLT A N D WASHER

BEARING

PEDAL ASSEMBLY

PEDAL ROD

BOOT DAMPER WASHER

NR180A

Fig. 3-Cfutcfi Pecfof and Linkage (Cariine V,L-Heavy Duty)

SERVICE DIAGNOSIS
Condition Possible Cause Correction
CLUTCH CHATTER (a) Worn or damaged disc assembly. (a) Replace disc assembly.
(b) Grease or oil on disc facings. (b) Replace disc assembly and correct
cause of contamination.
(c) Improperly adjusted cover assembly (c) Replace cover assembly.

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 CLUTCH 6-3
Condition Possible Cause Correction
(d) Broken or loose engine mounts (d) Replace or tighten mounts
(e) Misaligned clutch housing (e) Align clutch housing
CLUTCH SLIPPING (a) Insufficient pedal free play. (a) Adjust release fork rod.
(b) Burned, worn, or oil soaked facings. (b) Replace disc assembly and correct
cause of contamination.
(c) Weak or broken pressure springs. (c) Replace cover assembly.
DIFFICULT GEAR (a) Excessive pedal free play. (a) Adjust release fork rod.
SHIFTING (b) Excessive deflection in linkage or fire- (b) Repair or replace linkage.
wall.
(c) Worn or damaged disc assembly. (c) Replace disc assembly.
(d) Improperly adjusted cover assembly. (d) Replace cover assembly.
(e) Clutch disc splines sticking. (e) Remove disc assembly and free up
splines or replace disc.
(f) Worn or dry pilot bushing. (f) Lubricate or replace bushing.
(g) Clutch housing misaligned. (g) Align clutch housing.
CLUTCH NOISY (a) Dry clutch linkage. (a) Lubricate where necessary.*
(b) Worn release bearing. (b) Replace release bearing.
(c) Worn disc assembly. (c) Replace disc assembly.
(d) Worn release levers. (d) Replace cover assembly.
(e) Worn or dry pilot bushing. (e) Lubricate or replace bushing.*
(f) Dry contact-pressure plate lugs in (f) Lubricate very lightly.*
cover.
'Multi-Purpose Grease, Part Number 2932524 or equivalent.

WASHER. NUT
SEALING WASHER (2)
STUD PLATE PEDAL BRACKET
JUT A N D WASHER (2)
PEDAL STOP

BEARING (8-CYL A N D 6-CYL

SEAL HEAVY DUTY)
BUSHING (6-CYL)

SPRING
WASHER

OVER-CENTER SPRING

PEDAL

PEDAL ROD
NR181

Fig. 4-Clutch Pedal and Linkage (Cari¡ne B,J,R,W)

SERVICE PROCEDURES
CLUTCH PEDAL FREE PLAY (2) On 6 cyl. models equipped with A-250 trans-
missions disconnect gearshift interlock rod by loosen-
The only adjustment required for the clutch is the ing rod swivel clamp screw (Fig. 5).
pedal linkage adjustment to provide the prescribed (3) Adjust fork rod by turning self-locking adjust-
clutch pedal free play. The adjustment is necessary to ing nut (Figs. 6 or 7) to provide 5/32 inch free
restore pedal free play reduced by normal clutch movement at end of fork. This movement will provide
wear. prescribed one-inch free play at pedal.
Adjusting Clutch Pedal Free Play (4) If adjusting nut does not turn easily, the swivel
(1) Inspect condition of clutch pedal rubber stop is binding on the fork rod. Tap swivel with wrench to
and if stop is damaged, install a new one. free it and continue with adjustment.

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6-4 CLUTCH
gage swivel in the pawl.
(5) Shift transmission in normal manner from
neutral to first, and from neutral to reverse (disen-
gage clutch while shifting and engage clutch when in
gear). Clutch action should be normal.
(6) Disengage clutch and shift halfway to first or
reverse. Clutch should now be held down by interlock
to within 1 or 2 inches of floor.

CLUTCH—SERVICING
CUP
PLAIN WASHER Improper operation or excessive wear may impair
SPRING WASHER the clutch function to a point where it may be neces-
PLAIN WASHER sary to remove and replace the disc and/or cover
assembly. Should this operation become necessary,
SCREW proceed as follows:
CLUTCH ROD
SWIVEL
Removal
NN107A
(1) Remove transmission. See "Manual Transmis-
Fig. 5-Gearshift Interlock (6 Cyl. with A-250 sion," Group 21, for detailed procedure.
Transmissions only) (2) Remove clutch housing pan.
Gearshift Interlock (A-250 Transmission (3) Remove return spring from clutch release fork
Only) and clutch housing or torque shaft lever (Figs. 6 or
(1) Disconnect clutch rod swivel from interlock 7).
pawl (Fig. 5). (4) Remove spring washer securing fork rod to
(2) Adjust clutch pedal free play as specified. torque shaft lever and remove rod, with adjusting nut
(3) When first reverse lever on transmission is in and swivel, from torque shaft and release fork.
neutral (middle detent) position, the interlock pawl (5) On 6 cylinder models with the A-250 transmis-
will enter the slot infirst-reverselever. sion, remove clip and plain washer securing interlock
(4) Loosen swivel clamp bolt and slide swivel on rod to torque shaft lever and remove spring washer,
rod to enter pawl. Install washers and clip. Hold in- plain washer and rod from torque shaft.
terlock pawl forward and tighten swivel clamp bolt to (6) Remove clutch release bearing and sleeve as-
125 inch-pounds. Clutch pedal has to be in full re- sembly from clutch release fork (Fig. 8), then re-
turned position during this adjustment. move release fork and boot from clutch housing.
CAUTION: Do not pull clutch rod rearward to en- (7) Mark clutch cover and flywheel (Fig. 9) to

PEDAL ROD CLUTCH HOUSING ` ^ i . CLUTCH HOUSING

DASH PANEL SEAL
TORQUE SHAFT ASSEMBLY >
SPRING WASHER SNAP RING

DAMPENER WASHER
BALL STUD FORK
A N D BRACKET RETURN
SEAL SPRING
SCREW A N D (6-CYL
BALL STUD
WASHER (2) ENGINE)
>FOKK RETURN SPRING (8-CYL
BEARING LEVER
ENGINE)
DAMPENER WASHER FORK
ROD SWIVEL
INTERLOCK ROD ADJUSTING NUT

TORQUE PLAIN
NUT
SHAFT WASHER
CONE WASHER LEVER
3555 ^ ^ SPRING
FRAME SIDE RAIL CUP W A S H E R
PLAIN
TORQUE SHAFT BRACKET WASHER
(6 CYL. A¯25O TRANS. ONLY) RELEASE FORK NR183D
Fig. 6-Torque Shaft and Linkage (Carl¡ne V,L)
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 ¤- CLUTCH 6-5

CLUTCH HOUSING >*JNJC

BALL STUD. ‰.¯¯`-—-

SEAL
DASH TORQUE SHAFT ASSEMBLY
PANEL

SPRING WASHER

SEAL RELEASE FORK

BALL STUD SWIVEL

LEVER FORK ROD ADJUSTING NUT
BEARING

TORQUE SHAFT BRACKET WASHER

p \ SPRING
NUT WASHER
FRAME SIDE RAIL
CONE WASHER TORQUE SHAFT LEVER FORK RETURN
PLAIN WASHER
SPRING
INTERLOCK ROD 318 AND 340 CU. IN.
(6 CYL. A-250 TRANS. ONLY) FORK RETURN SPRING ENGINE
400 CU. I N . RELEASE FORK
NR185D
Fig. 7-Torque Shaft and Linkage (Carline BJ,R,W)
maintain their same relative positions when reinstall- (2) Friction face of flywheel should have a uni-
ing clutch assembly. form appearance throughout entire disc contact area.
(8) Loosen and back off clutch cover attaching If there is evidence of heavy contact on one portion of
bolts, one or two turns at a time, in succession, to wear circle and a very light contact 180 degrees from
avoid bending cover flange. that portion, flywheel may be improperly mounted or
(9) Remove clutch assembly and disc from clutch sprung. In either case, a dial indicator mounted on
housing. clutch housing with plunger in contact with wear cir-
CAUTION: Handle clutch and disc carefully to avoid cle, should show no more than .003 inch runout
contaminating the friction surfaces. throughout a complete rotation of flywheel.
(3) Friction face of flywheel should also be free
Cleaning and Inspection from excessive discoloration, burned areas, small
(1) Use compressed air to clean dust out of clutch cracks, deep grooves or ridges.
housing. Inspect for oil leakage through engine rear
main bearing oil seal and transmission drive pinion
seal. If leakage is noted, it should be corrected at this
time.

RETURN SPRING „ BEARING A N D SLEEVE

(TYPICAL M O U N T I N G )

DUST SEAL

RELEASE FORK

RETAINING S P R I N G ' CLUTCH HOUSING

/ Vr w NK142B
NN95A

Fig* 8—Clutch Release Fork, Bearing and Sleeve Fig. 9-Mark¡ng Clutch and Flywheel
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6-6 CLUTCH
(4) The drive pinion pilot bushing pressed in rear (2) Clean the surfaces of flywheel and pressure
end of crankshaft should be smooth and show no plate thoroughly with fine sandpaper or crocus cloth,
excessive wear. A new transmission main drive pinion and make certain that all oil or grease has been
can be used to gauge size of bushing. removed.
If necessary to replace bushing, proceed as detailed (3) Hold clutch disc, pressure plate and cover in
under "Crankshaft to Transmission Drive Pinion Pi- mounting position, with springs on disc damper fac-
lot Bushing." ing away from flywheel. Do not touch disc facing, as
(5) The end of the transmission main drive pinion contamination may result in clutch chatter. Insert a
should be smooth and bright, without grooves and Clutch Disc Aligning Arbor through hub of disc and
ridges. into bushing (Fig. 10). If an Arbor is not available,
(6) The disc assembly should be handled without use a spare transmission drive pinion.
touching facings. Replace disc if facings show evi- (4) Install clutch cover attaching bolts (after align-
dence of grease or oil soakage, or wear to within less ing balance punch marks (Fig. 9) but do not tight-
than .015 inch of the rivet heads. The hub splines and en them. The special 6 point bolts used on 11 inch
splines on transmission main drive pinion should be a clutches for 400 cu. in. and larger engines, require no
snug fit without signs of excessive wear. Metallic por- lock washers. The use of lock washers would create
tions of disc assembly should be dry and clean and interference problems.
show no evidence of having been hot. Each of the (5) To avoid distortion of the clutch cover, bolts
arched springs between facings should be unbroken should be tightened a few turns at a time (alternate-
and all rivets should be tight. ly) until they are all snug. Tighten 5/16 inch bolts to
(7) Wipe friction surface of pressure plate with a 200 inch-pounds, 3/8 inch bolts to 30 foot-pounds.
suitable solvent. Remove Arbor (or drive pinion if used).
(8) Using a straight edge, check pressure plate for (6) Fill cavity of bearing sleeve with grease and
flatness. The pressure plate friction area should be apply a film to release fork pads of sleeve (Fig. 11).
flat within .020 inch and free from discoloration, (7) Lubricate fork fingers and retaining spring at
burned areas, cracks, grooves or ridges. the pivot contact area (Fig. 11) with a film of grease.
(9) Inner ends of release levers should have a uni- (8) Engage fork fingers under bearing sleeve
form wear pattern. springs while engaging fork retaining spring into fork
(10) Using a surface plate, test cover for flatness. pivot (Fig. 8).
All sections around attaching bolt holes should be in (9) Be sure groove in dust seal is engaged on seal
contact with surface plate within .015 inch. opening flange in clutch housing (Fig. 8).
(11) The cover should be a snug fit on pressure (10) Insert threaded end of fork rod assembly in
plate lugs. hole in end of release fork (Figs. 6 or 7). Install eye
If the clutch assembly does not meet these require- end of fork rod on torque shaft lever pin and secure
ments, it should be replaced. with spring washer or return spring.
(12) Examine condition of clutch release bearing.
(11) Install return spring to clutch release fork
CAUTION: The clutch release bearing is a prelubri-
cated, sealed thrust bearing and should not be im- and clutch housing or torque shaft lever.
mersed in solvent. (12) On 6 cylinder models with A-250 transmis-
The bearing should turn freely, when held in the sion, install spring washer, plain washer and interlock
hands under light thrust load, with no evidence of
roughness.
(13) If bearing is noisy, rough or dry, install a new
one on sleeve as detailed under "Clutch Release Bear-
ing".

Installation
The transmission pilot bushing in end of crankshaft
requires a grease which will stay in place during high
temperature operation. Use Multi¯Purpose Grease,
Part Number 2932524, or equivalent, which is a grease
of this type and is recommended for all clutch lubri-
cation points.
(1) Lubricate transmission drive pinion pilot bush-
ing in end of crankshaft with about one-half teaspoon
of grease. Place the grease deep in the cavity, forward
of the bushing. Fig. !O-Cfu†cfi Disc Aligning Arbor

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 CLUTCH 6-7

FORK CONTACT SLEEVE CAVITY (2) Remove spring washer securing fork rod to
AREAS FORK SPRINGS torque shaft lever and remove rod from torque shaft
and release fork.
RETAINING SPRING (3) Pry dust seal out of clutch, housing and remove
from release fork (Fig. 8).
(4) Grasp outer end of clutch fork and pull fork
out and free of retaining springs and pivot (Fig. 8).
The clutch fork has a riveted flat retaining spring
PIVOT that is engaged in a hole in the pivot. The clutch
CONTACT AREA NR133A release fork pivot is an "L" shaped bracket bolted
Fig. 11—Clutch Lubrication Points inside the clutch housing.
rod on torque shaft lever and secure with plain wash- (5) Remove clutch housing pan.
er and clip.
CAUTION: Do not lubricate splines or pilot end of Installation
transmission drive pinion when installing transmis- (1) Before installing release fork, lubricate both
sion. These areas must be kept dry. sides of fork contact areas, pivot contact area, edge
(13) Install transmission as detailed in "Transmis- of pivot, also the clutch sleeve fork pads (Fig 11).
sion Installation," Group 21. (2) Install clutch release fork in housing, being
(14) Adjust clutch linkage as detailed under "Ad- careful to engage flat retaining spring in hole in pivot
justing Clutch Pedal Free Play." and the retaining springs of bearing sleeve.
(3) Install dust seal over release fork and engage
groove of seal in clutch housing. Install housing pan.
PILOT BUSHING—CRANKSHAFT TO
(4) Insert threaded end of fork rod assembly in
TRANSMISSION DRIVE PINION
hole of release fork (Figs. 6 or 7). Install eye end of
Tools called out are part of Bushing Service Tool fork rod on torque shaft lever pin and secure with
Kit C-3887-A. spring washer.
(5) Install return spring to clutch release fork and
clutch housing.
Removal
(1) Thread bushing puller SP-3631 into bushing
firmly and squarely, about 3 or 4 turns. CLUTCH RELEASE BEARING (Removed from
(2) Place receiving cup SP-3633 over threaded Clutch)
shaft of puller and install nut SP-1191 down against
cup. Removal
(3) Hold puller and turn nut to draw bushing out (1) Examine condition of bearing. If bearing is
of crankshaft. noisy, rough or dry when rotated by hand under light
thrust load, remove bearing from sleeve.
Installation (2) Support bearing and sleeve in a vise or press
(1) Soak new bushing in oil before installing. and carefully press out sleeve.
(3) Clean sleeve in solvent and remove all old lu-
(2) Place handle SP-3549 on head SP-3551 and use
bricant.
this tool to drive new bushing into crankshaft flush to
end.
Assembly
(3) Place one-half teaspoon of grease deep in the CAUTION: Exercise care when installing a new
crankshaft cavity forward of the bushing. clutch release bearing to avoid damaging bearing
(4) The transmission pilot bushing in end of crank- race. Never drive bearing on sleeve with a hammer.
shaft requires a grease which will stay in place during Use either of following two methods.
high temperature operation. Use Multi-Purpose
Grease, Part Number 2932524, or equivalent, which Vise Method
is a grease of this type and is recommended for all (1) Position new bearing on sleeve and place old
clutch lubrication points. bearing against face of new bearing.
(2) Support parts in a vise and carefully press new
CLUTCH RELEASE FORK bearing on sleeve (Fig. 12). Make certain bearing is
seated on shoulder of bearing sleeve. Rotate bearings
Removal as they are pressed together.
(1) Remove return spring from clutch release fork
and clutch housing or torque shaft lever (Fig. 6 or Press Method
7). (1) Support sleeve on press bed.
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 6-8 CLUTCH
OLD BEARING RELEASE (5) Remove nut and cone washer from frame end
BEARING
SLEEVE
of torque shaft ball stud.
(6) On (Fig. 6) models, remove two screws and
washers securing ball stud and bracket to clutch
housing.
(7) On (Fig. 7) models, unscrew ball stud from
clutch housing.
(8) Slide or lift frame end of torque shaft from
torque shaft bracket, depending on type of bracket,
and remove torque shaft assembly from vehicle.
Fig. 12—Replacing Clutch Release Bearing (9) Disassemble torque shaft assembly by remov-
ing snap ring, ball studs, seals and bearings.
(2) Position new bearing on sleeve and place old
bearing on new one. Cleaning and Inspection
(3) Bring press ram into contact with old bearing (1) Clean all parts in a suitable solvent. Remove
and apply sufficient pressure to seat new bearing all grease from inside torque shaft.
against shoulder of sleeve. Rotate bearings as they (2) The two ball studs should be bright and free
are pressed together. from scratches, ridges or other surface imperfec-
tions.
Lubrication (3) The inner surfaces of bearings should also be
Before installing bearing and sleeve assembly, lu- smooth and free from surface scratches or embedded
bricate parts as follows: foreign material. The wear pattern should be uniform
(1) Fill cavity of bearing sleeve with the previous- over the entire surface.
ly recommended Multi-Purpose Grease, (Fig. 11). (4) Replace worn or cracked rubber seals.
(2) Also, apply a film of this same lubricant to
release fork pads of sleeve.
Installation
(3) A film of the same type lubricant should be (1) Install new seals on ball studs (Figs. 6 or 7).
applied to the pivot contact area of fork retaining (2) Coat counterbored ends of torque shaft, torque
spring and contact areas of fork fingers. shaft bearings and ball studs with Multi-Purpose
Grease, Part Number 2932524, or equivalent.
Installation (3) Install bearings on ball studs and push studs
(1) Install bearing and sleeve assembly in clutch and bearings into torque shaft. Install snap ring on
housing engaging fork under sleeve springs (Fig. 8). frame end of shaft.
CAUTION: Do not lubricate splines or pilot end of
(4) On (Fig. 6) models, insert ball stud through
transmission drive pinion, when installing transmis-
frame side rail bracket and position inner stud and
sion. These areas must be kept dry.
bracket against clutch housing. Install two bracket
(2) Install transmission as detailed in "Transmis- screws and washers and tighten to 20 foot-pounds.
sion Installation," Group 21. Install washer and nut on end of outer stud and tight-
(3) Adjust clutch linkage as detailed in "Adjusting en to 60 foot-pounds.
Clutch Pedal Free Play." (5) On (Fig. 7) models, place torque shaft in ap-
proximate position and thread inner ball stud into
clutch housing. Tighten stud to 60 foot-pounds. Posi-
TORQUE SHAFT AND BEARINGS tion frame end of torque shaft in slotted frame
bracket. Install lockwasher and nut on stud and tight-
Removal en to 60 foot-pounds.
(1) On all models, remove spring washer securing
(6) Install pedal rod on torque shaft lever pin and
pedal rod to torque shaft lever pin (Figs. 6 or 7) and
secure with spring washer.
remove pedal rod from pin.
(7) Insert threaded end of fork rod assembly in
(2) On 6 cylinder models equipped with A-250 hole in end of release fork. Install eye end of fork rod
transmission, remove clip and plain washer securing on torque shaft lever pin and secure with spring
gearshift interlock rod to torque shaft lever and re- washer.
move spring washer, plain washer and rod from (8) Install return spring to clutch release fork and
torque shaft. clutch housing.
(3) Refer to (Fig. 6 or 7) for model application, (9) Install gearshift interlock rod, plain washer
and remove linkage return spring as shown. and spring washer on torque shaft lever and secure
(4) Remove spring washer securing fork rod as- with plain washer and clip. (A-250 trans, only).
sembly to torque shaft lever pin and remove rod from (10) Adjust clutch linkage.
pin. (11) Adjust interlock rod.

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 ¤. CLUTCH 6-9
CLUTCH HOUSING ALIGNMENT

When performing adjustments or repairs that in-

volve removing the clutch housing, it will be neces-
sary to check transmission mounting bore runout and
squareness to the crankshaft when reassembling.
O'CLOCK
Bore Runout
(1) Replace one flywheel to crankshaft bolt with a
bolt about 3 inches long. Mount a dial indicator
on this bolt with a "C" clamp (Fig. 13).
(2) Rotate engine clockwise, using socket wrench
on vibration dampener bolt at front of crankshaft
while noting dial indicator needle deflection. Bore
out-of-round must not exceed .008 inch maximum total REAR FACE OF ENGINE BLOCK NY1601A
indicator reading, or .004 inch, one-half total indicator
reading. Fig. Ì4-Offset Dowel Diagram
(3) Excess bore runout can be corrected by install- dowel (No. 1736348) and .036 in. through .050 in., use
ing correct size offset dowels (Fig. 14). These dowels .021 in. dowel (No. 1736353).
are available in three offset sizes and they must be (8) To install dowels, remove clutch housing and
installed in pairs of the same size: .007 inch, Part old dowels from rear face of engine block.
Number 1736347; .014 inch, Part Number 1736348
and .021 inch, Part Number 1736353. (9) Install both dowels with slots parallel and
aligned in direction to correct bore runout. (Slot indi-
(4) To illustrate recommended correction
procedure, assume total indicator reading is .020 cates direction of maximum dowel eccentricity.) Both
inch, in a direction which approximates 2 o'clock on dowels must be inserted into engine block, up to
engine block (Fig. 14). offset shoulder.
(5) In this case, housing is off crankshaft center- (10) Install clutch housing to engine block bolts.
line .010 inch (one-half total indicator reading) which Tighten 7/16 inch bolts to 50 foot-pounds and 3/8
is .006 inch greater than allowable limit of .004 inch inch bolts to 30 foot-pounds.
(one-half total indicator reading). (11) Remount dial indicator and remeasure bore
(6) In the case under consideration, installation of runout. Small corrections can be made by removing
two .007 inch dowels will bring runout within the clutch housing (if necessary) and turning dowels with
allowable limits of .004 inch or .010 inch minus .007 a screwdriver to shift housing and bring bore within
inch (dowels) which equals .003 inch runout. limits.
(7) The amount of eccentricity of the dowel will
produce a total indicator reading change of double Face Squareness
the dowel eccentricity, therefore, select a pair of (1) Relocate Dial Indicator (Fig. 15) and rotate
dowels with the nearest to one-half of total indicator flywheel. If total indicator reading is greater than
runout of bore. For runout (total indicator reading) .006 inch, note amount of total indicator reading and
of .009 in. through .020 in., use a .007 in. dowel (No. location of lowest indicator reading (i.e., point where
1736347); .022 in. through .034 in., use a .014 in indicator arm or follower is extended farthest).
DIAL INDICATOR

NR135
NR136

Fig. I3-Measuring Clutch Housing Bore Runout Fig. Ì5-Measur¡ng Clutch Housing Face Squareness
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6-10 SPECIFICATIONS

(2) To correct squareness, place proper thickness tion, condensation from steam vapors tend to ac-
of shim stock between clutch housing and engine cumulate on the internal clutch mechanism when the
block or between transmission and clutch housing. vehicle is steam cleaned. The facings of the disc will
After remeasuring squareness, tighten 7/16 inch absorb moisture, and the force exerted by the pres-
housing bolts to 50 foot-pounds and 3/8 inch bolts to sure plate will bond the facings to flywheel and/or,
30 foot-pounds. pressure plate, if car is allowed to stand for some
(3) Install clutch, release bearing, fork, linkage time before use. If this condition occurs, it will neces-
and transmission. Adjust clutch linkage. sitate replacement of disc assembly, flywheel and/or
clutch assembly. Immediately after cleaning opera-
STEAM CLEANING PRECAUTIONS tion, start engine and "slip clutch" in order to dry off
Since the clutch housing has provisions for ventila- disc assembly, pressure plate and flywheel.

SPECIFICATIONS
CLUTCH APPLICATION
Trans. Cover & Pressure Disc Engine Carline
Size Speeds Plate Assy. No.* Assy. No.* Cu. In. Code**
9-1/4" 3 2525464 2448336 198-225 VLBJRW
10" 3 2239683 2908473 225 Opt. VLRW
10-1/2" 3 or 4 3681615 3681630 318 VLBJRW
10-1/2" 3 or 4 3515681 3681630 340 VLBJRW
11" 4 3515690 3410160 400 RW
*Part Numbers subject to change during model year.
**F¡rst letter of vehicle Identification number on instrument panel.
See introduction of book for code explanation.

COVER AND PRESSURE PLATE ASSEMBLY IDENTIFICATION

Part Springs Mounting Bolt Centrifugal
Size Number* No. & Color Circle Dia. Assist Roller
9-1/4" 2525464 6 Red 10-5/8"
10" 2239683 6 Orange-3 Black 10-5/8"
10-1/2" 3681615 3 Wh¡te-6 Black 11-5/8"
10-1/2" 3515681 6White-6Tan 11-5/8"
11" 3515690 9 Green-3 Purple 11-5/8"
*Part Numbers subject to change during model year.

CLUTCH DISC ASSEMBLY IDENTIFICATION

Part Facing Dia. Springs Spline
Size Number* Outside x Inside No. & Color Inside Dia.
9-1/4" 2448336 9-1/4" x 6" 6 Ivory 15/16"
10" 2908473 10" x 6" 6 Ivory 15/16"
10-1/2" 3681630 10-1/2" x 6-1/2" 6 No Paint 15/16"
11" 3410160 11" x 6-1/2" 5 Green-5 Brown 15/16"
*Part Numbers subject to change during model year.

TIGHTENING REFERENCE
Item Torque Item Torque
Clutch Cover to Flywheel Bolts Clutch Housing Pan Bolts 200 in. lbs.
(5/16") 200 in. lbs. Flywheel Bolts 55 ft. lbs.
Clutch Cover to Flywheel Bolts Torque Shaft Ball Stud 60 ft. lbs.
(3/8") 30 ft. lbs. Torque Shaft Ball Stud Nut . . .
Clutch Fork Pivot Bolts 200 in. lbs. Torque Shaft Ball Stud Bracket 60 ft. lbs.
Clutch Housing to Engine Bolts Bolts
(3/8") 30 ft. lbs. Transmission to Clutch Housing 20 ft. lbs.
Clutch Housing to Engine Bolts Bolts
(7/16") 50 ft. lbs. 50 ft. lbs.

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 COOLING SYSTEM 7-1

COOLING
CONTENTS
Page Page
ACCESSORY BELT DRIVES 2 RADIATOR HOSES 9
CONVERSION TABLE 18 RADIATOR PRESSURE CAP 6
COOLANT RESERVE SYSTEM 6 REVERSE FLUSHING 9
ENGINE COOLANT TEMPERATURE SERVICE DIAGNOSIS 3
GAUGE 8 SPECIAL SERVICE TOOLS 19
FAN 11 SPECIFICATIONS 14
FLUID FAN DRIVE 11 TIGHTENING REFERENCE 18
GENERAL INFORMATION 1 THERMOSTAT 8
PRESSURE TESTING COOLING SYSTEM .. 7 TRANSMISSION OIL COOLER 10
PRESSURE TESTING RADIATOR CAP . . . . 7 VACUUM BY-PASS VALVE 8
RADIATOR 9 WATER PUMP 12

GENERAL INFORMATION
To provide sufficient cooling for the variety of larger fan and fan shroud, and/or hood to yoke seals.
available models and options, there are two basic The Maximum Cooling System is included on all
cooling systems. vehicles equipped with Trailer Towing Package.
(1) Standard System A Coolant Reserve System is used on some models
(a) Without Air Conditioning to prevent coolant loss when operating under severe
(b) With Air Conditioning conditions. The reserve tank stores coolant and pro-
(2) Maximum Cooling System vides a convenient method for visually checking level
Both cooling systems consist of a tube and spacer and adding coolant when needed.
type radiator, 16 psi radiator pressure cap, centrifugal All Chrysler-built vehicles are provided cooling sys-
water pump, 185° thermostat, a four, five or seven tem corrosion and anti-freeze protection to —20°F. at
blade fan, air seals and, on some models—a coolant time of manufacture. It is recommended that the
reserve system. coolant be changed annually to ensure adequate pro-
Air conditioned vehicles generally require a radi- tection. Air conditioned cars must be protected with
ator with greater heat-transfer ability, a larger fan anti-freeze the year around to prevent the heater core
and a shroud and, on many models, a thermostatically from freezing.
controlled fluid fan drive. A temperature operated by- NOTE: The manufacturer intends that only e†hylene
pass valve is used on some models to alter ignition glycol type ant¡-freeze, mixed with water, be used all
timing for improved cooling at engine idle. See Speci- year in the cooling system of Chrysler-built vehicles.
fications for applications. TO AVOID FREEZE AND CORROSION D A M A G E -
The Maximum Cooling System consists of a greater USE NO OTHER COOLANT.
heat-transfer ability radiator and (on some models) a

ACCESSORY DRIVE BELTS

SERVICE DIAGNOSIS
Condition Possible Cause Correction
INSUFFICIENT (a) Belt too loose. (a) Adjust belt tension.
ACCESSORY OUTPUT DUE (b) Belt excessively glazed or worn. (b) Replace and tighten as specified.
TO BELT SLIPPAGE
BELT SQUEAL WHEN (a) Belts too loose. (a)
Adjust belt tension.
ACCELERATING ENGINE (b) Belts glazed. (b)
Replace belts.
BELT SQUEAK AT IDLE (a) Belt too loose. (a)
Adjust belt tension.
(b) Dirt and paint imbedded in belt. (b)
Replace belt.
(c) Non-uniform belt. (c)
Replace belt.
(d) Misaligned pulleys. (d)
Align accessories (file brackets or use
spacers as required).
(e) Non-uniform groove or eccentric pul¯ (e) Replace pulley.
ley.

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7-2 COOLING SYSTEM-
Condition Possible Cause Correction
BELT ROLLED OVER IN (a) Broken cord in belt. (a) Replace belt.
GROOVE OR BELT JUMPS (b) Dual belts not matched. (b) Install matched belts.
OFF (c) Belt too loose. (c) Adjust belt tension.
(d) Misaligned pulleys. (d) Align accessories.

SERVICE PROCEDURES

ACCESSORY BELT DRIVES

Proper Belt Tension justed by using Tool C-384l-A. The tool should be
Satisfactory performance on belt-driven accessories hooked at the heavily ribbed section of the alternator
depends on maintenance of proper belt tension. Either to prevent damage. Other belts are tightened by
the "Gauge Method" or the "Torque Method" may be torque wrench using the square hole in the brackets.
used as follows: To tighten belts by the torque method, loosen all
mounting bolts and apply specified torque to the com-
Gauge Method ponents (See Specifications). Initial orientation of
This method is preferred because it gives a direct torque wrench should be approximately vertical to
reading of belt tension. obtain proper tension. Tighten all mounting bolts
Loosen attaching bolts and attach gauge C-4162 to while torque is applied to the accessory. If it is diffi-
belt as shown in (Fig. 1) (for dual belts, attach gauge cult to use the torque wrench because of clearance,
to front belt only). Apply torque using the 1/2 inch use an extension.
square hole in the brackets or Tool C-384l-A for the
alternator (attach tool to heavily ribbed section of Six Cylinder (With Air Conditioning) Power
alternator to prevent damage). The gauge should read Steering Pump Belt
to "Specifications" after all bolts are tightened. To facilitate tightening the power steering pump
belt on six cylinder air conditioned cars, use a 1/2
Torque Method inch square drive ratchet adapter, extension and
All belts can be adjusted to the specified tension by torque wrench. Apply specified torque to the power
use of a torque wrench. The alternator belts are ad- steering bracket from the rear as shown in Figure 2

(TOOL C-4162)
GAUGE

ADAPTER
(TOOL C-3841A)

PB465A
Fig. I—Belt Tension Gauge and Alternator Fig. 2—Adjusting Power Steering Pump Belt
Adjusting Adapter (Six Cylinder)

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 COOLING SYSTEM 7-3

LOW ENGINE
TEMPERATURE ¯
SERVICE DIAGNOSIS

ENGINE TEMPERATURE
LOW - OR SLOW
ENGINE WARM-UP

LOW TEMPERATURE LOW TEMPERATURE

SHOWN O N GAUGE SHOWN O N GAUGE
AND HEATER AIR
TEMPERATURE AND HEATER AIR
BELOW TEMPERATURE IS
NORMAL NORMAL

CHECK TEMPERATURE
HEATER CONTROLS HEATER CONTROLS GAUGE A N D SENDING
IMPROPERLY ADJUSTED PROPERLY ADJUSTED UNIT
REPAIR AS NECESSARY

ADJUST HEATER CHECK THERMOSTAT

CONTROLS AS HOUSING BOLTS
NECESSARY FOR PROPER TORQUE

THERMOSTAT HOUSING THERMOSTAT HOUSING

BOLTS PROPERLY BOLTS NOT PROPERLY
TORQUED TORQUED

TORQUE
CHECK THERMOSTAT HOUSING BOLTS TO
OPERATION
30 FOOT-POUNDS

IF TEMPERATURE
STABILIZES
BETWEEN I 7 7 ° - I 8 5 °
THERMOSTAT TESTING PROCEDURE THERMOSTAT IS G O O D

(1) FILL COOLING SYSTEM TO APPROPRIATE LEVEL.

(2) WARM ENGINE TO OPERATING TEMPERATURE BY
DRIVING FOR TEN MINUTES , OR BY IDLING FOR 20
MINUTES. IF TEMPERATURE DOES
NOT STABILIZE
(3) REMOVE RADIATOR CAP. CAUTION : W H E N
BETWEEN 177O-185O
R E M O V I N G THE CAP, PLACE A CLOTH OVER THE CAP, REPLACE THERMOSTAT
TURN TO LEFT TO FIRST STOP, A L L O W I N G PRESSURE
TO ESCAPE T H R O U G H OVERFLOW TUBE.
(4) INSERT THERMOMETER INTO THE COOLANT AT THE
FILLER NECK.
(5) IDLE ENGINE IN NEUTRAL WITH HOOD RAISED.
(6) COOLANT TEMPERATURE SHOULD STABILIZE AT N O
LOWER THAN 177° (OR 8° BELOW THERMOSTAT OPENING
TEMPERATURE).
NOTE: IF TEMPERATURE OF COOLANT FAILS TO REACH
OPERATING LEVEL,COVER FRONT OF RADIATOR CORE
WITH PAPER OR FENDER COVER FOR A SHORT PERIOD. NOTE: FOR ALL TESTS OR CORRECTIONS,
RAISE COOLANT TO 210°, THEN REMOVE COVER. REFER TO THE APPROPRIATE SECTION OF
REPEAT STEPS 5 A N D 6. THE SERVICE MANUAL

PF181
Fig. 3—Service Diagnosis—Low Engine Temperature
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7-4 COOLING SYSTEM

ENGINE
OVERHEATING-
SERVICE DIAGNOSIS

OVERHEAT SHOWN
O N GAUGE, OVERHEAT SHOWN
WITH BOILING, O N GAUGE ONLY
COOLANT LOSS NO COOLANT LOSS
OR STEAM

CHECK FOR
RESTRICTED AIR FLOW CHECK GAUGE
THROUGH RADIATOR AND
AND/OR SENDING UNIT
AIR CONDITIONING
CONDENSER

RESTRICTED
AIR FLOW- REPAIR
BUGS, LEAVES, NO RESTRICTION AS NECESSARY
GRASS, ETC.

CLEAN FINS
OP RADIATOR
A N D / OR CHECK ENGINE
AIR CONDITIONING OIL LEVEL
CONDENSER
AS NECESSARY

FILL TO
SPECIFICATIONS,
CHECK OIL PRESSURE
SENDING UNIT
AND LIGHT

COOLANT
STANDARD SYSTEM
RESERVE SYSTEM

NOTE: THIS CHART IS DESIGNED TO

AID IN THE DIAGNOSIS AND
CORRECTION OP ENGINE OVERHEATING
PROBLEMS. THE POSSIBILITY OP
MULTIPLE MALFUNCTIONS SHOULD NOT
CHECK COOLANT CHECK BE OVERLOOKED.
LEVEL IN TOP COOLANT LEVEL
RADIATOR TANK IN RESERVE TANK

COOLANT LEVEL
COOLANT LEVEL LOW NOT LOW

CHECK COOLANT
FOR EVIDENCE
OF FOAMING

1 TO SHEET 2 OF 2
Fig, 4—Service Diagnosis—Engine Overheating
PF180

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 -COOLING SYSTEM 7-5
FROM SHEET 1 OF 2 ì

1
T 1

N O EVIDENCE OF EXCESSIVE FOAMING

EXCESSIVE FOAMING EVIDENT

1 1
CHECK SYSTEM FOR
LEAKS, INCLUDING DRAIN AND FLUSH
RADIATOR CAP,
COOLING SYSTEM
PRESSURE TEST
COOLING SYSTEM

SYSTEM DOES
NOT LEAK SYSTEM LEAKS

1
REPAIR LEAKS
AS NECESSARY

CHECK CC>OLANT
CIRCULAT O N AT
HEATER HOSE

CIRCULATION GOOD CIRCULATION POOR

CHECK FLUID FAN

DRIVE FOR EVIDENCE
OF OIL LEAKAGE CHECK
AND FREE MOVEMENT FAN BELT TENSION
OF THERMAL
COIL SPRING SHAFT

CORRECT OR REPAIR CHECK VACUUM

AS NECESSARY BY-PASS VALVE BELT TENSION O.K. BELT
LOOSE OR WORN

CHECK CHECK FOR ADJUST /REPLACE

IGNITION TIMING COLLAPSED LOWER
BELT AS NECESSARY
RADIATOR HOSE

REPLACE THERMOSTAT
HOSE NOT HOSE COLLAPSED
COLLAPSED

CHECK WATER PUMP REPOSITION

IMPELLER HOSE STIFFENER
FOR LOOSENESS OR REPLACE HOSE

NOTE: FOR ALL TESTS A N D CORRECTIONS,

REFER TO THE APPROPRIATE SECTION OF
THE SERVICE M A N U A L .

REPLACE WATER PUMP

PF180
Fig. 4—Service Diagnosis—Engine Overheating
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7-6 COOLING SYSTEM
(See Specifications). A 1/2 inch square hole is and an unusually high reading on the temperature
provided in the bracket for this purpose. gauge. Coolant overflow in small quantities can result
from overfilling or after boiling and should not be
RADIATOR PRESSURE CAPS diagnosed as an abnormal condition.

Radiators are equipped with a 16 psi cap as stan- Coo/ant Reserve System Radiator Cap
dard equipment on all models. The coolant reserve system is equipped with a 16
WARNING: When removing pressure cap, turn coun- psi vented radiator cap containing a pressure relief
terclockwise to stop, without downward pressure on valve and a vent valve (Fig. 6). As the cooling system
cap, permitting built-up pressure to escape through temperature increases and coolant expands in the
over-flow tube. This will prevent hot water from radiator top tank, the vent valve in the center of the
spraying out of radiator filler opening. To complete cap allows expanding coolant to flow into the reserve
removal apply downward pressure and turn counter- tank. When temperature of the expanding coolant
clockwise. approaches the boiling point, and velocity of the cool-
ant closes the vent valve, the radiator becomes pres-
Standard System Radiator Cap surized to raise the boiling point of the coolant.
The standard cooling system is equipped with a However, if the pressure continues to rise and
16 psi vented radiator cap containing a pressure relief exceeds 16 psi, the pressure relief valve opens to
valve and a vent valve (Fig. 5). As the cooling system vent excess pressure and coolant to the reserve tank.
temperature increases and the coolant expands in the As the cooling system temperature decreases and
radiator top tank, displaced air above the coolant is coolant contracts, coolant held in the reserve tank is
vented through the cap vent valve and overflow tube. drawn back into the radiator.
When temperature of the expanding coolant reaches
the boiling point, and the velocity of the vented air or Coolant Reserve System
steam closes the vent valve, the radiator becomes Some vehicles are equipped with a "coolant reserve
pressurized to retain coolant by raising its boiling system" to allow expansion of heated coolant from
point. the radiator without loss from the system. Expanding
However, if temperature of the coolant continues to coolant is allowed to flow through a hose into the re-
rise and pressure exceeds 16 psi, the pressure relief serve tank, then drawn back into radiator as the
valve opens to vent excess pressure out through over-
flow tube to protect cooling system from damage.
NOTE: Pressure relief and coolant loss are usually
accompanied by evidence of steam from under hood

PF283
PF282
Fig. 6—Radiator Pressure Cap—Coolant Reserve
Fig. 5—Radiator Pressure Cap—Standard System System

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 COOLING SYSTEM 7-7
cooling system temperature decreases, keeping the the bottom of the instrument. Then attach either end
radiator full at all times. A special radiator pressure of the short adapter to the instrument. Dip the pres-
cap rated at 16 psi is used with the coolant reserve sure cap in water and apply cap to end of adapter.
system (Fig. 7). Working the plunger, as shown in (Fig. 8) bring the
pressure to 16 pounds on the gauge. If the pressure
Checking Coolant Level cap fails to hold the pressure within a range of 14-17
CAUTION: Do not open hood ¡f steam is evident. pounds, replace the cap with a new cap.
Coolant level is checked by observing the level in The brass vent valve at the bottom of the cap
the plastic reserve tank—not by removing the radi- should hang freely. If the rubber gasket has swollen
ator cap. Level should be at the "1 quart" mark on and prevents the valve from hanging loosely, replace
the bottle with engine at normal operating tempera- the cap. Do not use a replacement cap without this
ture; coolant level may be observed slightly below the vent valve.
"1 quart" mark when engine is below normal operat-
ing temperature. PRESSURE TESTING COOLING SYSTEM
When required, coolant should be added to the
system only at the reserve tank—not by removing the (1) With engine not running, wipe the radiator
radiator cap. When adding coolant, use only a 50/50 filler neck sealing seat clean. The water level should
mixture of permanent-type anti-freeze and water. be 1/2 inch below neck of radiator.
Anti-freeze protection should be provided for and (2) Attach the Tester Tool C-4080 to the radiator,
checked in both the radiator and reserve tank. as shown in (Fig. 9) and apply 15 pounds pressure.
If the pressure drops inspect all points for external
Testing Coolant Reserve System leaks.
With coolant in the reserve tank at the proper level (3) If there are no external leaks, after the gauge
and radiator cap installed, open the radiator drain dial shows a drop in pressure, detach the tester, start
cock. Coolant should be drawn from the reserve tank engine and run the engine to operating temperature
into the radiator. If test does not draw coolant from in order to open the thermostat and allow the coolant
the reserve tank, check for leaks at the radiator filler to expand. Reattach the tester and pump to 7 lbs.
neck and overflow nipple, radiator cap and reserve pressure while the engine is running. Race the en-
tank tube. gine, and if the needle on the dial fluctuates it indi-
It may be necessary to pressure test the radiator cates a combustion leak, usually a head gasket.
cap and cooling system to locate a leak. WARNING: Pressure builds up fast. Any excessive
amount of pressure built up by continuous engine
PRESSURE TESTING RADIATOR CAPS operation must be released to a safe pressure point.
NEVER PERMIT PRESSURE TO EXCEED 20 lbs.
Select the short neoprene seal and metal adapter (4) Remove the wires from the spark plugs on one
from the kit, Tool C-4080. Slip the seal on the tube at bank and operate the engine on the opposite bank. If
the needle continues to fluctuate, it indicates a leak
PRESSURE RADIATOR CAP (16 PSI) RESERVE TANK FILLER CAP on the bank still in operation. If the needle ceases to
fluctuate, the leak is in the bank, from which combus-
tion has been released.
(5) If the needle on the dial does not fluctuate,
race the engine a few times and if an abnormal
amount of water emits from the exhaust system at

PRESSURE CAP
ADAPTER

PF92 KP146A
Fig. 7—Coolant Reserve System (Typical) Fig. 8—Pressure Testing Radiator Cap

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7-8 COOLING SYSTEM

EIGHT CYLINDER SIX CYLINDER NU348

Fig. 10—Thermostats
"Thermostat Testing Procedure." The thermostat is
faulty only if it fails to stabilize within the tempera-
ture range indicated in the testing procedure.
NOTE: The specified thermostat should always be used
to control both engine temperature and exhaust emis-
PF91
sions to acceptable levels.
Fig. 9—Pressure Testing Cooling System
the tail pipe, it may indicate a leak that can be a Thermostat Removal
faulty head gasket, cracked engine block, or the (1) Drain cooling system down to thermostat level
cylinder head near the exhaust ports. or below.
(6) If the above pressure test of the cooling sys- (2) Remove thermostat housing bolts and housing.
tem holds without fluctuation, then there is no leak, (3) Remove thermostat, discard gasket and clean
however, there may be internal leaks which can be both gasket sealing surfaces.
determined by removing the oil dip-stick and if water
globules appear intermixed with the oil it will indi- Thermostat Installation
cate a serious internal leak in the engine. If there is (1) Using a new gasket, position thermostat so
an internal leak, the engine must be disassembled, the pellet end is toward engine (198 and 225 with vent
leak located and necessary new parts installed. hole up). Attach with bolts through housing.
(2) Tighten bolts to 30 foot-pounds.
ENGINE WATER TEMPERATURE GAUGE (3) Refill cooling system to appropriate level.

For Removal, Installation and Testing procedures TEMPERATURE OPERATED VACUUM

of the water temperature sending and receiving units, BY-PASS VALVE
refer to "Electrical" Group 8 "Gauges".
A vacuum by-pass valve is used on some engine
applications to reduce the possibility of engine over-
THERMOSTATS heating under extremely high temperature operating
conditions. When engine coolant temperature at idle
Description and Operation reaches 225 °F., the valve opens automatically and
The engine thermostat is an automatic water flow applies manifold vacuum to the vacuum advance unit
valve, actuated by a thermostatic pellet, designed to of the distributor. This increases engine idle speed
open and close at predetermined temperatures (Fig. and provides additional engine cooling.
10). A malfunctioning thermostat can be a cause of The valve has three ports or pipes (Fig. 11). UD"
engine overheating or slow warm-up and poor heater port is connected to the distributor advance unit,
performance. It is located inside the housing mounted "Number 1" port to carburetor vacuum (above the
on top of the water pump (400 and 440 engines), on throttle valve) and "Number 2" port to manifold
top of the intake manifold (318-340-360 engines), or vacuum.
on the front of the cylinder head (198 and 225
engines). Test Valve Operation as follows:
(1) Check vacuum hose routing and installation
Thermostat Testing (Fig. 12). Check coolant level.
To determine the cause of engine overheating or (2) Attach a tachometer to engine.
slow warm-up, refer to Service Diagnosis Charts (Figs. (3) Bring engine to normal operating tempera-
3 and 4). The thermostat should be tested for opera- ture, be sure choke is open.
tion with it installed in the engine; refer to Figure 3 (4) For test, adjust idle to 600 RPM.
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 COOLING SYSTEM 7¯9

NUMBER 1 " PORT

The reinforcement spring inside the lower hose is
TO OSAC VALVE necessary to prevent collapsing of the hose due to
TO DISTRIBUTOR
suction at medium or high engine speeds. If this
ADVANCE spring is misplaced in hose, it should be repositioned.
'D" PORT
If this spring is deformed, hose must be replaced.
TO MANIFOLD
VACUUM
'NUMBER 2" PORT RADIATOR
Removal
(1) Drain cooling system.
(2) On vehicles with automatic transmission, dis-
connect oil cooler lines at radiator bottom tank.
PB410A
(3) Remove upper and lower radiator hoses (using
Fig. 11 —Temperature-Operated By-Pass Valve pliers C-3250).
(5) Disconnect the hose from number " 2 " port (4) Remove shroud attaching screws, separate
(manifold inlet) and plug hose. shroud from radiator, position shroud rearward on
(6) Check engine idle speed; no change indicates engine for maximum clearance.
valve is holding and valve is acceptable up to this (5) Remove radiator attaching screws.
point. If idle speed drops 100 rpm or more the valve (6) Radiator can now be lifted free from engine
should be replaced. compartment. Care should be taken not to damage
(7) Re-install vacuum hose to number "2" port. radiator cooling fins or water tubes during removal.
(8) Cover radiator to increase engine coolant tem- Fan damage should always be avoided.
perature. DO NOT OVERHEAT ENGINE.
(9) Idle engine until temperature is approximately Installation
225 degrees F. High temperature is indicated on (1) Slide radiator down into position behind radia-
models with temperature gauge when indicator needle tor support and install attaching screws.
reaches top of normal bar (235 degrees F.). If engine (2) Install fan shroud, connect hoses, and transmis-
idle speed has not increased 100 rpm or more before sion oil cooler lines.
gauge indicator reaches top of normal bar, valve is (3) Fill cooling system with water and anti-freeze,
defective and should be replaced. as required. After warm-up, re-check coolant level.
(10) Idle engine (radiator uncovered) until temper- (4) On vehicles with automatic transmissions,
ature is normal, and re-adjust idle rpm. measure transmission oil level after warm-up and add
oil as required.
RADIATOR HOSES Cleaning
The hoses are removed and installed using hose (1) Drain cooling system and refill with clean
clamp pliers C-3250. water and a reliable cooling system cleaner.
(2) Operate engine according to directions on
A hardened, cracked, swollen or restricted hose
cleaner label.
should be replaced. (3) After cleaning operation, flush entire cooling
system until water runs clean.
(4) Regardless of climate, the cooling system
should be refilled with sufficient permanent type anti-
freeze for —20 degrees F. protection, to ensure ade-
quate corrosion protection.
(5) If vehicle is equipped with air conditioning the
cooling system must contain anti-freeze all year
round. This is necessary because in the reheat-cycle
MANIFOLD HOSE
system used on all vehicles, cold refrigerated air
passes through the heater core. Anti-freeze is neces-
TEMPERATURE^— sary to prevent the heater core from freezing in hot
OPERATED^
BY-PASS VALVE weather when the air conditioner is being used.

PD301A REVERSE FLUSHING THE COOLING SYSTEM

Fig. ¶ 2—Vacuum Hose Routing—Temperat ure-
Opearted By-Pass Valve (Typical) Reverse flushing of the cooling system is the fore-
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7-10 COOLING SYSTEM
ing of water through the cooling system, using air are equipped with an air-cooled auxiliary oil cooler
pressure in a direction opposite to that of the normal mounted in front of the radiator or air-conditioning
flow of water. condenser, and connected in series with—NOT IN
PLACE OF—the bottom tank transmission oil cooler
Flushing Cylinder Block (Fig. 14).
(1) Drain radiator and remove hoses at radiator.
(2) Remove thermostat and reinstall thermostat Testing Oil Cooler for Leaks
housing. NOTE: In case of a leak in the bottom tank cooler,
(3) Install Tool C-3514, or other suitable flushing engine coolant may become mixed with transmission
gun to inlet hose. fluid, or transmission fluid may enter the engine cool-
(4) Connect water hose of gun to a pressure water ing system. Both cooling system and transmission
source and air hose of gun to a pressure air source. should be drained and inspected in the event cooler is
(5) Turn on water, and when cylinder block is leaking.
filled, turn on air (up to 20 psi) in short blasts.
(6) Allow cylinder block to fill between blasts of Auxiliary Oil Cooler Leak Test
air. A leak in the auxiliary oil cooler should be detected
(7) Continue this procedure until water runs by observing transmission fluid on the surface of the
clean. Test thermostat and if satisfactory, reinstall; cooler.
otherwise, replace using a new housing gasket.
(8) Fill cooling system, using water and anti-freeze, Bottom Tank Coofer Leak Test
depending on season or if equipped with air condition- (1) Disconnect both oil cooler lines at lower tank.
ing. (2) Connect a pressure gauge to one cooler connec-
(9) Engine should be operated until temperature tion and a shut off valve to the other. Close the valve.
gauge indicates normal operating temperature, then (3) Connect a source of air pressure to the valve.
continue an additional five minutes to release any air (4) Coat all fittings with soap solution.
trapped in system. (5) Open the test valve and apply (up to 100 psi) air
(10) Check for leaks and coolant level; correct as pressure. Soap bubbles will identify any fitting joint
necessary. leaks. Repair any leaks at fittings.
(6) Close the valve. Gauge reading will then drop
if cooler is leaking.
Reverse Flushing Radiator
(1) Drain cooling system and remove hoses from Repairing Leaks in Auxiliary Oil Cooler
engine. The transmission auxiliary oil cooler is made en-
(2) Install Tool C-3514, or other suitable flushing tirely of aluminum and can be repaired by a local
gun in radiator lower outlet. reliable radiator service having the equipment for
(3) Fill radiator and turn on air in short blasts. alumibrazing or heliarc.
CAUTION: Internal radiator pressure must not ex-
ceed 20 psi, as damage to radiator may result. Replacing Oil Cooler in Bottom Tank
(4) Continue this procedure until water runs (1) Remove radiator from vehicle.
clean. (2) Remove radiator bottom tank.
It is a good policy to reverse flush heater core any (3) Melt the soft solder holding the cooler to the
time the radiator is reverse flushed. tank.
(5) Fill cooling system, using water and anti-freeze,
depending on season or if equipped with air condition-
COOLING TUBE FLUID OUTLET
ing. (CUT-A-WAY)
(6) Engine should be operated until temperature FLUID INLET
gauge indicates normal operating temperature, then
continue an additional five minutes to release any air
trapped in system.
(7) Check for leaks and coolant level; correct as
necessary.
TUBE
ATTACHING NUTS
TRANSMISSION OIL COOLERS
Automatic transmission oil cooling is accomplished PF28l
by a cooler located in the bottom tank of the radiator Fig. 13-Tr¢fnsmission Oil Coofer Tube—Radiator
and cooled by engine coolant (Fig. 13). Some models Lower Tank

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 COOLING SYSTEM 7-11
RADIATOR YOKE RADIATOR YOKE
CROSSMEMBER CROSSMEMBER t
AUXILIARY
OIL COOLER

VIEW IN DIRECTION
OF ARROW A

BOTTOM TANK
OIL COOLER

PB45OA
Fig, 14—Oil Flow—Transmission Oil Coolers—Polara and Monaco
(4) Remove the stamped retainer nuts holding the Removal
cooler fittings to the bottom tank and remove the (1) Remove shroud attaching screws, separate
cooler. shroud from radiator, position shroud rearward on
(5) Install a new cooler in bottom tank and install engine. Fan attaching screws can now be removed.
the stamped retainer nuts on oil cooler fittings. (2) On models equipped with fluid fan drive, re-
(6) Use soft solder to secure the cooler in the tank. move fan drive attaching screws. The fan and fluid
(7) Attach bottom tank to radiator using soft solder. fan drive are removed as a unit.
(8) Install radiator as described in Paragraph "Radi-
ator". Installation
(9) Fill cooling system and test for leaks. (1) Reinstall spacer and fan; on engines with fluid
If the transmission operates properly after repairing fan drive, no spacer is used.
the leak, drain the transmission and torque converter (2) Install fan attaching bolts and tighten to 200
while hot, remove the transmission oil pan and inspect inch-pounds.
for sludge, rust, dirty or plugged inlet filter. If none (3) Install fan shroud and belt. Adjust fan belt as
of these conditions are found, reconditioning may not outlined in "Belt Tension Specifications."
be necessary. Reassemble, using transmission fluid of
the type labeled DEXRON. FLUID FAN DRIVE
CAUTION: To prevent silicone fluid from draining
FAN into fan drive bearing and ruining the lubricant, do
not place drive unit on work bench with rear of shaft
There are no repairs to be made to the fan. If the
pointing downward.
fan is bent or damaged, it must be replaced.
A fluid fan drive should be replaced if there is indi-
To check fan for being bent or damaged:
cation of fluid leak at shaft seal, if noise or roughness
(1) Lay fan on a flat surface with leading edge is detected when turning unit by hand, if unit cannot
facing down. Replace fan if there is more than .090 be turned by hand, or if blade tip can be moved more
inch clearance between the blade tip touching the than 1/4" front to rear.
flat surface and the opposite blade. Rocking motion of
opposite blades should not exceed .090 inch. NEVER Torque Control Drive
BEND OR STRAIGHTEN FAN. The Torque Control Drive (Fig. 15) is a silicone
(2) Inspect fan assembly and replace if there is fluid-filled coupling connecting the fan to the fan
evidence of cracks, bends, loose rivets or broken pulley. The unit allows fan to be driven in normal
welds. manner at low engine speeds while limiting the top

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7-12 COOLING SYSTEM

,yiÉÉÉËf%

NK48OB
Fig. 15—Torque Control Drive
speed of the fan to a pre-determined level at higher
engine speeds.
In case of engine overheating and the Torque Con-
trol Drive is suspected, replace the unit with one PF348
known to be operating properly, then test by operat-
Fig. 17—Disconnecting End of Thermostatic Coil
ing vehicle under the same overheating conditions. If
overheating condition is corrected, replace fan drive of thermostatic coil from slot (Fig. 17) and rotate
unit; if condition is not corrected, re-install original counterclockwise until a stop is felt. Gap between end
fan drive unit. See "SERVICE DIAGNOSIS", (Fig. 4). of coil and clip on housing should be approximately
1/2 inch (Fig. 18). Replace drive unit if shaft does not
Thermal Control Drive rotate with coil.
The Thermal Control Drive (Fig. 16) is essentially After testing, reinstall end of coil in slot in housing.
the same as the Torque unit except for a thermostatic
spring on the drive face. This thermostat senses WATER PUMP
temperature from the radiator discharge air and en-
gages the drive for higher fan speed if temperature Note: T h e w a t e r p u m p is serviced only as a n assembly.
from the radiator rises above a certain point.

Testing Thermal Control Drive

In case of engine overheating, the thermal control
drive can be checked for operation by observing
movement of the spring and shaft. To check, lift end

PF347 PF349
Fig, 16—Thermal Control Drive Fig. Ï8-Checking Spring and Shaft Rotation

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 COOLING SYSTEM 7-13
When replacing the pump—some vehicles with air CAUTION: To prevent silicone fluid from draining
conditioning require a different water pump than into fan drive bearing and ruining the lubricant, do
those without air conditioning. See Specifications and not place drive unit with shaft pointing downward.
Parts listings for correct application. (5) Remove pump retaining bolts and water pump
The water pump on all models can be replaced with- assembly. Discard gasket and clean mating surfaces.
out discharging the air conditioning system.
SIX AND V8 ENGINES
Water Pump Removal—Six Cylinder Engines
(1) Drain cooling system. Remove battery, upper Water Pump Installation (All, Except 400
and lower radiator hoses, and fan shroud for easier and 440 CID Engines)
access to pump. (1) Install a new by-pass hose, if necessary, with
(2) Loosen alternator, power steering pump and clamp positioned in the center of the hose.
compressor idler pulley, then remove all drive belts. (2) Install water pump using a new gasket. Tighten
(3) Remove fan, spacer, pulley and bolts as an pump retainer bolts to 30 foot-pounds. Rotate pump
assembly. by hand to be sure it rotates freely.
(4) Remove compressor bracket and/or air pump (3) Install heater hose and position by-pass hose
bracket to water pump bolts, and tie compressor clamps.
and/or air pump out of the way. (4) On engines without air conditioning, install
(5) Position by-pass lower clamp in center of hose. alternator front bracket and tighten to 30 foot-pounds.
Disconnect heater hose. (5) On engines with air conditioning, install com-
(6) Remove water pump retainer bolts, then remove pressor front bracket. Tighten compressor bracket
pump. Discard gasket and clean mating surfaces. bolts to 50 foot-pounds and water pump retainer bolts
to 30 foot-pounds. Install alternator, adjusting bracket
Water Pump Removal (318-340-360 Engines) and idler pulley. Tighten all bolts to 30 foot-pounds.
(1) Drain cooling system. Remove battery, upper (6) Install fan, spacer (or fluid unit), pulley and
and lower radiator hoses, and fan shroud for easier bolts as an assembly.
access to pump. (7) Install belts and adjust as described in "Belt
(2) Loosen alternator adjusting strap bolt and pivot Tension Specifications".
bolt. Loosen power steering and air pump, if so (8) Connect heater hose, fan shroud, and upper
equipped. Remove all drive belts. and lower radiator hoses. Install battery.
(3) On engines without air conditioning, remove (9) Fill cooling system to 1-1/4 inch below radiator
alternator bracket attaching bolts from water pump. filler neck with sufficient permanent-type anti-freeze
Swing alternator out of the way and tighten pivot bolt. to provide protection to at least —20 °F. On vehicles
(4) On engines with air conditioning, remove idler equipped with a coolant reserve system, fill with cool-
pulley assembly, alternator and adjusting bracket. ant to top of radiator filler neck. After engine warm-
(5) Remove fan blade, spacer (or fluid unit), pulley
up, recheck coolant level. At normal operating
and bolts as an assembly.
temperature, coolant level in the standard system
CAUTION: To prevent s¡l¡cone fluid from draining
should be maintained approximately 1-1/4 inch below
into fan drive bearing and ruining the lubricant, do
not place drive unit with shaft pointing downward.
filler neck; at normal operating temperature, coolant
(6) Disconnect heater and by-pass hoses. level in the coolant reserve system should be at or
(7) Remove compressor front mounting bolts. near the 1 quart mark in the reserve coolant bottle,
(8) Remove water pump to compressor front mount with the system filled and the radiator cap installed.
bracket bolts and bracket.
(9) Remove pump retaining bolts and water pump Water Pump Installation (400-440 Engines)
assembly. Discard gasket and clean mating surfaces. (1) Using a new gasket, install water pump and
tighten retaining bolts to 30 foot-pounds. Rotate pump
Water Pump Removal (400-440 Engines) by hand to be sure it turns freely.
(1) Drain cooling system. Disconnect battery (2) Install fan, spacer (or fluid unit), pulley and
ground cable. bolts as an assembly.
(2) Remove upper radiator hose and fan shroud. (3) Install drive belts and adjust as described in
Set shroud back on engine out of the way. "Belt Tension Specifications."
(3) Loosen alternator strap and pivot bolts, power (4) Install fan shroud and upper radiator hose.
steering and air pumps. Remove all drive belts. (7) Fill cooling system to 1-1/4 inch below radiator
(4) Remove fan, spacer (or fluid unit), pulley and filler neck with sufficient permanent-type anti-freeze
bolts as an assembly. to provide protection to at least —20°F. On vehicles
MyMopar.com
7-14 SPECIFICATIONS
equipped with a coolant reserve system, fill with cool- filler neck; at normal operating temperature, coolant
ant to top of radiator filler neck. After engine warm- level in the coolant reserve system should be at or
up, recheck coolant level. At normal operating near the 1 quart mark in the reserve coolant bottle,
temperature, coolant level in the standard system with the system filled and the radiator cap installed.
should be maintained approximately 1-1/4 inch below

SPECIFICATIONS

DART

ENGINE SIZE 198 225 318 340

CAPACITY (With Heater—Includes Coolant Reserve
System Where Released)
Quarts—Radiator Width 13 19" 13 19" 16 19" 15.5 26"
14 22" 14 22" 17.5 26"
RADIATOR-ldent¡f¡cat¡on Number-Width
Transmission Manual 250 3673903-19" 3673903-19"
230 3673913-19" 3673916-26"
Automatic 904 3673904-19" 3673904-19" 3673914-19"
727 3673915-26"
Air Conditioning N/A 3673905-22" 3673915-26" 3673921-26"
Maximum Cooling 3673906-22" 3673906-22" 3673921-26" 3673921-26"
Oil Cooler Size—Automatic 6" 6" 10" 10"
Air Conditioning N/A 10" 10" 10"
Maximum Cooling 10" 10" 12" 10"
Shroud Transmission Manual None None None Yesa
Automatic None None None Yesa
Air Conditioning N/A Yes Yesa Yesa
Maximum Cooling Yes Yes Yesa Yesa
Seal
° 0 t0 Y ° k e N ne
° Yes Yes Yes
Diameter—Number Blades—Width
Manual 17-1/2"-4-l-l/2" 17-1/2"-4-l-l/2" 18"-7-2" 18-1/2"-7-2-l/2"
Automatic ¯i7_i /9"_/Li-i io" 17-1/2"-4-l-l/2" 18"-7-2" 18-1/2"-7-2-l/2"
Air Conditioning N/A 18"-7-l-l/2" 18-1/2"-7-2-l/2" 18-1/2"-7-2-l/2"
Maximum Cooling 18"-7-l-l/2" 18"-7-l-l/2" 18-1/2"-7-2-l/2" 18-1/2"-7-2-l/2"
Spacer Length or Drive Type
Standard gø" .90" 1.06" Thermal
Air Conditioning N/A .90" Thermal Thermal
Maximum Cooling on// .90" Thermal Thermal
Ratio (Water Pump to Crankshaft)
Standard 1 O7·l 1.07:1 .95:1 1.20:1
Air Conditioning jvj /^ 1.10:1 1.30:1 1.30:1
Maximum Cooling Without Air
Conditioning 1.07:1 1.07:1 .95:1 1.20:1
With Air Conditioning N/A 1.10:1 1.30:1 1.30:1
WATER PUMP IMPELLER
Diameter—Number Blades
Standard 3.5O"-6 3.5O"-6 4.38"-8 3.7O"-6
Air Conditioning N/A 3.5O"-6 3.7O"-6 3.7O"-6
a—Coolant Reserve System

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 CORONET AND CHARGER n

225 318 400-2 & 4 BBL

ENGINE SIZE 225 Police-Taxi 318 Police-Taxi 340 400-2 BBL 440 Police 400-4 BBL 440-HP
CAPACITY (With Heater—Includes Coolant
Reserve System Where Released)
Quarts—Radiator Width 13 19" 15 22' 16 19" 18.5 26" 15 22" 16 26" 16 28" 16 26" 16.5 28"
15a 22" 17.5 26" 18 28" 15.5 26" 17 28" 17 28" 17 28" 17.5a 28"
18a 28" 18a 28" 16a 28" 18a 28" 18a 28" 18a 28"

RADIATOR
Identification Number—Width
Transmission Manual 250 3673908-19"
230 3673922-19" 3673931-22" 3673961-26"
Automatic 904 3673908-19" 3673926-19"
727 3673911-22" 3673927-26" 3673932¯-22" 3673961-26" 3673952-28" 3673961-26" 3673947-28"
Air Conditioning 3673911-22" 3673927-26" 3673928-28" 3673927-26" 3673947-28" 3673953-28" 3673947-28" 3673952-28"
Maximum Cooling 3673911-22" 3673911-22" 3673928-28" 3673928-28" 3673928-28" 3673953-28" 3673953-28" 3673953-28" 3673953-28"
Oil Cooler Size—Automatic 10" 12" 10" 10" 10" 12" 10" 12" 12"
Air Conditioning 12" 10" 12" 10" 12" 12" 12" 10"
Maximum Cooling 12" 12" 12" 12" 12" 12" 12" 12" 12"
Shroud Transmission—Manual None None Yes
Automatic None Yesb None Yesb None Ÿe7 Yesb Yes Yesb
Air Conditioning Yesb Yes Yesb Yes Yesb Yesb Yesb Yesb
Maximum Cooling . . . Yesa Yesb Yesb Yesb Yese Yesb Yesb Yesb Yesb

Seal
Hood to Yoke Yesa Yes Yes Yes Yes Yes Yes Yes Yes

FAN
Diameter—Number Blades—Width
Manual 17½"-4-l½" 18½"-4-2¼" 18½"-7-2½" 18½"-5-2.7'
Automatic 17½"-4-l½" 18"-7-2" 18½"-4-2¼" 18"-7-2" 18½"-7-2½" 18½"-5-2.7" 20"-7-2½" 18½"-5-2.7' 20"-7-2½"
Air Conditioning 18"-7-2" 18½"-5-2.7"c 20"-7-2½" 18½"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½"
Maximum Cooling 18"-7-2" 18"-7-2" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½"
Spacer Length or Drive Type
Standard 1.72" 1.30" 1.86" 2.00" Torque 2.00" Torque 2.00" Torque
Air Conditioning 1.30" 2.2O"c Thermal Thermal Thermal Thermal Thermal Thermal
Maximum Cooling—With A/C 1.30" Torque d Torque d Torque Torque Torque Torque Torque
Without A/C 1.30" Thermal Thermal Thermal Thermal Thermal
Ratio (Water Pump to Crankshaft)
Standard 1.07:1 1.07:1 .95:1 .95:1 1.20:1 1.17:1 1.17:1 1.17:1 1.17:1
Air Conditioning 1.10:1 1.20:1 1.20:1 1.30:1 1.25:1 1.25:1 1.25:1 1.25:1 ¢/>
Maximum Cooling 1.07:1 1.10:1 .95:ld .95:ld 1.20:1 1.17:1 1.17:1* 1.17:1 l.l7:lf ¯o
m
WATER PUMP IMPELLER
o
Diameter—Number Blades
Standard 3.5O"-6 3.5O"-6 4.38"-8 4.38"-8 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 o
Air Conditioning 3,5O"-6 3,7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6

5
a—Maximum Cooling Only
b—Coolant Reserve System C/>
c—Use 18-1/2"-7-2-l/2" Fan for 2.94 and 3.23 Axle Ratios and Thermal Drive
d—Use Thermal Drive with Air Conditioning and 1.2:1 Ratio
e—Maximum Cooling with Air Conditioning Equipped with Coolant Reserve System
f—1.25:1 Ratio with Air Conditioning
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7-16 SPECIFICATIONS-

CHALLENGER

ENGINE SIZE 225 318 340

CAPACITY (With Heater—Includes
Coolant Reserve System Where 18.5a 26" 16.5a 26"
Released) 16 19" 15 22"
Quarts—Radiator Width 13 19" 17.5 26" 15.5 26"
RADIATOR
Identification Number—Width
Transmission Manual 230 3673908-19" 3673922-19" 3673931-22"
Automatic 904 3673908-19" 3673926-19"
3673932-22"
Air Conditioning' ¦¦]'.¦¦¦]'.¦]]¦ N/A 3673924-26" 3673924-26"
Maximum Cooling 3673925-26" 3673925-26"
Oil Cooler Size—Standard 10" 10" 10"
Air Conditioning N/A 10" 10"
Maximum Cooling 12" 12"
Shroud Transmission—Manual None None None
Automatic None None
Air Conditioning . . . N/A Yes Yes
Maximum Cooling .. Yes Yes
Seal
Hood to Yoke None Yes Yes
FAN
Diameter—Number Blades—Width
Standard 17-1/2"-4-l-l/2" 18-1/2"-4-2-l/4" 18-1/2"-7-2-l/2"
Automatic 17-1/2"-4-l-l/2" 18-1/2"-4-2-l/4" 18-1/2"-7-2-l/2"
Air Conditioning N/A 18-1/2"-5-2.7"b 18-1/2"-7-2-l/2"
Maximum Cooling 18-1/2"-7-2-l/2" 18-1/2"-7-2-l/2"
Spacer Length or Drive Type
Standard 1.72" 1.72" Torque
Air Conditioning N/A 2.20" Thermal
Maximum Cooling Torquec Torquec
Ratio (Water Pump to Crankshaft)
Standard 1.07:1 .95:1 1.20:1
Air Conditioning N/A 1.20:1 1.30:1
Maximum Cooling .95:1 1.20:1
WATER PUMP IMPELLER
Diameter—Number Blades
Standard 3.5O"-6 4.38"-8 3.7O"-6
Air Conditioning N/A 3.7O"-6 3.7O"-6
a—Maximum Cooling Only
b—Use 18-1/2"-7-2-l/2" Fan and Thermal Drive Above 2.76:1 Axle Ratio
c—Maximum Cooling with Air Conditioning Uses Thermal Drive With 1.2:1 Ratio

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 POLARA AND MONACO
225 318 ALL
POLICE POLICE 360 400 400-4BBL 400-440
ENGINE SIZE TAXI 318 TAXI 360 POLICE 2BBL 440-HP POLICE 440 STD.
CAPACITY (With Heater—Includes Coolant
Reserve System Where Released)
Quarts—Radiator Width 15 22" 16 19" 18.5 26" 15.5 22" 16 26" 16 26" 400—18 26" 400—18 26" 15.5 26"
18.5 26" 19.5 MC 16 26" 17 MC 17 (with A/C) 440—17.5 440—17.5 16.5 (with A/C)
19.5 MC 17 MC 18 MC 17.5 MC

RADIATOR
Identification Number—Width
Transmission Automatic 904 3673937-19"
727 3673912-22" 3673938-26" 3673942-22" 3673938¯-26" 3673¯954¯-26" 3673957-26" 3673957-26" 3673¯954-26"
Air Conditioning 3673938-26" 3673944-26" 3673943-26" 3673944-26" 3673955-26" 3673957-26" 3673957-26" 3673956-26"
Maximum Cooling 3673944-26" 3673944-26" 3673944-26" 3673944-26" 3673957-26" 3673957-26" 3673957-26" 3673957-26"
Oil Cooler Size—Automatic 12" 10" 10" 10" 10" 10" 12" 12" 10"
Air Conditioning 10" 12" 12" 12" 12" 12" 12" 12"
Maximum Cooling 12" 12" l2"cn 12"D 12"D I2"A 12" 12"D
Shroud—Transmission Automatic Yesa None Yesa None Yesa Yes Yesa Yesa Yes
Air Conditioning Yes Yesa Yesa Yesa Yesa Yesa Yesa Yesa
Maximum Cooling . . . Yesa Yesa Yesa Yesa Yesa Yesa Yesa Yesa Yesa
Seal
Hood to Yoke Yes Yes Yes Yes Yes Yes Yes Yes Yes

FAN
Diameter—Number Blades—Width
Automatic 18"-7-2" 18½"-4-2¼" 18"-7-2" 18½"-5-2.7" 18½"-7-2½" 18½"-5-2.7" 20"-7-2½" 20"-7-2½" 18½"-5-2.7"
Air Conditioning 18½"-5-2.7"b 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½"
Maximum Cooling 18"-7-2" 20"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½" 2G"-7-2½" 20"-7-2½" 20"-7-2½" 20"-7-2½"
Spacer Length or Drive Type
Standard 1.60" 1.24" 2.20" 2.20" Torque 2.00" Torque Torque 2.00"
Air Conditioning 2,2O"b Thermal Thermal Thermal Thermal Thermal Thermal Thermal
Maximum Cooling With A/C Thermal Thermal Thermal Thermal Thermal Thermal Thermal Thermal
Without A/C 1.60" Torque Torque Torque Torque Torque Torque Torque Torque
Ratio (Water Pump to Crankshaft)
Standard 1.07:1 .95:1 .95:1 1.20:1 1.20:1 1.17:1 1.17:1 1.17:1 1.17:1
Air Conditioning 1.20:1 1.20:1 1.25.1 1.25:1 1.25:1 1.25:1 1.25:1 1.25:1
Maximum Cooling With A/C 1.20:1 1.20:1 1.25.1 1.25:1 1.25:1 1.25:1 1.25:1 1.25:1
Without A/C 1.07:1 .95:1 .95:1 1.20:1 1.20:1 1.17:1 1.17:1 1.17:1 1.17:1
"O
WATER PUMP IMPELLER m
Diameter—Number Blades o
Standard 3.50"-6 4,38"-8 4·38"-8 3.70"-6 3.7O"-6 3.7O"-6 3.70"-6 3.7O"-6 3.7O"-6
Air Conditioning 3·7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.7O"-6 3.70"-6 3.7O"-6 3J0"-6

O
a—Coolant Reserve System
b—Use 18-1/2"-7-2-l/2" Fan and Thermal Drive with 2.94 and 3.23 Axle Ratio
c—26" x 11" Auxiliary Oil Cooler with Trailer Towing Package
D—26" x 11" Auxiliary Oil Cooler Available
A—26" x 11" Auxiliary Oil Cooler Available; Standard on 400-4BBL with Trailer Towing Package
MC—Maximum Cooling
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7-18 SPECIFICATIONS

BELT TENSION SPECIFICATIONS

GAUGE METHOD

NEW BELT (All) *USED BELT (All)

120 Lbs. Gauge Reading 70 Lbs. Gauge Reading*

TORQUE METHOD

TORQUE (FT.-LBS) TO BE APPLIED TO COMPONENTS

NEW BELT *USED BELT

Engine 318 318
Displacement 198 340 400 198 340 400
(Cubic Inches) 225 360 440 225 360 440
POWER STEERING PUMP
With Air Pump 100 100 65 65
Without Air Pump 90 50 45 50 35 30
POWER STEERING & AIR PUMP 35 20
ALTERNATOR
Without Air Conditioning 15 35 70 10 25 40
With Air Cond. (Ex. Imperial) 15 100 120 10 70 80
With Air Cond. (Imperial only) 45 30
AIR CONDITIONING IDLER 25 15
FAN IDLER 35 20
Imperial—without Air Pump 110 75
AIR PUMP
Without Air Conditioning 40 100 55 25 65 35
With Air Conditioning 35 75 55 20 50 35
*A belt is considered "Used" after 15 minutes of running.

TIGHTENING REFERENCE

Inch Foot Thread

Pounds Pounds Size
Water Pump Bolts — 30 3/8-18
Fan Attaching Bolts 200 — 5/6-18
Thermostat Housing Bolts — 30 3/8-18
Shroud Mounting Bolts 12 — 8-32
75 — 1/4-20
Radiator Mounting Bolts 95 — 1/4-20
Drain Cock 150 —
Oil Cooler Fittings—To Radiator 110 —
Lines to Fittings 85 —
Lines to Auxiliary Cooler 85 —
Lines to Connector 50 —

CONVERSION CHART

U.S. Quart 13 14 15 15-1/2 16 16-1/2 17 17-1/2 18 18-1/2

Imperial Quart 10-3/4 11-3/4 12-1/2 13 13-1/4 13-3/4 14-1/4 14-1/2 15 15-1/2

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 SPECIAL SERVICE TOOLS 7-19

C O O L I N G SYSTEM — SPECIAL SERVICE TOOLS

C-3841A

C-

C-4162 C-3250

PF37O

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 ELECTRICAL 8-1

ELECTRICAL
CONTENTS
Page Page
ALTERNATOR AND VOLTAGE REGULATOR 16 SPECIFICATIONS 114
BATTERY 1 SPEED CONTROL 84
HORNS 81 STARTER—REDUCTION GEAR 5
IGNITION SYSTEM 6-CYLINDER 32 TURN SIGNALS AND HAZARD
IGNITION SYSTEM 8-CYLINDER 39 WARNING FLASHER 92
IGNITION SYSTEM—ELECTRONIC 29 WINDSHIELD WIPER SYSTEM 94
INSTRUMENT PANELS 48 WINDSHIELD WASHERS 110
RADIO 73 WIRING DIAGRAMS 124
SPARK PLUGS 46

BATTERY
INDEX
Page Page
Adjustment of Acid Gravity 3 Specifications 114
Battery Visual Inspection 1 Specific Gravity Test 1
Charging the Battery 4 Testing With Cad-Tip Analyzer 2
High Rate Discharge Test of Battery Capacity . . . 4 Test Reading 3

SERVICE PROCEDURES
BATTERY VISUAL INSPECTION gravity of electrolyte in battery cells. This gives an
indication of how much unused sulphuric acid re-
(1) Protect paint finish with fender covers. mains in the solution.
(2) Disconnect battery cables at battery. A hydrometer should be graduated to read from
(3) Remove battery hold-down clamp and remove 1.160 to 1.320, in graduations of .005 specific gravity.
battery from vehicle. Graduated markings should be not less than 1/16
(4) Inspect battery carrier and fender side panel inch apart and accurate to within .002 specific gravi-
for damage caused by loss of acid from battery. ty. Graduated portion of stem should be about two
(5) Clean top of battery with a solution of clean inches long. Clearance between float and glass barrel,
warm water and baking soda. Scrub areas with a stiff at smallest diameter, should be a minimum of 1/8
bristle brush being careful not to scatter corrosion inch around all sides and barrel must be clean.
residue. Finally wipe off with a cloth moistened with Liquid level of battery cell should be at normal
ammonia or baking soda in water. height and electrolyte should be thoroughly mixed
CAUTION: Keep cleaning solution out of battery with any battery water which may have just been
cells to eliminate weakening the electrolyte. added by charging battery before taking hydrometer
(6) Replace damaged or frayed cables. readings. See "Adjustment of Acid Gravity".
(7) Clean battery terminals and inside surfaces of In reading a hydrometer, the gauge barrel must be
clamp terminals with Cleaning Tool MX-75. held vertically and just right amount of fluid be
(8) Examine battery case and cover for cracks. drawn up into gauge barrel with pressure bulb fully
(9) Install battery. expanded to lift float freely so it does not touch the
(10) Tighten battery hold-down screw nuts to 3 sides, top or bottom of the barrel. Take a reading
foot-pounds. Observe polarity of battery terminals to with eye on level with liquid level in the gauge barrel.
be sure the battery is not reversed. DO NOT TILT hydrometer.
(11) Connect cable clamps to battery posts and Hydrometer floats are calibrated to indicate correctly
tighten securely. Coat all connections with light min- only at one fixed temperature.
eral grease or petrolatum after tightening. Specific gravity of battery electrolyte strength or
(12) If electrolyte level is low, fill to recommended density varies not only with the quantity of the acid
level with mineral-free water. in solution but also with temperature. As tempera-
ture increases, the density of the electrolyte de-
SPECIFIC GRAVITY TEST creases, and specific gravity is reduced. As tempera-
A hydrometer Tool 40-B is used to measure specific ture drops, the density of the electrolyte increases

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8-2 BATTERY—ELECTRICAL

and the specific gravity increases. Add Specific Gravity .008

Specific gravity variations caused by temperatures Corrected Specific Gravity is 1.263
must be considered and corrected to 80 degrees F. in A fully charged relatively new battery has a specific
the analysis of the battery, otherwise specific gravity gravity reading of 1.260 plus .015 minus .005.
readings will not give a true indication of state of
charge. Test Conclusions
Use a battery immersion type thermometer of the (a) Battery specific gravity is less than 1.220 bat-
mercury-in-glass type, having a scale reading as high tery should be recharged. Make a high rate discharge
as 125 degrees F. and designed for not over a 1-inch test for capacity. If battery cells test O.K., recharge
bulb immersion. A suitable dairy type thermometer and adjust gravity of all cells uniformly. Test voltage
may prove satisfactory for the purpose. regulator setting. Thoroughly test the electrical sys-
Draw electrolyte in and out of the hydrometer bar- tem for short circuits, loose connections and corroded
rel several times to bring the temperature of the terminals.
hydrometer float to that of the acid in the cell and (b) Cells show more than 25 points (.025 Specific
then measure the electrolyte temperature in the cell. Gravity) Variation,—Short circuit low cell. Loss of
The temperature correction in specific gravity electrolyte by leakage or excessive overcharge; try to
reading at 80 degrees Fahrenheit is zero. Add .004 recharge battery. See "Charging the Battery." See
specific gravity points for every 10 degrees over 80 "Adjustment of Acid Gravity".
degrees F. and subtract .004 specific gravity points (c) Battery specific gravity is above 1.220 and all
for every 10 degrees under 80 degrees F. All readings cells are even. Battery state of charge may be satis-
must be corrected at 80 degrees Fahrenheit. Refer to factory. Test by making "High Rate Discharge Test
Figure 1 and examples one and two as follows: of Battery Capacity". Test voltage regulator setting
and all electrical connections are clean and tight.
Example 1—
Hydrometer Reading 1.260 TEST BATTERY CONDITION AND STATE OF
Acid Temperature 20 degrees Fahrenheit CHARGE WITH CAD-TIP ANALYZER—Part
Subtract Specific Gravity .024
Correct Specific Gravity is 1.236 Number 1-369 (Fig. 2)

Example 2— (1) Check electrolyte level in all cells and add min-
Hydrometer Reading 1.255 eral-free water to proper level. When a car is run-
Acid Temperature 100 degrees Fahrenheit ning, the battery is receiving a charge from the alter-
*•—>
nator. This charge builds up a "surface charge" in the
TEMPERATURE °F. GRAVITY POINTS
160 32 TO ADD OR battery that must be removed before an accurate test
150 28 SUBTRACT can be made.
READING

140 24
(2) Remove the surface charge by turning the
headlights " o n " for one minute before testing bat-
130 20 tery. If the battery has not been operating in a car
120 16 S for at least 8 hours prior to testing, Step 2 is not
FLO

110 12 necessary.
IMPORTANT: Be sure that headlights, ignition and
100 8 g
all accessories are "off" during test.
ADD

90 4
(3) Remove battery filler plugs and place the RED
80 n
Ov

Ü
probe in the POSITIVE (+) CELL and the BLACK
70 4
5
60 8 á
¯ -
50 12
40 16 %
30 20 :_>
SUBTR!ACT FROJ

20 24
10 28

/ `ù NP1087
NP165

Fig. 2-Testing Battery Cells with Cad-Tip Battery

Fig. I—Hydrometer Reading Correction Cell Analyzer

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 BATTERY—ELECTRICAL 8-3

probe in the SECOND CELL. NOTE READING. D—If ANY cell readings are in the "RECHARGE
(There will be no meter reading if the probes are AND RETEST" section of the TOP SCALE and the
reversed.) A manual set index pointer is provided to balance of the readings are within the first four scale
assist in making cell comparisons. Set the manual divisions—the battery is too low to make an accurate
index pointer for reference. condition test—Recharge battery and retest.
(4) Move RED probe to SECOND CELL and CAUTION: Be certain to remove "surface charge"
BLACK probe to THIRD CELL; then move RED after recharge and before retesting. See "Step 2."
probe to THIRD CELL and BLACK probe to
FOURTH CELL, etc., until all cells have been tested. ADJUSTMENT OF ACID GRAVITY
Note each cell reading so that CELL COMPARI-
SONS CAN BE MADE. Always store probe assembly Hydrometer floats usually are not calibrated below
in the space provided in the meter case. 1.160 specific gravity and cannot indicate the condi-
tion of a battery in a very low state of charge. There-
TEST READING INTERPRETATIONS (Fig. 3) fore, it may be necessary to give the battery several
hours charge before a hydrometer reading will indi-
A—If the readings of any two cells vary FIVE cate that the battery is taking a charge.
scale divisions or more on the TOP scale—regardless If the specific gravity of all cells are not within .015
of the colored sections in which they may fall on the points of specified value, corrected to 80 degrees F, at
bottom scale—The battery is at or near the point of the end of a full charge, remove some of the electro-
failure and should be replaced. lyte with a hydrometer and add a like amount of
B—If all cells vary LESS than five scale divisions distilled water to reduce the gravity if too high, or
on the TOP scale and all are in the GREEN section of add 1.400 Specific Gravity acid to raise specific gravi-
the Bottom Scale—The battery is in good condition ty, if too low. Continue the charge so as to give the
and a safe state of charge. electrolyte a chance to mix and then read the gravity
C—If all cells vary LESS than five scale divisions after another hour of charge to note the effect of the
on the TOP scale but if any of the cells test in the additions. Continue this adjusting procedure until
RED section of the BOTTOM scale—the battery is in gravity is brought to the desired value by charging
good condition but is in a low state of charge for one hour after each adjustment.
Recharge at once to avoid a starting failure. Never adjust the specific gravity of any battery cell

RED BAND GREEN BAND RED BAND GREEN BAND

REPLACEMENT RECOM
VARY BY 5 OR MORE

CON
C O N D
'7¯/OA/ ¤IT ,ON
pTïïp

if*.
RED BAND GREEN BAND RED B A N D ^ \
GREEN BAND

\
C oI /° D
NP166

Fig. 3—Battery State of Charge

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8-4 BATTERY— ELECTRICAL- •¤

which does not gas freely on charge. Unless electro- the battery has good output capacity.
lyte has been lost through spilling or leaking, it (6) After the 15 second test, turn Battery-Starter-
should not be necessary to add acid to a battery Tester control knob to the OFF position.
during its life. Acid should never be added unless one If the voltage in the "High Rate Discharge Test"
is certain that the cell will not come up to normal was under 9.5 volts, the battery should be test
gravity by continued charging. Always make the tem- charged to determine whether the battery can be
perature correction for hydrometer readings, as satisfactorily charged.
warm electrolyte will read low and this might be
mistaken for failure of the battery to rise normally in Charging the Battery
gravity. It could also be falsely concluded that the
battery would not take a full charge. Three Minute Charge Test (Fig. 5)
This test should not be used if battery temperature
is below 60 degree F.
HIGH RATE DISCHARGE TEST OF BATTERY (1) Connect Battery Charger positive (+) lead to
CAPACITY battery positive terminal and negative (—) lead to
Satisfactory capacity tests can be made only when battery negative terminal.
battery equals or exceeds 1.220 specific gravity at 80 IMPORTANT: Be sure of correct polarity when charg-
degrees Fahrenheit. If the reading is below 1.220 the ing batteries.
battery should be slow charged until fully charged in (2) Trip Battery Charger Power Switch to ON
order to secure proper test results. position. Turn timer switch past three minute mark
then back to the three minute mark (on Test Units so
Test Procedure equipped).
(1) Turn control knob of Battery-Starter-Tester to (3) Adjust Battery Charger Switch to highest pos-
OFF position. sible rate not exceeding 40 amperes.
(2) Turn Voltmeter Selector Switch to the 16 volt (4) When timer switch cuts off at the end of 3
position on test units so equipped. minutes, turn timer switch back to fast charge.
(3) Connect test ammeter and voltmeter positive (5) Use the 16 volt scale of the Battery Starter
leads to battery positive terminal. Connect ammeter Tester and measure total voltage of battery posts
and voltmeter negative leads to battery negative ter- while battery is being fast charged. If total voltage
minal (Fig. 4). Voltmeter clips must contact battery during charge exceeds 15.5 volts, battery is sulphated
posts or cable clamps and not ammeter lead clips. and should be cycled and slow-charged until specific
(4) Turn control knob clockwise until ammeter gravity reaches 1.270 (See "Slow Charging"). A slow
reading is equal to three times ampere hour rating of charge is preferable to bring the battery up to a full
battery. charge.
(5) Maintain this load for 15 seconds; voltmeter If specific gravity remains constant after testing
should read 9.5 volts or more, which will indicate that battery at one hour intervals for three hours, battery
is at its highest state of charge.
(6) Make another capacity test. If capacity test
does not meet specifications, replace battery.

Fast Charging the Battery (Fig. 6)

If adequate time for a slow charge is not available,
a high rate (FAST) charge is permissible and will
give a sufficient charge in one hour enabling the bat-

BLACK

NY 837 A
PF14
Fig. 4—High Rate Discharge Test Fig. 5-Three Minute Charge Test

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 STARTER—ELECTRICAL 8-5

each cell. Do not smoke near batteries on charge or

which have recently been charged. Do not break live
circuits at the terminals of the batteries on charge. A
spark will occur where the live circuit is broken. Keep
all open flames away from the battery.

Slow Charging of Batteries

Many discharged batteries can be brought back to
good condition by slow charging; especially batteries
that are sulphated.
Battery should be tested with a hydrometer and a
record kept of the readings taken at regular intervals
throughout the charge. When a cell has a specific
PF15 gravity reading that is 25 points (.025) or more be-
Fig. 6—Fast Charging the Battery low other cells, that cell is faulty and battery should
be replaced.
tery and alternator to continue to carry the electrical Safe slow charging rates are determined by allow-
load. ing one ampere per positive plate per cell. Proper
Connect Battery Charger positive (+) lead to bat- slow charging rate would be 4 amperes for a 46 am-
tery positive terminal and negative (—) lead to bat- pere hour battery; 5 amperes for a 59 ampere hour
tery negative terminal. If battery is not removed battery; and 6 amperes for a 70 ampere hour battery.
from vehicle, BE SURE ignition switch is turned off The average length of time necessary to charge a
and all electrical accessories are turned off during battery by the slow charge method at normal rates is
charging. from 12 to 16 hours, however, when a battery contin-
CAUTION: The battery can be damaged beyond ues to show an increase in specific gravity, battery
repair unless the following precautions are taken: charge should be continued even if it takes 24 hours
(1) Battery electrolyte temperature must NEVER or more. Watch the temperature of batteries careful-
exceed 125 degrees Fahrenheit. ly and if the temperature of any one of them reaches
If this temperature is reached, battery should be 110 degrees F., lower the charging rate.
cooled by reducing charging rate or remove battery Battery will be fully charged when it is gassing
from the circuit. freely and when there is no further rise in specific
(2) As batteries approach full charge electrolyte gravity after three successive readings taken at
in each cell will begin to gas or bubble. Excessive hourly intervals. Make sure hydrometer readings are
gassing must not be allowed. corrected for temperature.
(3) Do not fast charge longer than one hour. The rate of charge for a sulphated battery should
If battery does not show a significant change in be no more than 1/2 the normal slow charge rate.
specific gravity after one hour of "FAST" charge, the Many sulphated batteries can be brought back to a
slow charge method should be used. useful condition by slow charging at half the normal
Remember to use temperature correction when charging rate from 60 to 100 hours. This long charg-
checking specific gravity. The manufacturers of high ing cycle is necessary to reconvert crystalline lead
rate charging equipment generally outline the neces- sulphate into active materials. When a battery takes
sary precautions and some models have thermostatic a full charge, but is returned several times in need of
temperature limiting and time limiting controls. a recharge, check for a cracked cell partition with a
WARNING: When batteries are being charged an syringe to provide air pressure; bubbles will appear in
explosive gas mixture forms beneath the cover of an adjacent cell if a crack is present.

REDUCTION GEAR STARTER-ELECTRICAL

INDEX
Page Page
Amperage Draw Test 6 General Information 6
Assembling the Starter 13 Ground Circuit Test 7
Brushes and Springs Replacement 11 Insulated Circuit Test 7
Bushings Replacement 13 Installing the Starter 16
Cleaning the Starter Parts 11 Removing the Starter 7
Disassembling the Starter 10 Resistance Test 7
Field Coils Replacement 13 Service Diagnosis 8&9

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8-6 STARTER—ELECTRICAL-

Page Page
Servicing the Starter Clutch Unit 13 Testing Armature 12
Specifications 123 Testing Field Coils for Ground 12
Testing the Starter (Bench Test) 7

GENERAL INFORMATION

Two starter motors are used as follows: the engines may have a motor as mentioned above
(1) The 360, 400 and 440 cubic inch engines have a for the larger engines.
motor with four field coils connected in series— Differences in servicing the two motors are spelled
parallel. out under "Service Procedures." For a cross section
(2) The 198, 225, 318 and 340 cubic inch engines view of the starter refer to (Fig. 1).
use a motor with three series and one shunt coil, or
SERVICE PROCEDURES
AMPERAGE DRAW TEST (with Starter Tester) Connect Positive voltmeter lead (Red) to Positive
battery terminal. Connect Negative voltmeter lead
Check battery electrolyte gravity with a reliable (Black) to Negative battery terminal.
hydrometer. Gravity should be not less than 1.220 DISCONNECT ignition primary lead from ignition
(temperature corrected). Or see that battery passes ballast resistor, or primary wire from either side of
the High Rate Discharge Test shown in the "Bat- coil, to prevent engine from starting.
tery" section of this manual. Crank engine with a remote control starter switch
Turn Battery—Starter Tester CONTROL KNOB and observe Exact reading on Voltmeter. Stop
to "OFF" position. cranking engine. Without cranking engine, turn tester
Turn voltmeter Selector Switch to 16 Volt position. CONTROL KNOB clockwise until voltmeter reads
Connect heavy Positive ammeter lead (Red) to Posi- Exactly the same as when engine was being cranked
tive battery terminal. Connect heavy Negative am- with the remote control starter switch. Ammeter now
meter lead (Black) to Negative battery terminal. indicates starter amperage draw. Check specification.

PLUNGER ASSEMBLY
BATTERY TERMINAL SOLENOID
SEAL

WASHER

FORK

END HEAD

WASHER RETAINER

THRUST WASHERS
END HEAD
ASSEMBLY ARMATURE
FIELD FRAME CLUTCH
COVER
PF28

Fig. 1—Starter Cross Section

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 STARTER—ELECTRICAL 8-7

Engine should be up †o operating temperature. Ex- switch terminal at starter solenoid.

tremely heavy oil or a tight engine will increase start- (4) Crank engine and observe reading on voltme-
er amperage draw. ter and ammeter. Voltage should not exceed .3 volt.
A voltage reading that exceeds .3 volt indicates there
INSULATED CIRCUIT TEST is high resistance caused from loose circuit con-
nections, a faulty cable, burned starter relay or
(1) Test battery electrolyte specific gravity. Spe- burned solenoid switch contacts. A current that is
cific gravity should be 1.220 or above. If battery spe- high and is combined with slow cranking speed, indi-
cific gravity is below 1.220, recharge battery to full cates starter should be removed and repaired.
charge before proceeding with test.
(2) Turn voltmeter selector switch to 4 volt posi- GROUND CIRCUIT TEST
tion.
(3) Disconnect ignition coil secondary cable. (1) Connect test voltmeter positive lead to starter
(4) Connect voltmeter positive lead to battery housing and voltmeter negative lead to battery nega-
positive post and voltmeter negative lead to solenoid tive post.
connector which connects to the starter field coils. (2) Crank engine with a remote control starter
The voltmeter will read off scale to the right until switch and observe voltmeter reading. Voltmeter
starter is actuated. reading should not exceed .2 volt. A reading of .2 volt
(5) Connect remote control switch to battery and or less indicates the resistance of the ground cable
solenoid terminal of starter relay. and connections is normal. If voltmeter reading is
(6) Crank engine with a remote starter control more than .2 volt, it indicates excessive voltage loss in
starter switch and observe voltmeter reading. starter ground circuit. Make the following tests to
Voltmeter reading should not exceed .3 volt. A isolate point of excessive voltage loss. Repeating test
voltmeter reading .3 volt or less indicates voltage at each connection.
drop is normal in cables, starter relay switch solenoid (a) Starter drive housing.
switch and connections between battery and starter (b) Cable terminal at engine.
motor. See "Starter Ground Circuit Test." (c) Cable clamp at battery.
If voltmeter reading is more than .3 volt, it indi- A small change will occur each time a normal por-
cates high resistance in starter insulated circuit. tion of circuit is removed from the test. A definite
Make following tests to isolate point of excessive volt- change in voltmeter reading indicates that last part
age loss: eliminated in the test is at fault.
(a) Remove voltmeter lead from solenoid connec- Maximum allowable voltage loss is as follows:
tor and connect to the following points, repeating test
at each connection. Starter terminal of solenoid, bat- Battery ground cable .2 volt
tery terminal of solenoid, battery cable terminal at Engine ground circuit .1 volt
solenoid, starter relay and cable clamp at the battery. Each connection .0 volt
(b) A small change will occur each time a normal
portion of the circuit is removed from test. A definite REMOVING THE STARTER
change in the voltmeter reading indicates that the
last part eliminated in test is at fault. (1) Disconnect ground cable at battery.
Maximum allowable voltage loss is as follows: (2) Remove cable at starter.
Battery insulated cable .2 volt (3) Disconnect solenoid lead wires at solenoid ter-
Solenoid switch .1 volt minals.
Each connection .0 volt (4) Remove one stud nut and one bolt attaching
Replace faulty cables. Clean and tighten all con- starter to flywheel housing, slide automatic transmis-
nections. sion oil cooler tube bracket off the stud (if so
equipped) and remove the starter. Do not damage
RESISTANCE TEST cylinder block seal.

(1) Test battery electrolyte specific gravity. Spe- TESTING THE STARTER (Bench Test)
cific gravity should be 1.220 or above.
(2) Disconnect positive battery lead from battery Free Running Test
terminal post. Connect a 0 to 300 scale ammeter (1) Place starter in a vise and connect a fully
between disconnected lead and battery terminal post. charged, 12 volt battery to starter as follows:
(3) Connect a test voltmeter with 10 volt scale (a) Connect a test ammeter (100 amperes scale)
division between battery positive post and starter and a carbon pile rheostat in series with battery posi-

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8-8 STARTER—ELECTRICAL-
DIAGRAM OF STARTER RELAY:

FROM BATTERY

CAUTION
BEFORE TESTING STARTER,
PLACE TRANSMISSION IN PARK
OR NEUTRAL POSITION. SET
BRAKES AND DISCONNECT
TO BATTERYTHROUGH WIRING CONNECTOR FROM
TO NEUTRAL START ELECTRONIC IGNITION
BULKHEAD OR CLUTCH START
CONNECTOR, CONTROL UNIT.
SWITCH
IGNITION SWITCH,
AMMETER, AND
FUSIBLE LINK
TEST BATTERY.
(SPECIFIC GRAVITY MUST
BE AT LEAST 1.225 )

CONDITION 1
STARTIR FAILS TO
OPIRATI
(NOSTARTIR RILAY CLICK)

TEST SOLENOID AND STARTED

CONNECT REMOTE STARTER
SWITCH BETWEEN RELAY
TERMINALS " B " AND "SOL"
ACTUATE SWITCH
(STARTER SHOULD OPERATE)

STARTIR DOB
NOT OPIRATI

TEST RELAY CIRCUIT. CONNECT

REMOTE STARTER SWITCH
BETWEEN RELAY TERMINALS'^'
AND "I"ACTUATE SWITCH.
(STARTER SHOULD OPERATE)
SOLINOID DOB NOT SOLINOID OPIRATB-
OPIRATI OR "CLATTIRS' STARTIR MOTOR DOB
NOT OPIRATI
STARTIR OPIRATION STARTIR DOB
NORMAL NOT OPIRATI

FUSIBLE LINK BURNED LOOSE OR CORRODED

(APPLIES TO CARLINES JATTERY TERMINALS, CABLES,
PDCY ONLY) OR CONNECTIONS
CONNECT JUMPER WIRE
LOOSE BULKHEAD
CONNECTOR BETWEEN RELAY " G "
TERMINAL AND GROUND

OOSE BULKHEAD, AMMETER,

OR IGNITION SWITCH SOLEN
LENOID SWITCH
CONT,ACTSBURNED
CONNECTIONS
OPEN WIRE FROM RELAY "B'
TERMINAL TO IGNITION REPEAT RELAY CIRCUIT TEST
STARTER SWITCH "BAT" (STARTER SHOULD OPERATE)
TERMINAL
LOOSE OR CORRODED
BATTERY TERMINALS, CABLES, FAULTY STARTER*
OR CONNECTIONS
FUSIBLE LINK BURNED
(APPLIES TO CARLINES VL,
RW, BJ ONLY) Sâî¾M8B STARTIR OPIRATB

LOOSE OR DISCONNECTED
WIRE FROM RELAY "SOL"
TERMINAL TO SOLENOID
OPEN WIRE FROM IGNITION MANUAL TRANSMISSION:
SWITCH TO RELAY " I "
TERMINAL FAULTY RELAY msumasb*WIRING
FAULTY SOLENOID*
AUTOMATIC TRANSMISSION:
LOOSE CONNECTIONS FAULTY TRANSMISSION
AT AMMETER LINKAGE ADJUSTMENT.
FAULTY NEUTRAL START
SWITCH OR WIRING

IGNITION SWITCH CONTACTS

BURNED OR CORRODED

SHEIT 1 OF 2 PF737

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¤- STARTER—ELECTRICAL 8-9

1
CONDITION 5
CONDITION 2 CONDITION 3 CONDITION 4
STARTER OPERATES BUT
STARTIR CRANKS STARTER OPERATES STARTER OPERATES BUT
ENGAGES ENGINE ONLY WILL N O T DISENGAGE
TOO SLOW BUT DOES NOT
MOMENTARILY W H E N IGNITION STARTER
ENGAGE ENGINE
SWITCH IS RELEASED

OVERHEATED ENGINE ENGINE TIMING

OVERRUNNING STARTER RELAY
OR CRANKCASE OIL TOO FAR ADVANCED
CLUTCH MALFUNCTION CONTACT STICKING
TOO HEAVY

TEST STARTER BROKEN STARTER STARTER OVERRUNNING SOLENOID

AMPERAGE D R A W CLUTCH HOUSING CLUTCH NOT OPERATING SWITCH STICKING

BROKEN TEETH ON BROKEN STARTER STARTER CLUTCH

ENGINE RING GEAR CLUTCH HOUSING NOT DISENGAGING
AMPERAGE BELOW AMPERAGE ABOVE
SPECIFICATION SPECIFICATION

STARTER ARMATURE
SHAFT SHEARED OR BROKEN TEETH O N IGNITION STARTER SWITCH
REDUCTION GEAR ENGINE RING GEAR CONTACTS STICKING
HIGH RESISTANCE BATTERY GROUNDED STARTER CABLE TEETH STRIPPED
TO STARTER CABLE

FAULTY ENGINE GROUND FAULTY STARTER*

BURNED (HIGH RESISTANCE)

SOLENOID CONTACTS

*TESTS AND ADJUSTMENTS ARE DESCRIBED

IN APPROPRIATE SECTION OF SERVICE MANUAL

FAULTY STARTER*

SHEET 2 OF 2 PF737

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8-10 STARTER—ELECTRICAL-
tive post and starter terminal. hind the terminal and remove terminal screw.
(b) Connect a voltmeter (15 volt scale) across (5) Unwrap shunt field coil lead from starter
starter. brush terminal. Starter brush holder plate with start-
(c) Rotate carbon pile to full-resistance position. er brush terminal, contact and brushes is serviced as
(d) Connect battery cable from battery negative an assembly.
post to starter frame. (6) Unwrap solenoid lead wire and unwind wire
(e) Adjust the rheostat until battery voltage from starter brush terminal (Fig. 3).
shown on voltmeter reads 11 volts. Amperage draw (7) Remove nut (11/32 wrench), steel washer and
should be as shown in specifications. insulating washer from solenoid terminal.
(8) Straighten solenoid wire and remove brush
Locked-Resistance Test holder plate with brushes and solenoid as an assem-
(1) Install starter in a test bench. bly.
(2) Follow instructions of test equipment manu- (9) Remove solenoid assembly from gear housing
facturers and test starter against following specifica- well (Fig. 4).
tions. With applied battery voltage adjusted to 4 volts (10) Remove nut from starter battery terminal.
amperage draw should be as shown in specifications. (11) Remove starter battery terminal from holder
plate.
DISASSEMBLING THE STARTER (12) Remove solenoid contact and plunger from
solenoid.
(1) Place the starter gear housing in a vise (13) Remove solenoid return spring from well of
equipped with soft jaws. Use the vise as support solenoid housing moving core.
fixture only. DO NOT clamp. (14) Remove dust cover from gear housing (Fig.
(2) Remove two through bolts and starter end 5).
head assembly. (15) Release retainer clip that positions driven
(3) Carefully pull armature up and out of gear gear on pinion shaft (Fig. 6).
housing and starter frame and field assembly. Re-
CAUTION: Retainer is under tension and a cloth
move steel and fiber thrust washer. The wire of shunt
should be placed over the retainer to prevent it from
field coil is wrapped on the brush terminal. One set of
brushes are connected to this terminal. (Shunt coil springing away after removal.
starter only). The other pair of brushes is attached to (16) Release retainer ring at front of pinion shaft
the series field coils by means of a terminal screw. (Fig. 7). Do not spread retainer ring any greater
Carefully pull frame and field assembly up just than outside diameter of pinion shaft otherwise lock
enough to expose terminal screw and wire wrap con- ring can be damaged.
nection of shunt field at brush terminal. (The 4 series (17) Push pinion shaft towards rear of housing
parallel field coil starters do not have a shunt wire at (Fig. 8) and remove retainer ring and thrust wash-
the brush terminal). Place two wood blocks between ers, clutch and pinion assembly, with the two shift
starter frame and starter gear housing to facilitate fork nylon actuators as an assembly (Fig. 9).
removal of terminal screw, Fig. 2. (Shunt coil starter (18) Remove driven gear and friction washer.
only). (19) Pull shifting fork forward and remove solenoid
(4) Support brush terminal by placing a finger be- moving core (Fig. 10).
(20) Remove shifting fork retainer pin (Fig. 11)
¯\ and remove clutch shifting fork assembly.
FIELD & FRAME
ASSEMBLY SOLENOID LEAD WIRE

NU43OA
NU431A
Fig. 2—Removing or Installing Terminal Screw
(Shunt Coil Starter Only) Fig. 3-Unw¡nd¡ng or Winding Solenoid Lead Wire

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 STARTER—ELECTRICAL 8-11

CONTACT
\ WASHER i l ^ SOLENOID RELAY SCREW

SOLENOID
LEAD

RUBBER WASHER- NU432

Fig. 4—Solenoid Assembly THRUST

ND2O9
WASHERS

Fig. 7—Removing or Installing Pinion Shaft

STARTER GEAR Retainer Ring
HOUSING
cleaning solvent and wiped dry with a clean dry cloth.
(4) Clean all corrosion from solenoid assembly and
inside of solenoid housing. These metal parts are part
of the solenoid hold-in ground circuit and must be
clean.
(5) Clean terminal contacts and contactor with
crocus cloth.
(6) Thoroughly clean outside area of brush plate
to remove all oil and dirt.
Fig. 5—Removing Dust Cover
REPLACEMENT OF BRUSHES AND SPRINGS
CLEANING THE STARTER PARTS
(1) Do not immerse parts in cleaning solvent. Im- (1) Brushes that are worn more than 1/2 the
mersing field frame and coil assembly and/or arma- PINION SHAFT
ture will damage insulation. Wipe these parts with a
clean cloth only.
(2) Do not immerse clutch unit in cleaning solvent.
The clutch is pre-lubricated at the factory and solvent
will wash lubricant from the clutch.
(3) The starter-clutch outer housing and pinion THRUST WASHER
gear may be cleaned with a cloth moistened with
ND210A

Fig. 8—Removing Pinion Shaft

DRIVEN GEAR

PINION SHAFT

; ND2O8

mm
Fig. 9-Removing or Installing Clutch Assembly
Fig. 6—Removing the Driven Gear Snap Ring
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8-12 STARTER—ELECTRICAL
TESTING ARMATURE
Testing Armature for Short Circuit
Place armature in growler and hold a thin steel
blade parallel to the core and just above it, while
MOVING CORE slowly rotating armature in growler. A shorted ar-
mature will cause blade to vibrate and be attracted to
the core. Replace armature if shorted.

Testing Armature for Ground

Contact armature shaft and each of the commuta-
tor riser bars with a pair of test lamp test probes. If
lamp lights, it indicates a grounded armature. Re-
place grounded armature.

Testing Commutator Run-Out, and Refacing

Place armature in pair of "V" blocks and measure
runout with dial indicator. Measure both shaft and
commutator. A bent shaft requires replacement of
armature. When commutator runout exceeds .003
inch, commutator should be refaced. Remove only a
sufficient amount of metal to provide a smooth, even
surface.

SHIFTING FORK J ^ ^ l PD66

Testing Field Coils for Ground
(1) Remove field frame assembly from starter.
Fig. 10—Removing or Installing Moving Core (2) Carefully drill out the rivet attaching the
length of new brushes, or are oil-soaked, should be series field coil ground lead and shunt field coil lead to
replaced. field frame.
(2) When resoldering the shunt field and solenoid (3) Insulate field coil leads from field frame.
lead, make a strong low resistance connection using a (4) Test for ground using a 110 volt test lamp.
high temperature solder and resin flux. Do not use Touch one probe of test lamp to series field coil lead
acid or acid core solder. Do not break the shunt field
wire units, when removing and installing brushes.
SP3562
(3) Measure brush spring tension with a spring
scale hooked under the spring near the end. Pull scale
on a line parallel to the edge of brush and take a
reading just as spring leaves brush. Spring tension
should be 32 to 36 ounces. Replace springs that do not
meet specifications.

SHIFTING FORK
ϻIN

NK74
REMOVING INSTALLING
SHIFTING
Fig. 12—Removing and Installing Pinion Housing
Fig. 11-Removing or Installing Shifting Fork Pin End Bushing

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 STARTER—ELECTRICAL 8-13

SERVICING THE STARTER BUSHINGS

Inspect armature shaft bearing, pinion shaft sur-
faces and bushings for wear. Try the bushings for
wear by inserting the shafts and test for side play.
Pre-sized starting motor bushings are available as
service bushings. Use Tool C-3944 to remove old
bushings and install the new. No burnishing or ream-
ing is required to fit pre-sized bushings.
The C-3944 Tool and its adaptors are designed to
service all of the gear reduction motor bushings with
the exception of the end head bushing. End head
bushing and end head are serviced as an assembly.
SP357O NK75
Remove and install bushings (Figs. 12, 13 and 14).
REMOVING BUSHING INSTALLING
SERVICING THE STARTER CLUTCH UNIT
Fig. 13-Remov¡ng and Installing Pinion Housing
Drive Shaft Bushing Do not immerse starter clutch unit in a cleaning
and other probe to field frame. Lamp should not solvent. Starter clutch is pre-lubricated at the factory
light. Repeat the procedure for shunt field coil. and a solvent will wash lubricant from the clutch.
If lamp lights, it indicates that field coils are The starter clutch outer housing and pinion gear
grounded and require replacement. may be cleaned with a cloth moistened with a clean-
ing solvent and wiped dry with a clean dry cloth.
REPLACING THE FIELD COILS Rotate the pinion. Pinion gear should rotate
smoothly in one direction (not necessarily easily), but
A pole shoe impact screwdriver Tool C-3475 should should not rotate in opposite direction. If starter
be used to remove and install field coils to prevent
clutch unit does not function properly, or pinion is
damage to pole shoe screws and for proper tighten-
worn, chipped or burred, replace starter clutch unit.
ing. Pole shoes that are loose and not properly seated
may cause armature core to rub on pole shoes. Make
sure area between the leads and starter frame is ASSEMBLING THE STARTER (Fig. 15)
clean. Peen new rivet securely to insure a good elec- The shifter fork consists of two spring steel plates
trical contact.
assembled with two rivets. There should be approx-

$P«3562
SP-3565-A

BUSHING

$P-3579 BUSHING

INSTALLING REMOVING NK76

Fig. 14-Removing and Installing Pinion Housing Armature Shaft Bushing
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8-14 STARTER—ELECTRICAL-

SPRiNG SCREW NUT ASSEMBLY

\ SOLENOID
SEAL

SEAL
--NUT

SPRING
CONTACT
STUD

BRUSH
SPRING

WASHER (STEEL)

BOLT
INSULATOR

WASHER (FIBER)

END HEAD PF3O

Fig. 15-Starter (Exploded View)

¡mately 1/16 inch side movement as shown in Figure Inspect condition of starter solenoid switch contact-
16 to insure proper pinion gear engagement. Lubri- ing washer, if top of washer is burned from arcing,
cate between the plates sparingly with SAE 10 engine disassemble contact switch plunger assembly and re-
oil. verse the washer.
(1) Position shifter fork in drive housing and in- (9) Install solenoid contact plunger assembly into
stall shifting fork retainer pin. One tip of pin should solenoid and reform double wires to allow for proper
be straight, other tip should be bent at a 15 degree entry of terminal stud into brush holder with the
angle away from the housing. The fork and retainer double wires curved around the contactor.
pin should operate freely after bending tip of pin. CAUTION: The contactor must not touch the double
(2) Install solenoid moving core and engage shift- wires when solenoid is energized after assembly is
ing fork (Fig. 10). completed (Fig. 4).
(3) Enter pinion shaft into drive housing and in- Make sure contact spring is positioned on the shaft
stall friction washer and drive gear. of the solenoid contact plunger assembly.
(4) Install clutch and pinion assembly, thrust RIVETS (2)
washer, retaining and thrust washer (Fig. 9).
(5) Complete installation of pinion shaft, engaging
shifting fork with clutch actuators. Figures 16 and 17
show correct relation of parts at assembly. The fric-
tion washer must be positioned on shoulder of splines
fSIDE WAYS
of the pinion shaft before driven gear is positioned. I MOVEMENT
(6) Install driven gear snap ring (Fig. 6).
(7) Install pinion shaft retaining ring (Fig. 7).
PD67
(8) Install starter solenoid return spring into bore
of movable core. Fig. 16-Sh¡fter Fork Assembly

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 STARTER—ELECTRICAL 8-15
SHIFTER FORK PIN CLUTCH ASSEMBLY

SHIFTER FORK

M O V I N G CORE PD68

Fig. 17—Shifter Fork and Clutch Arrangement NU436

(10) Assemble battery terminal stud in brush Fig. 20—Installing Solenoid and Brush Holder into
holder. Gear Housing
Inspect condition of the contacts in brush holder sulating washer, flat washer and nut.
plate. If contacts are badly burned, replace brush (13) Wrap solenoid lead wire tightly around brush
holder with brushes and contacts as an assembly. terminal post as shown in Figure 19 and solder se-
(11) Position seal on brush holder plate. curely with a high temperature resin core solder and
(12) Enter solenoid lead wire through hole in resin flux.
brush holder (Fig. 18) and install solenoid stud, in- (14) Install brush holder to solenoid attaching
STARTER BATTERY TERMINAL SOLENOID screws.
(15) Carefully enter solenoid coil and brush plate
assembly into bore of gear housing and position brush
plate assembly into starter gear housing (Fig. 20)
and install housing attaching nuts. Tighten securely.
(16) Position brushes with armature thrust wash-
er as shown in Figure 19. This will hold brushes out

LEAD RUBBER
WIRE WASHER
GASKET
BRUSH HOLDER NU434A

Fig. 18—Assembling Solenoid to Brush Holder Plate

SHUNT FIELD
COIL LEAD

NU435A NK8O

Fig. 19—Soldering Solenoid Winding Lead to Brush Fig. 21 -Soldering Shunt Coil Lead Wire
Terminal (Shunt Series Only)
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8-16 ALTERNATOR-REGULATOR—ELECTRICAL
(20) Install thrust washer (fiber) and washer
(steel) on armature shaft.
(21) Position starter end head assembly and in-
stall starter frame lockwashers and through bolts.
Tighten through bolts securely.
INSTALLING THE STARTER
(1) Before installing the starter, make sure start-
er and flywheel housing mounting surfaces are free
of dirt and oil, to insure a good electrical contact.
NK81B (2) Position starter to flywheel housing removable
seal (if removed).
Fig. 22—Installing Armature
(3) Install the starter, washer and bolt, the auto-
and facilitate proper installation of armature. matic transmission oil cooler tube bracket (if so
(17) Solder shunt coil lead wire to starter brush equipped) and washer and nut. When tightening at-
terminal (Fig. 21). (Shunt series only). taching bolt and nut be sure to hold the starter pulled
(18) Install brush terminal screw (Fig. 2). away from the engine to insure proper alignment.
(19) Position field frame to the exact position on (4) Attach wire at solenoid switch terminal, and
gear housing and enter armature into field frame and cable to starter terminal.
starter gear housing (Fig. 22) carefully engaging (5) Connect battery ground cable and test oper-
splines of shaft with reduction gear by rotating arma- ation of the starter for proper engine cranking.
ture slightly to engage the splines.

ALTERNATOR AND ELECTRONIC VOLTAGE REGULATOR

INDEX
Page Page
Assembling the Alternator 27 Regulator Testing 21
Bench Tests 22 Replacing Slip Rings 26
Disassembling the Alternator 22 Service Diagnosis 17
General Information 16 Specifications 122
Output Tests 19 Voltage Regulator 20
Rectifier Testing 23

GENERAL INFORMATION
The alternator (Figs. 1 and 2) has six (6) built-in capacitor. Basically the electronic regulator operates
silicon rectifiers, that convert AC. current into D.C. as a voltage sensitive switch. There is a large transis-
current. Current at the "output" terminal is D.C. tor which is placed in series with the alternator field
The main components of the alternator are the winding and a control circuit that senses the system
rotor, stator, rectifiers, the end shields and the drive voltage and turns the large transistor on and off as
pulley. required. As alternator speed and electrical system
load conditions change, the control circuit is turning
REGULATOR OPERATION the transistor on and off many times per second
almost all of the time that the vehicle is in operation.
The electronic voltage regulator is a device that The only time that the transistor is not turning on and
regulates the vehicle electrical system voltage by
off rapidly is during low engine speed operation when
limiting the output voltage that is generated by the
alternator. This is accomplished by controlling the high electrical loads are present and require that the
amount of current that is allowed to pass through alternator field be in the on state continuously. One
the alternator field winding. The electronic voltage other important feature of the electronic regulator is
regulator has no moving parts and requires no adjust- the ability of its control circuit to vary the regulated
ment after it is set internally at the factory. There system voltage up or down as the temperature
are several semiconductor components, transistors changes. This provides the best charging conditions
and diodes, in the regulator plus some resistors and a for the battery throughout the seasons of the year.

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-17

ALTERNATOR
AND VOLTAGE
REGULATOR
SERVICI DIAGNOSIS

CHECK BATTERY LOOSE OR CORRODED

CONDITION. WIRING
IMPROPER CORRODED BATTERY CONNECTIONS AT
SPECIFIC GRAVITY CABLES OR NOISY
CHARGING DRIVE BELTS LOOSE BALLAST RESISTOR,
MUST BE AT TERMINALS ALTERNATOR
ALTERNATOR, OR
LEAST 1.225 BULKHEAD
CONNECTOR

AMMETER NOT
E
LOOSE BODY
FUNCTIONING ALTERNATOR REGULATOR WORN OR FRAYED
TO BATTERY
PROPERLY NOT GROUNDED NOT GROUNDED DRIVE BELT
GROUND CABLE

1
CHECK FOR 12 VOLTS
AT FIELD INPUT ALTERNATOR
BRU5H TERMINAL CURRENT ALTERNATOR
WITH IGNITION OUTPUT TEST* MOUNTING LOOSE
SWITCH " O N "

ALTERNATOR ALTERNATOR INTERFERENCE

OUTPUT WITHIN OUTPUT NOT UP TO BETWEEN ROTOR FAN
SPECIFICATIONS SPECIFICATIONS AND STATOR LEADS

ROTOR OR
TEST VOLTAGE N O CHARGING, EXCESSIVE
LOW OR UNSTEADY ROTOR FAN
REGULATOR* CHARGING
CHARGING DAMAGED

GROUNDED
IF REGULATOR TESTS IF REGULATOR DOES ALTERNATOR ALTERNATOR
O.K. CHECK WIRING NOT TEST TEST CHARGING FIELD WIRE,FIELD
AND/OR SATISFACTORY BEARINGS
CIRCUIT RESISTANCE* TERMINAL, OR EXCESSIVELY WORN
CONNECTIONS REPLACE REGULATOR CONNECTIONS

ALTERNATOR FIELD
CHARGING GROUNDED ONE OR MORE
RESISTANCE INTERNALLY.REFER TO RECTIFIERS
ALTERNATOR OPEN OR SHORTED
TOO HIGH
BENCH TEST*

CORRODED OR
SHORTED CABLES
LOOSE AMMETER OPEN OR SHORTED
TERMINAL WIRING IN STATOR
CONNECTIONS. HIGH
RESISTANCE A¿ROSS
FUSIBLE LINK
OR IGNITION SWITCH

CHARGING
RESISTANCE O.K.

REFER TO
ALTERNATOR
*ALL TESTS AND REPAIRS ARE DESCRIBED IN BENCH TEST*
THE APPROPRIATE SECTION OF THE SERVICE MANUAL
PF532

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8-18 ALTERNATOR-REGULATOR—ELECTRICAL-
DRIVE END
CONED WASHER SHIELD

NEGATIVE PULLEY
RECTIFIER
ASSEMBLY ROTOR
OUTPUT
TERMINAL NEGATIVE RECTIFIER
STUD M O U N T I N G SCREW (4)

HORIZONTAL
BRUSH
ASSEMBLY

POSITIVE
RECTIFIER ASSEMBLY
STATOR LEAD
CAPACITOR
M O U N T I N G NUT (3)
RECTIFIER END SHIELD

•POSITIVE RECTIFIER
M O U N T I N G SCREW
STATOR
VERTICAL BRUSH ASSEMBLY
BEARING
INSULATOR
BRUSH WASHERS
SCREW ASSEMBLY (2) PD55A

Fig. I -Alternator

SERVICE PROCEDURES

CHARGING CIRCUIT RESISTANCE TEST (3) Connect a 0-75 ampere scale D.C. ammeter in
series between the alternator "Bat" terminal and the
The charging circuit resistance test will show the disconnected "Bat" lead wire (Fig. 3).
amount of "voltage drop" between the alternator out- (4) Connect the positive lead of a test voltmeter to
put terminal wire and battery. For the charging the disconnected "Bat" lead wire. Connect the nega-
circuit resistance test: tive lead of the test voltmeter to battery positive post.
(1) Disconnect the battery ground cable. (5) Disconnect the green (Regulator) field lead wire
(2) Disconnect the "Bat" lead at the alternator from the alternator.
output terminal. (6) Connect a "jumper" lead from the alternator
field terminal to ground.
NEGATIVE RECTIFIERS
(7) Connect an engine tachometer and reconnect
•ÇflT. the battery ground cable.
(8) Connect a variable carbon pile rheostat to the
OUTPUT
TERMINAL battery terminals. Be sure the carbon pile is in the
STUD "OFF" position before connecting the leads.
(9) Start and operate the engine at idle. Immedi-
ately after starting, reduce engine speed to idle.
(10) Adjust the engine speed and carbon pile to
^ POSITIVE
•^RECTIFIERS
maintain 20 amperes flowing in the circuit. Observe
mm the voltmeter reading. The voltmeter reading should
WSrû
ttnlVI; f ^ T ^ ` BEARING not exceed .7 volts. If a higher voltage drop is indi-
cated, inspect, clean and tighten all connections in the

FIELD BRUSH
í¶Mr#^* 'ž'
charging circuit. A voltage drop test may be per-
formed at each connection to locate the connection
(HORIZONTAL) FIELD BRUSH (VERTICAL) PD56A with excessive resistance. If the charging circuit re-
Fig. 2—Alternator Assembly
sistance tested satisfactorily, reduce engine speed,

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-19
TEST AMMETER

ALTERNATOR

CARBON PILE
+ RHEOSTAT

PF35O

Fig. 3-Charg¡ng Circuit Resistance Test

turn off carbon pile and turn off ignition switch. 0-15 volts minimum) to the "batt" terminal of the al-
(11) Disconnect battery ground cable. ternator.
(12) Remove test ammeter, voltmeter and carbon (5) Connect the negative lead of the voltmeter to a
pile. good ground.
(13) Remove "jumper wire" between alternator (6) Disconnect the green field wire (to voltage regu-
lator) at the alternator.
field terminal and ground. Connect the green field
(7) Connect a "jumper wire" from the alternator
wire to the alternator field terminal.
field terminal to ground.
(14) Reconnect the battery ground cable. (8) Connect an engine tachometer and reconnect
CURRENT OUTPUT TEST the battery ground cable.
(9) Connect a variable carbon pile rheostat between
The current output test determines whether or not the battery terminals. (Be sure the carbon pile is in
the alternator is capable of delivering its rated cur- the "open" or "off" position before connecting leads.)
rent output. (10) Start the engine and operate at idle. Immedi-
ately after starting reduce engine speed to idle.
Test Preparation (Fig. 4) (11) Adjust the carbon pile and engine speed in
(1) Disconnect the battery ground cable. increments until a speed of 1250 rpm and voltmeter
(2) Disconnect the "batt" lead wire at the alterna- reading of 15 volts is obtained.
tor output terminal. CAUTION: Do not allow voltage meter to read above
(3) Connect an ammeter (range 0-75 amps mini- 16 volts.
mum) in series between the alternator "batt" terminal (12) The ammeter reading must be within the limits
and the disconnected "batt" lead wire. shown in the "alternator specification chart" for that
(4) Connect the positive lead of a voltmeter (range size of alternator being tested.

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8-20 ALTERNATOR-REGULATOR—ELECTRICAL
TEST AMMETER

ALTERNATOR

CARBON PILE
+ RHEOSTAT

PF35l

Fig. 4—Current Output Test

(13) If the reading is less than specified the alter- (2) Connect the positive lead from a voltmeter to
nator should be removed from vehicle and "bench the ignition Number one (1) terminal of the ballast
tested". resistor. (The Ignition number one (1) terminal of the
(14) After current output test is completed reduce ballast resistor is the end which has one or two blue
engine speed, turn off carbon pile and turn off ignition wires connected to it). The other end, Ignition Number
switch. two (2), will have a brown and blue wire or just a
(15) Disconnect battery ground cable. brown wire connected to it (Fig. 5).
(16) Remove test ammeter, voltmeter and carbon (3) Connect the negative lead from the voltmeter
pile. to a good vehicle body ground.
(17) Remove "jumper wire" between alternator (4) Start and operate engine at 1250 rpm with all
field terminal and ground. Connect the green field lights and accessories turned off. Check voltmeter, the
wire to the alternator field terminal. regulator is working properly if the voltage readings
(18) Reconnect the battery ground cable. are in accordance with the following chart.

VOLTAGE REGULATOR TEST (When Tester AMBIENT TEMPERATURE

C-4133 is Not Available) NEAR VOLTAGE
REGULATOR VOLTAGE RANGE
(1) Clean the battery terminals and check the spe- -20° F 14.3 15.3
80° F 13.8 14.4
cific gravity. It should be above 1.200 to allow a 140° F 13.3 14.0
properly regulated voltage check. Above 140° F Less than 13.8
If the specific gravity is below 1.200, charge or
use another battery and do not leave the uncharged It is normal for the car ammeter to show an imme-
battery in the circuit. diate charge and then gradually return to normal

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-21
TEST BODY
GROUND
VOLTMETER
"I
ALTERNATOR
+ ±

PF352

Fig. 5-Vo¡tage Regulator Test

position. The duration the ammeter hand remains to connector have not spread open.
the right will be dependent on the length of cranking (b) Do not start engine or distort terminals with
time. voltmeter probe: turn on ignition switch, check for
(5) If the voltage is below limits or is fluctuating, battery voltage at the wiring harness terminal. Both
proceed as follows: blue and green leads should read battery voltage.
(a) Check for a good voltage regulator ground. Turn off ignition switch.
(b) Turn off ignition switch and disconnect (c) If the previous steps, 6(a) and 6(b) tested
voltage regulator connector. Be sure terminals of satisfactory, replace the regulator and repeat step 4.
connector have not spread open to cause an open or (7) Remove the test voltmeter.
intermittent connection.
(c) Do not start engine or distort terminals with ELECTRONIC VOLTAGE REGULATOR TEST
voltmeter probe: turn on ignition switch, check for (With Tester Tool C-4133)
battery voltage at the wiring harness terminal. Both (1) Remove connector from Electronic Voltage
blue and green leads should read battery voltage. Regulator on vehicle.
Turn off ignition switch. (2) Plug in power cord of Voltage Regulator Tester
(d) If the previous steps, 5(a) through 5(c) to 110 Volt A.C. 60 cycle source.
tested satisfactory, replace the regulator and repeat (3) Connect the ground wire from the voltage regu-
step 4. lator tester to a good body ground near the voltage
(6) If the voltage is above the limits shown on the regulator (at voltage regulator mounting screw Figs.
chart, proceed as follows: 6 and 7).
(a) Turn off the ignition switch and disconnect (4) Plug connector of voltage regulator tester on
voltage regulator connector. Be sure terminals on the voltage regulator on vehicle.

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8-22 ALTERNATOR-REGULATOR—ELECTRICAL
(8) While holding the test button in, depress Red
Button (B) (Fig. 7), the meter should read above the
red line.
(9) If all tests remain within limits the voltage
regulator is good.
The tester may be used as a D.C. Voltmeter by
placing tester knob in either the 18 volt or 1.8 volt
position. Use the red probe and black clip leads for
testing.

ALTERNATOR SERVICE PROCEDURES

If alternator performance does not meet current
output specifications limits, it will have to be removed
and disassembled for further test and servicing.
(1) Disconnect battery ground cable at battery neg-
ative terminal.
(2) Disconnect alternator output "BAT* and field
"FLD" leads and disconnect ground wire.
Fig. 6—Voltage Regulator Test (Depressing Test (3) Remove alternator mounting bolts and remove
Button and Black Button "A") alternator.
(5) Place knob on the tester to the regulator test
position. BENCH TESTS
(6) Press the test button on the voltage regulator
tester. The voltage reading should be in accordance Rotor Field Coif Draw Test
with the following: If alternator field coil draw has not been tested on
(a) If the voltage regulator temperature is at vehicle it may be tested on test bench as follows:
room temperature (80 degrees F.) or above, the meter (1) Connect a jumper wire between one field termi-
reading should be in the green or yellow range. nal of the alternator and the positive terminal of a
(b) If the voltage regulator is at room tempera- fully charged battery. Connect test ammeter positive
ture (80 degrees F.) or below, the meter reading lead to the other field terminal of the alternator and
should be in the green or blue range. the negative lead to the battery negative terminal.
(7) While holding the test button in, depress Black (2) Slowly rotate alternator rotor by hand. Observe
Button (A) (Fig. 6), the meter reading should remain ammeter reading. Field coil draw should be 2.5
within the limits of step 6. amperes to 3.1 amperes at 12 volts. A low rotor coil
draw is an indication of high resistance in field coil
circuit, (brushes, slip rings, or rotor coil). A higher
rotor coil draw indicates possible shorted rotor coil or
grounded rotor.
No reading indicates an open rotor or defective
brushes.

Alternator Disassembly and Testing

Separating Alternator End Shields
To prevent possible damage to brush assemblies,
they should be removed before separating the end
shields. The field brushes are mounted in plastic
holders that position the brushes against the slip
rings of the rotor.
(1) Remove the brush screws, insulating washers
and lift brush assemblies from end shield (Fig. 8).
CAUTION: Stator is laminated, do not burr stator or
end shield.
(2) Remove through bolts and pry between the
fig. 7_Voltage Regulator Test (Depressing Test stator and drive end shield with blade of a screw-
Button and Red Button "B") driver (Fig. 9). Carefully separate drive end shield,

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-23

BRUSH ASSEMBLY (VERTICAL) PD57 POSITIVE RECTIFIERS PD59

Fig. 8—Removing or Installing Field Brushes Fig. 10-Testing Positive Rectifiers

pulley and rotor assembly away from stator and recti- of each of the positive rectifiers, with test prod.
fier end shield assembly. The reading for satisfactory rectifiers will be 1-3/4
amperes or more. Reading should be approximately
Testing the Rectifiers with Tool C-3829 the same and the meter needle must move in the same
The Rectifier Tester Tool C-3829 provides a quick, direction for all three rectifiers.
simple and accurate test of the alternator rectifiers When two rectifiers are good and one is shorted,
without the necessity of disconnecting the stator reading taken at the good rectifiers will be low, and
phase leads. With alternator rectifier end shield sepa- reading at shorted rectifier will be zero. Disconnect
rated from drive end housing proceed with rectifier lead to the rectifier reading zero and retest. The
test as follows: reading of the good rectifiers will now be within
satisfactory range.
Positive Rectifier Test (Fig. 10) When one rectifier is open it will read approxi-
CAUTION: Do not break the plastic cases of the mately one ampere, and two good rectifiers will read
diodes. The cases are for protection against corrosion. within satisfactory range.
Always touch test probe to metal strap nearest recti-
fier. Negative Rectifier Test (Fig. 11)
(a) Place rear end shield and stator assembly on CAUTION: Do not break the plastic cases of the
an insulated surface. Connect test lead clip to the diodes. The cases are for protection against corrosion.
alternator (BAT) output terminal. Always touch test probe to metal strap nearest recti-
(b) Plug in Tool C-3829 power source lead into a fier.
110 volt A.C. power supply. Touch the metal strap (a) Connect test lead clip to rectifier end housing.
TOOL

DRIVE END
SHIELD
NEGATIVE
RECTIFIERS

RECTIFIER
END SHIELD

STATOR ^ ` * ¾ S H M W Ä * ^ PD58 PD6O

Fig. 9—Separating Drive End Shield from Stator Fig. 11-Testing Negative Rectifiers

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8-24 ALTERNATOR-REGULATOR—ELECTRICAL

(b) Touch the metal strap of each of the negative Rectifier and Heat Sink Assembly Removal
rectifiers with test probe. (a) Remove three nuts from studs on terminal block
Test specifications are the same, and test results securing stator windings, and positive and negative
will be approximately the same as for positive case rectifiers straps to block (Fig. 13).
rectifiers, except meter will read on opposite side of (b) Lift off stator winding terminals and carefully
scale. pry stator assembly from rectifier end shield.
(c) Loosen four hexagon-head screws securing neg-
TESTING RECTIFIERS AND STATOR ative rectifier and heat sink assembly to rectifier end
(When Tool C-3829 is not available) shield. Completely remove the two outer screws and
lift assembly out of end shield (Fig. 14).
(a) Test rectifiers wth a 12 volt battery and a test (d) Remove two nuts and washer assemblies secur-
lamp equipped with a number 67 bulb (4 candle ing positive rectifier and heat sink assembly to in-
power) by connecting one side of test lamp to positive sulated terminals in rectifier end shield. Remove
battery post; other side of test lamp to a test probe metal-tapping screw grounding capacitor to case. Lift
with other test probe connected to the negative bat- out insulated washer, capacitor and positive rectifier
tery post. and heat sink assembly.
(b) Contact the heat sink of rectifier with one test
probe and other test probe to strap on the top of Testing the Stator
rectifier (Fig. 12). (a) Separate the stator assembly from both end
(c) Reverse the probes, moving probe from rectifier shields.
heat sink to rectifier strap and the probe from recti- (b) Press test probe firmly onto any pin on the
fier strap to rectifier heat sink. stator frame. Be sure the varnish has been removed
If test lamp "lights" in one direction but does "not so that the pin is bare (Fig. 15).
light" in other direction, rectifier is satisfactory. If (c) Press test probe firmly to each of the three phase
(stator) lead terminals one at a time. If the lamp
lamp lights in "both directions," rectifier is "shorted".
lights, the stator lead is "grounded."
If test lamp does "not light" in either direction, recti-
(d) Press test probe firmly on one phase terminal
fier is "open". lead and contact firmly each of the other two stator
(d) Repeat the above procedure for all rectifiers in leads. Test lamp should light when prod contacts each
both assemblies; change rectifier and heat sink assem- of the terminals. If lamp does not light, stator winding
blies which have shorted or open rectifiers. The lamp is "open".
should light in the same direction for all rectifiers on (e) Install new stator if stator tested is "grounded"
each assembly. or "open".
STATOR LEADS NEGATIVE RECTIFIERS
AND HEAT SINK
ASSEMBLY

ITIVE RECTIFIERS
AND HEAT SINK
^ASSEMBLY I

PF318

Fig. I2-Testiftg Rectifiers with Test Lamp Fig. 13-Rectifìer End Shield and Stator Assembly

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-25
NEGATIVE
JUNCTION BL· RECTIFIER A N D
HEAT SINK
ASSEMBLY

TOOL

PULLEY

CAPA<
PF319

Fig. Ì4—Removing or Installing Negative Rectifiers

and Heat Sink Assembly NR578

Pulley and Bearing Removal

(1) The pulley is an interference fit on rotor shaft. Fig. 16—Removing the Pulley
Remove pulley with Puller Tool C-4068 (Fig. 16). plastic hammer to separate rotor from end shield.
(2) Pry drive end bearing spring retainer from end (4) The drive end ball bearing is an interference fit
shield with a screwdriver (Fig. 17). with the rotor shaft. Remove bearing with Puller Tool
(3) Support end shield and tap rotor shaft with a C-4068, (Fig. 18).
(5) The needle roller bearing in rectifier end shield
is a press fit. If necessary to remove rectifier end
frame needle bearing, protect end shield by support-
ing shield with Tool C-4201 when pressing bearing
out with Tool C-377OA (Fig. 19).

ROTOR TEST
The rotor assembly may be checked electrically for
grounded, open or shorted field coils (Fig. 20).

BEARING RETAINER

PD63A
Fig. 17—Disengaging Bearing Retainer from End
Fig, 15—Testing 5tator for Ground Shield

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 8-26 ALTERNATOR-REGULATOR—ELECTRICAL

TOOL

BEARING
RETAINER
Fig. 20-Rotor Test
below 3 ohms, the field coil is shorted.
NR579
REPLACING SLIP RINGS
Fig. 18—Removing Bearing from Rotor Shaft
To check for a "grounded" field coil; connect an Slip rings that are damaged can be replaced as
ohmmeter from each slip ring to the rotor shaft. Nate: follows:
Ohmmeter should be set for "infinite" reading when (a) Remove rotor plastic grease retainer.
probes are apart and zero when probes are shorted. (b) Unwind field coil leads from slip ring lugs being
The ohmmeter should read "infinite". If the reading careful not to break the wire leads.
is zero or higher, the rotor is grounded. (c) Use a chisel to cut through the copper of both
To check for an "open" field coil, connect an ohm- slip rings at opposite points (180 degrees apart) (Fig.
21).
meter to the slip rings. The ohmmeter reading should
(d) Break the plastic insulator and remove the old
be between 3 and 4 ohms on rotor coils at room am-
slip ring.
bient conditions. Resistance between 4 and 6 ohms
would result from alternator rotors that have been (e) Clean away dirt and particles of old slip ring
from rotor.
operated on the vehicle at higher engine compartment
temperatures. Readings above 6.5 ohms would indi- (f) Scrape ends of field coil wires clean for good
cate high resistance rotor coils and further testing or electrical contact.
replacement may be required. (g) Position field coil wires so as to clear path for
To check for a "shorted" field coil, connect an new slip ring.
ohmmeter to the two slip rings. If the reading is
SP-3770 PRESS

OLD SUP RING

CUT WIT
SP-3925 CHISEL
PD64 ND526A
Fig. 79-Remov/ng Rectifier End Shield Bearing Fig. 21-Cutting Old Slip Rings

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 ALTERNATOR-REGULATOR—ELECTRICAL 8-27
LEAD WIRE

SLIP RING LUG

RESIN
CORE SOLDER

SLIP RINGS

ROTOR
NP366A

Fig. 22-Aligning Slip Ring with Field Lead Wires

(h) Position new slip ring carefully on rotor shaft
to insure that slip ring lugs will be in proper position
for connecting field coil wires (Fig. 22).
(i) Place installing Tool C-3900 over rotor shaft
and position rotor, slip ring and tool assembly in
NP368
arbor press (Fig. 23). Press slip ring on shaft. When
slip ring is bottomed on rotor fan, the field lead wire Fig. 24-Soldering Field Coil Leads
(insulated brush ring) should clear the access hole, the
fan and pole piece. TOOL.
(j) Tin field coil lead wires.
(k) Coil each field lead wire around the slip ring GREASE RETAINER I
lug, starting first wrap against shoulder of lug and
winding outward. Solder with resin core solder (Fig.
24).
(1) Position grease retainer on rotor shaft and press
retainer on shaft with installer Tool C-3921 (Fig. 25).
The plastic retainer is properly positioned when the
inner bore of the installer tool bottoms on the rotor
PRESS
shaft.

ASSEMBLING THE ALTERNATOR

(1) Position rectifier end shield bearing on base of NP369
tool C-4201. Place alternator end shield on top of bear-
PRESS¯
Fig, 25-lnstalling Grease Retainer
TOOL
ing so that it is properly aligned. With top part of tool
LEAD WIRE
LEAD WIRE C-4201 placed on end shield, press into place until
bottoms against it. (Fig. 26). New bearings are pre-
ROTOR
I
SLIP RINGS

PRESS

C-4201 -

PD65A

Fig. 23—Installing Slip Rings Fig. 26-lnstall¡ng Rectifier End Shield Bearing

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8-28 ALTERNOTOR-REGULATOR—ELECTRICAL- •a

JUNCTION BLOCK
PRESSING TOOL
BEARING
RETAINER OUTPUT FIXED STUD
STUD (DO NOT REMOVE)

DRIVE END SHIELD

ROTOR
ND116

Fig. 27-Installing Drive End Shield Bearing

PF316
lubricated, additional lubrication is not required.
(2) Insert drive end bearing in drive end shield
Fig. 29-Output Terminal Stud and Insulators
and install bearing retainer plate to hold bearing in Installed
place.
(3) Position bearing and drive end shield on rotor positive heat sink assembly over studs; guide rectifier
shaft and, while supporting base of rotor shaft, press straps over studs on terminal block.
(6) Install capacitor terminal over capacitor end
bearing end shield into position on rotor shaft with
stud. Install capacitor shoulder insulator. Ground
arbor press and Tool C-3858 (Fig. 27).
capacitor bracket to end shield with metal screw. In-
CAUTION: Make sure bearing is installed squarely stall and tighten positive heat sink nut and lockwasher
at installation; otherwise, damage to bearing will re- assemblies.
sult. Press bearing on rotor shaft until bearing con- (7) Slide negative rectifier and heat sink assembly
tacts shoulder on rotor shaft fan hub. into place in end shield. Position straps on terminal
(4) Install pulley on rotor shaft. Shaft of rotor junction block studs. Install hexagon-head metal
must be supported in a manner so all pressing force screws through end shield and into negative heat sink
is on pulley hub and rotor shaft (Fig. 28). Press and tighten securely (Fig. 30).
pulley on rotor shaft until pulley contacts inner race (8) Position stator over rectifier end shield and
of drive and bearing. Do not exceed 6800 pounds, install winding terminals on terminal block press
pressure. Do not hammer. stator pins into end shield and install and tighten
(5) If removed, install output terminal stud and in-
sulator through the end shield. Be sure mica insula- NEGATIVE RECTIFIERS
AND HEAT SINK
tors are in place and undamaged (Fig. 29). Install *.-— _ ^ ™ » » o ^ ASSEMBLY
OUTPUT
STUD ™ _ _ _ _ ^ _
DRIVE END
SHIELD
PULLEY \ ÁwmMsmaL _.. POSITIVE RECTIFIERS
A N D HEAT SINK
ASSEMBLY

INSULATOR
ROTOR

ROTOR
SHAFT

ND117 CAPACITOR
PF317

Fig. 28-lnstalling Alternator Pulley Fig. 30—Capacitor and Insulator Installed

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 IGNITION SYSTEM—ELECTRICAL 8-29
winding terminal nuts. Route leads so that they cannot terminal and install lockwashers and attaching
contact rotor or sharp edge of negative heat sink. screws. Be sure that the brushes are not grounded.
(9) Position rotor and drive end shield assembly Tighten attaching screws.
over stator and rectifier end shield assembly. Align (13) Rotate pulley slowly by hand to be sure that
through bolt holes in stator, rectifier end shield and rotor fan blades do not hit stator winding leads.
drive end shield. (14) Install alternator and adjust drive belt to spec-
(10) Compress stator and both end shields manually ifications.
and install through bolts and washers. Tighten (15) Connect alternator output (BATT) and two
through bolts evenly to 20-30 inch-pounds. field (FLD) leads. Connect battery ground cable.
(11) Install field brushes in insulated holders. Posi- (16) Start and operate engine. Observe alternator
tion vertical and horizontal field brushes in proper operation.
location in rectifier end shield. (17) Test current output.
(12) Place insulating washer on each field brush

IGNITION SYSTEM
INDEX

Page Page
Ignition System, 6-cyl¡nder 32 Spark Plugs 46
Ignition System, 8-cylinder 39 Testing Ignition System 29
Service Diagnosis 30

CHRYSLER ELECTRONIC IGNITION TESTS for disconnecting it from the unit (Fig. 3). The adapt-
(WITH TESTER TOOL C-4166 and C-4166-1) er can be used in testing the 1972 electronic ignition
system.
The Chrysler Electronic Ignition Tester (Fig. 1) is
shown. The adapter (Fig. 2) must be installed into In looking at the tester there are two rows of
the control unit connector, of the Electronic Ignition lights, a circuit breaker and high voltage test switch.
Tester wiring harness, for testing of the 1973 ignition The top row of lights are red and the lower row are
system. Once it is installed there should be no reason green.
When the tester is used (for bench or vehicle test)
the green light indicating Ignition Input Voltage must
light as soon as the connections are complete. This
light must be on before any other light can be read
because it indicates that system input voltage is high
enough for the system to operate.

System Tests
The vehicle must have a good battery (12 volts
minimum) for the tester to accurately analyze the
CONTROL UNIT system.
CONNECTOR WITH ADAPTER (1) With the ignition switch "off" remove the
screw from the harness lead on the Electronic Con-
trol Unit and disconnect the lead.
(2) Connect female tester lead to the control unit.
DISTRIBUTOR
CONNECTOR
(3) Connect male tester lead to the system control
unit lead. This puts the tester into the vehicle ignition
circuit.
(4) Turn ignition switch "on".
(5) Green Ignition Input Voltage light must be on
before any tests can be made. If this light does not
come "on" check light with a known good battery.
Then check vehicle battery, ignition switch and the
BATTERY CLIPS' PD456A
associated wiring until the fault is found and cor-
Fig. 1—Electronic Ignition Tester rected.

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8-30 IGNITION SYSTEM—ELECTRICAL-
ELECTRONIC
**REFER TO "TESTING IGNITION SYSTEM" SECTION I G N I T I O N SYSTEM
FOR ADAPTER INSTALLATION INSTRUCTIONS. SERVICE DIAGNOSIS
(USING TESTER C-4166
AND
ADAPTER C - 4 1 6 6 - r * )

CAUTION: IGNITION
SWITCH MUST BE IN
" O F F " POSITION.
CONNECT TESTER TO
IGNITION CONTROL
UNIT AND HARNESS.

TURN IGNITION
SWITCH TO
" O N " POSITION.

1
I G N I T I O N INPUT PRIMARY CIRCUIT AUXILIARY BALLAST
CONTROL UNIT RED LIGHT
GREEN LIGHT " O N " RED LIGHT
(SYSTEMS INPUT "OFF" "OFF"
(CONTROL UNIT O K )
VOLTAGE G O O D ) (CIRCUIT O K ) (BALLAST O K )

1 1 1 1
LIGHT " O F F "
SYSTEM INPUT
LIGHT " O F F " LIGHT " O N " LIGHT " O N "
VOLTAGE
LOW OR ABSENT

1 1 | |

FAULTY PRIMARY
FAULTY ELECTRONIC FAULTY WIRING
WIRING
BATTERY LOW CONTROL UNIT &
&
CONNECTIONS CONNECTIONS

1 1 1
FAULTY FAULTY DUAL FAULTY BALLAST
ELECTRONIC CONTROL BALLAST RESISTOR RESISTOR
UNIT GROUND

FAULTY ASSOCIATED
WIRING

PICK-UP CIRCUIT
RED LIGHT
"OFF"
(CIRCUIT O K )

1
TEST
COIL HIGH LIGHT " O N "
VOLTAGE

COIL HIGH VOLTAGE FAULTY PICK-UP

N O HIGH VOLTAGE WIRING
OK

DEFECTIVE IGNITION SYSTEM DISTRIBUTOR PICK-UP

IGNITION COIL OK COIL DEFECTIVE

PF67O
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 IGNITION SYSTEM—ELECTRICAL 8-31

C4166-1
\\

CONTROL UNIT
CONNECTOR
HARNESS WITH ADAPTER
CONNECTOR PD457A

Fig. 4—Testing Control Unit

pick-up coil circuit.
(9) With Ignition Input Voltage light "on" and
Auxiliary Ballast Circuit also "on", check dual ballast
PF549 and wiring. Tester checks voltage at control unit side
Fig. 2—Adapter of 5 ohms ballast resistor.
(10) With Ignition Input Voltage light "on" and
(6) If the green lights are both "on" and all red Primary Circuit light also "on", check coil primary
lights are "off" this indicates a good system. for open, suppression capacitor for short, dual ballast
(7) Disconnect ignition coil secondary wire from resistor for open and wiring harness for open or in-
distributor cap tower and while holding the end of correct connection. Tester checks for voltage at nega-
the wire about 1/4 inch from engine actuate the High tive side of coil.
Voltage Coil Test switch. A good spark should be
observed between the wire and the engine. While still (11) With Ignition Input Voltage light "on" and
holding the coil test switch pull wire away from en- Control Unit light "off", check control unit for a good
gine till the spark stops. Closely observe the coil ground. If light remains off check wiring. Replace
tower to be sure that no arcing occurs at this time. control unit.
This completes the checking of a good system. Pro- The circuit breaker will protect the tester against
ceed only if the lights on the tester indicate problems damage due to testing a shorted control unit. Wait 30
as called out in the following steps. seconds before attempting to reset a popped circuit
(8) With Ignition Input Voltage light "on" the breaker.
Pick-up Circuit light is also "on". Check the pick-up
connectors, wiring and connectors. If light remains Component Tests
on, replace pick-up coil. Tester checks resistance of Connect clips to fully charged battery (red to posi-
tive). Ignition Input Voltage will light if battery is
O.K.
DISTRIBUTOR/TESTER LEADS

PERMANENT MAGNET
PF55O PICK-UP COIL PD458

Fig. 3—Electronic Ignition Tester with Adapter Fig. 5-Testing Pick-Up Coil Installed in Distributor
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8-32 IGNITION SYSTEM—ELECTRICAL

Control Unit (Fig. 4) Pick-Up Coif (Fig. 5)

Only Ignition Input Voltage and the Control Unit The pick-up coil may be tested while assembled in a
lights apply on this test. Disregard any red lights that distributor or as a separate unit. Disregard all other
may light. lights on the tester except the Ignition Input Circuit
(1) Connect control unit test lead to control unit, a light and the Pick-up Circuit light.
control unit light "on" at this time indicates a good (1) Connect clips to battery and connect the pick-
control unit. up lead to the proper tester lead. Red pick-up light
(2) If control unit light remains "off" check all will be "off" if pick-up is good. Check pick-up lead by
connector pins for corrosion and security and all plug flexing it to be sure that there are no intermittent
holes to be sure they are clean. faults in the lead. If pick-up light blinks during flex-
(3) If control unit light is still "off" control unit is ing the pick-up coil assembly is faulty and must be
bad. rejected.
NOTE: Control unit does not need to be grounded for (2) If pick-up light comes "on" reject the pick-up
this test. assembly.

IGNITION SYSTEM-6 CYLINDER

INDEX

Page Page
Air Gap Adjustment 38 Idle R.P.M. Test 34
Assembling the Distributor 36 Ignition Coil 38
Ballast Resistor 39 Ignition Timing 34
Distributor Advance Testing 38 Pick-up Coil Replacement 37
Distributor Disassembly 36 Secondary Circuit Inspection 33
Distributor Installation 35 Shaft and Bushing Wear Test 35
Distributor Removal 35 Specifications 114
General Information 32

GENERAL INFORMATION

All 1973 domestic built passenger car 6 cylinder circuit, control unit feed circuit, and auxiliary ballast
engines are equipped with the Chrysler Electronic circuit.
Ignition System. Two circuits are used to operate the circuitry of
You will notice the double primary wire from the the control unit (Fig. 3). These are the auxiliary
distributor, the Dual Ballast Resistor mounted on the ballast circuit which uses the 5 ohm section of the
firewall and the Control Unit which can be on the dual ballast resistor and the control unit feed circuit.
firewall or the left fender shield. The pickup circuit is used to sense the proper tim-
The basic circuits (Fig. 1) of the ignition system ing for the control unit switching transistor (Fig. 4).
and their relationship remains the same with some The reluctor rotating with the distributor shaft
component changes in the primary circuit. The pri- produces a voltage pulse in the magnetic pickup
mary circuit consists of the battery, ignition switch, each time a spark plug should be fired. This pulse
compensating side of the dual ballast resistor, pri- is transmitted through the pickup coil to the power
mary winding of the ignition coil, the power switching switching transistor in the control unit and causes
transistor of the control unit and the vehicle frame. the transistor to interrupt the current flow through
The secondary circuit consists of the coil secondary the primary circuit. This break in the primary cir-
winding, the distributor cap and rotor, spark plugs cuit induces a high voltage in the secondary coil
and vehicle frame. circuit and fires a spark plug.
The compensating resistance serves the same pur- The length of time that the switching transistor
pose as in the contact ignition system, that is to blocks the flow of current in the primary circuit is
maintain constant primary current with variation in determined by the electronic circuitry in the control
engine speed. During starting this resistance is by- unit. This determines "dwell". Dwell is not adjustable.
passed, applying full battery voltage to the ignition Even though it may be read with a dwell meter there
coil; the compensating resistance is in series with is no means provided to change it because changes
both the control unit feed and the auxiliary ballast are not necessary.
circuits (Fig. 2). The magnetic pickup and the control unit have re-
In addition to the two basic circuits there have placed the function of the contact points and unlike
been 3 other circuits added. These are the pickup the contact points normally show no signs of wear.

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 IGNITION SYSTEM—ELECTRICAL 8-33

Therefore, periodic checks of timing and dwell be- to inspection of wiring, the cleaning and changing
come unnecessary. Ignition maintenance is reduced of spark plugs as needed.

SERVICE PROCEDURES

SECONDARY CIRCUIT INSPECTION (a) Engine not running, connect one end of a test
probe to a good ground, other end free for probing.
Check the high tension cable connections for good (b) Disconnect cable at spark plug end. Insulate
contact at the coil and distributor cap towers and at cable end from grounding.
the spark plugs. Terminals should be fully seated. (c) With engine running, move test probe along
The nipples and spark plug covers should be in good entire length of wire. If punctures or cracks are
condition. Nipples should fit tightly on the coil cap present there will be a noticeable spark jump from
towers and spark plug cover should fit tight around the faulty area to the probe. Secondary coil wire may
spark plug insulators. Cable connections that are be checked in the same manner. Be sure one spark
loose will corrode and increase the resistance and plug cable is disconnected from spark plug while
permit water to enter the towers causing ignition running probe along coil wire secondary cable.
malfunction. To maintain proper sealing between the Cracked, leaking or faulty cables should be replaced.
towers and nipples, cable and nipple assemblies When installing new cable assemblies, install new
should not be removed from the distributor or coil high tension cable and nipple assembly over cap or
towers unless nipples are damaged or cable testing coil tower, entering the terminal into the tower, push
lightly, then pinch the large diameter of nipple (Fig.
indicates high resistance or broken insulation.
5) to release trapped air between the nipple and tow-
Clean high tension cables with a cloth moistened
er. Continue pushing on the cable and nipple until
with a non-flammable solvent and wipe dry. Bend
cables are properly seated in the cap towers. Use the
cable to check for brittle or cracked insulation. same procedure to install cable to coil tower (Fig. 6).
When testing secondary cables for punctures and Wipe the spark plug insulator clean before reinstall-
cracks with an oscilloscope follow the instructions of ing cable and cover.
the equipment manufacturers.
Resistance type cable is identified by the words
If an oscilloscope is not available, secondary cables "Electronic Suppression" printed on cable jacket. No
can be tested as follows: additional resistors are necessary.
An ohmmeter can be used to check resistance type
TO AMMETER cables for open circuits, loose terminals or high resist-
AUXILIARY ance as follows:
RESISTOR (ELECTRONIC IGNITION 2 (a) Remove cable from spark plug and install the
IGNITION ONLY) IGNITION 1
proper adapter between cable and the spark plug.
DUAL BALLAST (b) Lift distributor cap from distributor with ca-
TO VOLTAGE REGULATOR bles intact. Do not remove cables from the cap.
AND ALTERNATOR FIELD (c) Connect the ohmmeter between spark plug
adapter and the corresponding electrode inside the
COMPENSATING RESISTOR
cap, making sure ohmmeter probes are in good con-
tact. If resistance is more than 30,000 ohms, remove
IGNITION cable at cap tower and check cable resistance. If
+ \ COIL
AUXILIARY BALLAST RESISTOR

PF548
NORMAL BALLAST RESISTOR PD453
Fig. ì—Electronic Ignition System—Schematic
6 cylinder Fig. 2—Dual Ballast Resistor

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8-34 IGNITION SYSTEM—ELECTRICAL
HEAT SINK TRANSISTOR _ HARNESS PLUG

PD454

Fig. 3-E/ectronic Ignition Control Unit Fig. 5—Installing Secondary Cable and Nipples at
Distributor Cap Tower
resistance is more than 30,000 ohms on cables under
twenty-five inches, or 50,000 ohms on cables over corded as it is when the vehicle is first brought into
twenty-five inches long, replace cable assembly. Test the shop for testing. This will assist in diagnosing
all spark plug cables in same manner. complaints of engine stalling or complaints of creep-
To test coil to distributor cap high tension cable, ing and hard shifting on vehicles equipped with auto-
remove distributor cap with the cable intact. Do not matic transmissions.
remove cable from the coil or cap. Connect the ohm- Test procedures are as follows:
meter between center contact in the cap and either (1) Connect red lead of the test tachometer unit to
primary terminal at coil. If the combined resistance the control unit primary terminal at the coil and the
of coil and cable is more than 25,000 ohms, remove black lead to a good ground.
the cable at coil tower and check cable resistance. If (2) Turn Selector Switch to the 6 cyl. position.
cable resistance is more than 15,000 ohms, replace (3) Turn Tachometer RPM Switch to the 1000
cable. If cable resistance is less, check for a loose RPM position.
connection at the tower or for a faulty coil. (4) With engine at normal operating temperature
Inspect coil tower for cracks, carbon tracking or oil (off fast idle), momentarily open the throttle and
leaks. release to make sure there is no bind in the linkage
and that idle speed screw is against its stop.
IDLE RPM TEST (5) Note engine RPM on 1000 RPM scale and ad-
Engine idle rpm setting should be tested and re- just carburetor idle speed to specifications shown in
Fuel System "Specifications."
PICK-UP COIL
LEADS
IGNITION TIMING
RELUCTOR CAP CLIP
To obtain maximum engine performance, the dis-

PICK-UP NN266Ì
COIL ASSEMBLY pp,71
PP571
CAP CLIP Fig, 6—Installing Secondary Cable and Nipple at
F¡g. 4—Electronic Ignition Distributor 6 cylinder Coil Tower

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 IGNITION SYSTEM—ELECTRICAL 8¯35
tributor must be correctly positioned on the engine to DISTRIBUTOR INSTALLATION
give proper ignition timing.
The ignition timing test will indicate timing of the (1) Position distributor on engine. Make certain
spark at No. 1 cylinder at specified curb idle (only). the rubber O-ring seal is in the groove of distributor
Test procedures are as follows: shank.
(1) Disconnect vacuum hose at distributor. (2) Carefully engage distributor drive gear with
(2) Connect secondary lead of Power Timing camshaft drive gear so that when distributor is in-
Light to No. 1 spark plug, red primary lead to posi- stalled properly, rotor will be in line with previously
tive terminal of battery and black primary lead to scribed line on cylinder block. If engine has been
negative battery terminal. Do not puncture cables, cranked while distributor is removed, it will be neces<
boots or nipples with test probes. Always use proper sary to establish proper relationship between the dis-
adapters. Puncturing spark plug cables with a probe tributor shaft and Number 1 piston position as fol-
will damage the cables. The probe can separate the lows:
conductor and cause high resistance. In addition, (a) Rotate the crankshaft until number one piston
breaking the rubber insulation may permit secondary is at top of compression stroke. Mark on inner edge
current to arc to ground. of crankshaft pulley should be in line with the "O"
(3) Start engine and set idle to "Specifications" (TDC) mark on timing chain case cover.
(Transmission in Neutral). (b) Rotate rotor to a position just ahead of the
(4) Loosen distributor hold-down arm screw just number one distributor cap terminal.
enough so the distributor housing can be rotated in (c) Lower the distributor into the opening, engag-
ing distributor gear with drive gear on camshaft.
its mounting.
With distributor fully seated on engine, rotor should
(5) Aim Power Timing Light at timing plate on
be under the cap number 1 tower with distributor
chain case cover. If light flash occurs when timing contacts just separating.
mark on the vibration damper is located ahead of the
(3) Install the distributor cap (make sure all high
specified degree mark on timing plate in the direction tension wires "snap" firmly in the cap towers).
of engine rotation, timing is advanced. To adjust, turn (4) Install hold-down arm screw and tighten finger
distributor housing in direction of rotor rotation. tight.
If flash occurs when the vibration damper timing (5) Connect pick-up lead wire to connector. Do not
mark is located past the specified degree mark in the connect distributor vacuum hose at this time.
direction of engine rotation, timing is retarded. To (6) Connect secondary lead of Power Timing
adjust, turn distributor housing against direction of Light to the Number 1 spark plug (using proper
rotor rotation. Refer to "Specifications." (Moving the adaptor) and red primary lead to the positive termi-
distributor housing counterclockwise advances igni- nal of battery with black primary lead to negative
tion timing and clockwise retards timing.) battery terminal. Do not puncture the cable cap nip-
(6) Tighten distributor hold-down arm screw after ples or spark plug covers to make a contact. Use
timing has been set and recheck timing adjustment proper adapters.
with a Power Timing Light. (7) Start engine and run engine at idle speed.
(7) When ignition timing is correct, reconnect vac- (8) Rotate distributor housing so that timing
uum hose to distributor, and readjust carburetor to mark on crankshaft damper is aligned with specified
specified idle R.P.M. degree mark on chain case cover. Refer to "Specifica-
tions" (Moving distributor housing counterclockwise
DISTRIBUTOR REMOVAL advances timing and clockwise retards timing).
(9) Tighten distributor hold down arm screw after
(1) Disconnect vacuum hose at distributor. timing has been set and recheck timing adjustment
(2) Disconnect pick-up lead wire at connector. with a Power Timing Light.
(10) When timing is correct, connect vacuum hose
(3) Unfasten distributor cap retaining clips and
to the distributor.
lift off distributor cap. (11) Remove Power Timing Light from engine.
(4) Rotate engine crankshaft until the distributor
rotor is pointing toward the cylinder block, scribe a
SHAFT AND BUSHING WEAR TEST
mark on block at this point to indicate position of the
rotor as reference when reinstalling distributor. (1) Remove distributor rotor.
(5) Remove distributor hold-down arm screw. (2) Clamp distributor hold-down arm in a vise
(6) Carefully lift the distributor from the engine, equipped with soft jaws and apply only enough pres-
shaft will rotate slightly as the distributor gear is sure to restrict any movement of the distributor dur-
disengaged from the camshaft gear. ing this test.
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8-36 IGNITION SYSTEM—ELECTRICAL-

(3) Attach a dial indicator to distributor housing

so indicator plunger arm rests against reluctor sleeve
(not against the reluctor).
(4) Place one end of a wire loop around the top of
reluctor sleeve. Hook a spring scale in the other end CAP
of the wire loop and pull on a line with the plunger of
the indicator gauge. The wire loop must be down on
the shaft to insure a straight pull; also be sure that
the wire loop does not interfere with the indicator or ROTOR
indicator holding bracket. Apply a one pound pull and PICK-UP HOLDDOWN
read the movement of the plunger on the indicator SCREW
dial.
If the indicator plunger movement exceeds .006
inch, replace the distributor housing or shaft assem- PICK-UP COIL
ASSEMBLY
bly, see "Distributor Disassembly."
UPPER PLATE
DISTRIBUTOR DISASSEMBLY (Fig. 7) LOWER PLATE

(1) Remove distributor rotor.

(2) Remove the two screws and lockwashers attach-
ing the vacuum control unit to distributor housing,
disconnect the vacuum control arm from upper plate,
and remove control.
(3) Remove reluctor: some reluctors may be pulled
off with fingers, however if this is not possible pry up
from the bottom of the reluctor with two pry bars, or
screwdrivers (maximum width 7/16 inch). Be careful
not to distort or damage the teeth on the reluctor.
(4) Remove two screws and lockwashers attaching
the lower plate to the housing and lift out the lower
plate, upper plate, and pick-up coil as an assembly.
Distributor cap clamp springs are held in place by
peened metal around the openings and should not
be removed.
(5) If the side play exceeds .006 inch in "Shaft and
Bushing Wear Test", replace distributor housing as-
sembly or shaft and governor assembly as follows:
(a) Remove distributor drive gear retaining pin
and slide gear off end of shaft. If gear is worn or
damaged see "Assembling-Distributor" step 5. BASE
CAUTION: Support hub of gear in a manner that
pin can be driven out of gear and shaft without dam-
aging gear teeth.
(b) Use a file to clean burrs, from around pin hole
" O " RING
in the shaft and remove the lower thrust washer.
(c) Push shaft up and remove shaft through top of
distributor body. WASHER

ASSEMBLING THE DISTRIBUTOR PIN-

(Refer to Fig. 7)
(1) Test operation of governor weights and inspect
weight springs for distortion.
(2) Lubricate governor weights.
(3) Inspect all bearing surfaces and pivot pins for
roughness, binding or excessive looseness. Fig. 7-Distributor Disassembled View

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 IGNITION SYSTEM—ELECTRICAL 8-37
(4) Lubricate and install upper thrust washer (or CENTER LINE OF ROTOï? ELECTRODE

k
washers) on the shaft and slide the shaft into the
distributor body.
(5) If gear is worn or damaged, replace as follows:
(a) Install lower thrust washer and old gear on
lower end of shaft and temporarily install rollpin.
(b) Scribe a line on the end of shaft from center to
edge, so line is centered between two gear teeth as
shown in (Fig. 8). Do not Scribe completely across the
shaft.
(c) Remove rollpin and gear. Use a fine file to
clean burrs from around pin hole.
(d) Install new gear with thrust washer in place.
Drill hole in gear and shaft approximately 90 degrees
from old hole in shaft and with scribed line centered GEAR HOLE IN
between the two gear teeth as shown. If ît appears ROTATED APPROX.
SERVICE GEAR
90 DEGREES
that the new pin hole may interfere with the shaft oil MARK O N SHAFT
groove, rotate gear to the centerline of the next pair
of gear teeth, aligning again with scribe mark on the CENTER LINE OF GEAR TOOTH
NP896B
end of shaft.
(e) Before drilling through shaft and gear, place a Fig. 9—Aligning Gear Teeth with Centerline of
.007 feeler gauge between gear and thrust washer Rotor Electrode
and after again observing that the centerline between
(9) Position reluctor keeper pin into place on re-
two of the gear teeth is in line with centerline of
luctor sleeve.
rotor electrode (Fig. 9) drill a .124-. 129 inch hole and
(10) Slide reluctor down reluctor sleeve and press
install the rollpin. firmly into place.
CAUTION: Support hub of gear when installing roll (11) Lubricate the felt pad in top of reluctor
pin so that gear teeth will not be damaged. sleeve with 1 drop of light engine oil and install the
(6) Install lower plate, upper plate and pick-up rotor.
coil assembly and install attaching screws.
(7) Attach vacuum advance unit arm to the con- Pickup Replacement and Air Gap Adjustment
tact plate. Removal
(8) Install vacuum unit attaching screws and (1) Remove distributor (refer to Distributor Re-
washers. moval).
CENTER U N I
(2) Remove lower plate upper plate, and pick-up
OF ROTOR ELECTRODE j coil as an assembly (refer to Distributor Disassem-
bly, steps 1 through 4).
(3) Remove upper plate and pick-up coil assembly
from lower plate by depressing retaining clip and
moving it away from mounting stud.
(4) Remove upper plate and pick-up coil assembly.
NOTE: Pick-up coil is not removable from upper
plate and is serviced as an assembly.

Installation
(1) Place a small amount of distributor lube on
upper plate pivot pin and lower plate support pins.
(2) Position upper plate pivot pin through the
smallest hole in lower plate.
(3) Install retaining clip: upper plate must ride on
the three support pins on the lower plate.
ALIGNMENT MARK
O N SHAFT
(4) Install lower plate, upper plate, and pick-up
coil assembly into distributor housing (refer to Dis-
NP895B
tributor Assembly, steps 6 through 11).
(5) Install distributor (refer to Distributor Instal·
rig. 8-Scribe Line on Distributor Shaft lation).

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8-38 IGNITION SYSTEM—ELECTRICAL-
(6) Set air gap, align one reluctor blade with pick- tributor at speeds called for under "Specifications"
up pole. Install a .008 inch non-magnetic feeler gauge and observe arrow flashes opposite tester degree ring
between reluctor blade and pickup pole. (Fig. 10). to determine digress of advance.
Move pickup until contact is made between pickup, (5) If advance is not according to specifications,
feeler gauge and reluctor blade. Tighten pickup hold replace with correct distributor shaft assembly
down screw. Remove feeler gauge. No force should be (shaft, reluctor sleeve, governor weights as a com-
required to remove feeler gauge. Loosen screw and plete assembly).
move the pickup pole in or out as required. Retighten
hold down screw securely after adjustment. Check Vacuum Diaphragm Leak Test
gap with .010 feeler gauge. (Note: a .010 gauge can With distributor mounted in Distributor Tester and
be forced between the pickup pole and reluctor blade. with vacuum unit attached to distributor, proceed as
Do not use force). follows:
Apply vacuum to vacuum unit and rotate governor (1) Place thumb over end of vacuum pump hose
shaft. Pickup pole should not hit reluctor teeth. Gap and adjust the regulator control knob to give a read-
was not properly adjusted if hitting occurs. If hitting ing of 20 inches of vacuum with hose closed off to be
occurs on only one side of reluctor the distributor sure tester hose does not leak.
shaft is probably bent. Replace governor and shaft (2) Attach tester vacuum pump hose to the tube
assembly. on vacuum unit. Vacuum gauge should hold on max-
imum vacuum obtainable if no leaks exist.
Centrifugal Advance Curve (3) Observe breaker plate while performing leak
Carefully mount distributor assembly (less cap and test to test response of the breaker plate. There
rotor) in a reliable stroboscope-type distributor test- should be instant response to pull of the diaphragm,
er so that the gear is not damaged. It is important moving plate without a drag, bind or jerk in either
that the appropriate adapter for checking electronic direction.
type distributors is connected to the distributor stand (4) If leakage is indicated, replace vacuum unit
and that the instructions for its usage are followed. assembly.
After this is done proceed with test as follows:
(1) Turn the selector switch to the 6 cylinder posi- Vacuum Advance Curve
tion and motor switch to the correct direction of If only the vacuum advance curve is to be checked,
rotation. Refer to Distributor Specifications for prop- connect tester vacuum pump hose to distributor vacu-
er rotation. um advance unit and perform operations 1 through 3
(2) Regulate tester speed control to operate dis- under "Centrifugal Advance Curve", then proceed as
tributor at 200 distributor rpm. follows:
(3) Align the "O" of distributor tester degree with (1) Turn tester vacuum pump "ON". Adjust vacu-
um pump regulator to vacuum test specifications. See
any of the arrow flashes.
"Specifications" and observe arrow flashes on tester
(4) Adjust tester speed control to operate dis- degree ring to determine degrees of advance.
PICK-UP COIL ADJUSTMENT (2) If vacuum advance is below or above specifica-
tions, replace the vacuum advance unit. Retest vacu-
um advance curve.

IGNITION COIL
The ignition coil is designed to operate with an
external ballast resistor. When testing the coil for
output, include resistor in tests. Inspect the coil for
external leaks and arcing.
Test coil according to coil tester Manufacturer's
instructions. Test coil primary resistance. Test ballast
resistor resistance. Test coil secondary resistance. Re-
place any coil or ballast resistor that does not meet
specifications.
AIR GAP Every time an ignition coil is replaced because of a
PF569
burned tower, carbon tracking, or any evidence of
NON-MAGNETIC FEELER GAUGE
arcing at the tower, the nipple or boot on the coil end
Fig. 10-Air Gap Adjustment of the secondary cable, replace cable. Any arcing at

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 IGNITION SYSTEM—ELECTRICAL 8-39
the tower will carbonize the nipple so that placing it resistance to increase. This action reduces voltage in
on a new coil will invariably cause another coil fail- the ignition primary circuit, thereby, protects the coil
ure. from high voltage during low speed operation. As
If secondary cable shows any signs of damage, ca- engine speed is increased the amount of time in which
ble should be replaced with a new cable with a neo- current is maintained in this side of the ballast resis-
prene nipple since the old cable can cause arcing, and tor is shortened, causing it to cool off, and resistance
therefore, ruin a new coil. to decrease. This action raises voltage in the ignition
primary circuit, which is required for high speed op-
DUAL BALLAST RESISTOR eration. During starter operation the normal side of
The normal side of the dual ballast resistor is a the dual ballast resistor is bypassed, allowing full
compensating resistance in the ignition primary cir- battery voltage to the ignition primary circuit. The
cuit. During low speed operation current is auxiliary side of this dual unit protects the control
maintained in this side of the ballast resistor for a unit by limiting voltage to the electronic part of the
longer period of time, causing it to heat up, and ignition primary circuit.

IGNITION SYSTEM-8 CYLINDER

INDEX
Page Page
Air Gap Adjustment 45 Ignition Coil 46
Assembling the Distributor 45 Ignition Timing 42 & 43
Ballast Resistor 46 Pick-up Coil Replacement 45
Distributor Disassembly 44 Secondary Circuit Inspection 40
Distributor Installation 43 Shaft and Bushing Wear Test 44
Distributor Removal 43 Specifications 114
General Information 39 Testing Distributor Advance 45
Idle R.P.M. Test 42

GENERAL INFORMATION
All 1973 domestic built passenger car 8 cylinder circuit, control unit feed circuit, and auxiliary ballast
engines are equipped with the Chrysler Electronic circuit.
Ignition System. Two circuits are used to operate the circuitry of
You will notice the double primary wire from the the control unit (Fig. 3). These are the auxiliary
distributor, the Dual Ballast Resistor mounted on the ballast circuit which uses the 5 ohm section of the
firewall and the Control Unit which can be on the dual ballast resistor and the control unit feed circuit.
firewall or the left fender shield. The pickup circuit is used to sense the proper tim-
The basic circuits (Fig. 1) of the ignition system ing for the control unit switching transistor (Fig. 4).
and their relationship remain the same with some The reluctor rotating with the distributor shaft
component changes in the primary circuit. The pri- produces a voltage pulse in the magnetic pickup each
mary circuit consists of the battery, ignition switch, time a spark plug should be fired. This pulse is trans-
compensating side of the dual ballast resistor, pri- mitted through the pickup coil to the power
mary winding of the ignition coil, the power switching switching transistor in the control unit and causes the
transistor of the control unit and the vehicle frame. transistor to interrupt the current flow through the
The secondary circuit consists of the coil secondary primary circuit. This break in the primary circuit
winding, the distributor cap and rotor, spark plugs induces a high voltage in the secondary coil circuit
and vehicle frame. and fires a spark plug.
The compensating resistance serves the same pur- The length of time that the switching transistor
pose as in the contact ignition system, that is to blocks the flow of current in the primary circuit is
maintain constant primary current with variation in determined by the electronic circuitry in the control
engine speed. During starting this resistance is by- unit. This determines "dwell". Dwell is not ad-
passed, applying full battery voltage to the ignition justable. Even though it may be read with a dwell
coil; the compensating resistance is in series with meter there is no means provided to change it be-
both the control unit feed and the auxiliary ballast cause changes are not necessary.
circuits (Fig. 2). The magnetic pickup and the control unit have
In addition to the two basic circuits there have replaced the function of the contact points and unlike
been 3 other circuits added. These are the pickup the contact points normally show no signs of wear.

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8-40 IGNITION SYSTEM—ELECTRICAL- -¤
Therefore, periodic checks of timing and dwell be- inspection of wiring, the cleaning and changing of
come unnecessary. Ignition maintenance is reduced to spark plugs as needed.

SERVICE PROCEDURES

SECONDARY CIRCUIT INSPECTION (a) Engine not running, connect one end of a test
probe to a good ground, other end free for probing.
Check high tension cable connections for good con- (b) Disconnect cable at spark plug end. Insulate
tact at the coil and distributor cap towers and at the cable end from grounding.
spark plugs. Terminals should be fully seated. The (c) With engine running, move test probe along
nipples and spark plug covers should be in good con- entire length of wire. If punctures or cracks are
dition. Nipples should fit tightly on the coil cap tow- present there will be a noticeable spark jump from
ers and spark plug covers should fit tight around the faulty area to the probe. Secondary coil wire may
spark plug insulators. Cable connections that are be checked in the same manner, be sure one spark
loose will corrode and increase the resistance and plug cable is disconnected from spark plug while run-
permit water to enter the towers causing ignition ning probe along coil wire secondary cable. Cracked,
malfunction. To maintain proper sealing between the leaking or faulty cables should be replaced.
towers and nipples, cable and nipple assemblies When installing new cable assemblies, install new
should not be removed from the distributor or coil high tension cable and nipple assembly over cap or
towers unless nipples are damaged or cable testing coil tower, entering the terminal into the tower, push
indicates high resistance or broken insulation. lightly, then pinch the large diameter of the nipple
Clean high tension cables with a cloth moistened (Fig. 5) to release trapped air between nipple and
with a non-flammable solvent and wipe dry. Bend tower. Continue pushing on the cable and nipple until
cables to check for brittle or cracked insulation. cables are properly seated in the cap towers. Use the
When testing secondary cable for punctures and
cracks with an oscilloscope follow the instructions of AUXILIARY BALLAST RESISTOR
the equipment manufacturers.
If an oscilloscope is not available, secondary cables
can be tested as follows:

BATTERY TO AMMETER
AUXILIARY
RESISTOR (ELECTRONIC IGNITION 2
IGNITION ONLY) IGNITION 1

TO VOLTAGE REGULATOR
AND ALTERNATOR FIELD
NORMAL BALLAST RESISTOR PD453
COMPENSATING RESISTOR Fig. 2—Dual Ballast Resistor

HEAT SINK TRANSISTOR HARNESS PLUG

IGNITION
COIL

PD452
PD454
Fig. 1—Electronic Ignition System—Schematic
8 cylinder Fig. 3-Electronic Ignition Control Unit

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¤· IGNITION SYSTEM—ELECTRICAL 8-41

PICK-UP COIL ASSEMBLY CAP CLIP

RELUCTOR
PICK-UP COIL NN266
LEADS
Fig. 6—Installing Secondary Cable and Nipple at
Coil Tower
for open circuits, loose terminals or high resistance as
follows:
(a) Remove cable from spark plug and install the
proper adapter between cable and spark plug.
CAP CLIP PD455A (b) Lift distributor cap from distributor with ca-
F¡g, 4—Electronic Ignition Distributor 8 cylinder bles intact. Do not remove cables from cap.
(c) Connect the ohmmeter between spark plug
same procedure to install cable in coil tower (Fig. 6).
Use the following procedure when removing the adapter and the corresponding electrode inside the
high tension cable from the spark plug. First, remove cap, making sure ohmmeter probes are in good con-
the cable from the retaining bracket. Then grasp the tact. If resistance is more than 30,000 ohms, remove
cover as close as possible to the spark plug rotate the cable at cap tower and check the cable resistance. If
cover on the plug insulator then use a straight and resistance is more than 30,000 ohms on cables under
steady pull (Fig. 7). Do not use pliers and do not pull twenty-five inches long or 50,000 ohms on cables over
the cable at an angle. Doing so will damage the in- twenty-five inches long, replace cable assembly. Test
sulation, cable terminal or the spark plug insulator. all spark plug cables in same manner.
Wipe spark plug insulator clean before reinstalling To test coil to distributor cap high tension cable,
cable and cover. remove distributor cap with the cable intact. Do not
Resistance type cable is indentified by the words remove cable from the coil or cap. Connect the ohm-
"Electronic Suppression" printed on the cable jacket. meter between center contact in the cap and either
No additional resistors are necessary. primary terminal at coil. If the combined resistance
Use an ohmmeter to check resistance type cable of coil and cable is more than 25,000 ohms, remove
the cable at coil tower and check cable resistance. If
cable resistance is more than 15,000 ohms, replace
the cable. If cable resistance is less, check for a loose
connection at the tower or for a faulty coil.
Inspect coil tower for cracks, carbon tracking or oil
leaks.

Fig. 5—Installing Secondary Cable and Nipples at Fig. 7—Removing Secondary Cable and Cover from
Distributor Cap Tower Spark Plug (Typical)

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8-42 IGNITION SYSTEM—ELECTRICAL-

IDLE RPM TEST er is located ahead of specified degree mark on the

timing plate. The timing is advanced. To adjust turn
Engine idle rpm setting should be tested and re- distributor housing (Not Vacuum Chamber) counter
corded as it is when the vehicle is first brought into clockwise. Do not use vacuum chamber as a turning
the shop for testing. This will assist in diagnosing handle. If the timing light flash occurs when the tim-
complaints of engine stalling, creeping and hard shift- ing mark on the vibration damper is located past the
ing on vehicles equipped with automatic transmis- specified degree mark on the timing plate. The timing
sions. is retarded. To adjust turn distributor housing clock-
Test procedures are as follows: wise. Timing may vary from the specified specifica-
(1) Connect red lead of the test tachometer unit to tions a plus or minus 2-1/2 degrees and still fall
distributor primary terminal at coil and black lead to within range, but if the timing is checked it should be
a good ground. adjusted to the specification shown on the distributor
(2) Turn Selector Switch to 8 cyl. position. charts.
(3) Turn the tachometer RPM Switch to the 1000 (6) Tighten the distributor hold-down screw and
rpm position. recheck timing adjustment.
(4) With engine at normal operating temperature (7) Reconnect the vacuum hose to the distributor
(off fast idle), momentarily open the throttle and and readjust carburetor to specified idle R.P.M.
release to make sure there is no bind in the linkage
and that idle speed screw is against its stop. SOLENOID ADVANCE DISTRIBUTOR (Fig. 8)
(5) Note engine RPM on 1000 RPM scale and ad-
just carburetor idle speed to specifications. See "Fuel On some engine models a solenoid has been added
System" specifications. to the distributor to aid in starting. This solenoid is
CAUTION: On engines equipped with idle speed different from the ones used on previous distributors.
solenoids, the solenoid must be energized. Adjust curb It receives power from the starter relay at the same
idle speeds with the curb idle adjusting screw resting connector that sends power to the starter solenoid.
on the solenoid plunger. This means that it is only powered during engine
cranking. When it is actuated it advances the spark 7.5
IGNITION TIMING (400 Cu. In., 440 Cu. In.)
To obtain maximum engine performance, the dis-
tributor must be correctly positioned on the engine to
give proper ignition timing. The ignition timing test
will indicate the timing of the spark at No. 1 cylinder
at specified curb idle (Hot Only).
Test procedures are as follows:
(1) Disconnect vacuum hose at distributor, and BULLET
plug hose. CONNECTOR
(2) Connect the secondary lead of a power timing
light No. 1 spark plug, red primary lead to positive PICK-UP
terminal of the battery and the black primary lead to COIL LEAD
the negative battery terminal. Do not puncture ca-
bles, boots or nipples with test probes. Always use
proper adapters. Puncturing the spark plug cables
with a probe will damage the cables. The probe can
separate the conductor and cause high resistance. In
addition breaking the rubber insulation may permit
secondary current to arc to ground.
(3) Loosen the distributor hold-down mounting SOLENOID
screw just enough so distributor housing can be ro-
tated in its mounting.
(4) Start the engine and set the curb idle as shown
in "Specifications". (Transmission in Neutral and En-
gine Hot).
(5) Aim the power timing light at the timing
PF568
mark on the chain case cover. If the timing light flash
occurs when the timing mark on the vibration damp- Fig. 8-So/enoid Advance Distributor

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 IGNITION SYSTEM—ELECTRICAL 8-43
degrees (Engine). This may seem a great deal of located past the specified degree mark in the direc-
advance but the unit can become inoperative without tion of engine rotation, timing is retarded. To adjust,
driver notice. If starting difficulties are experienced, turn distributor housing against direction of rotor
eliminate other starting problems (Ignition, carburet- rotation. Refer to * 'Specification." (Moving the dis-
or and battery). Then if the solenoid is still suspect- tributor housing against shaft rotation advances tim-
ed of being inoperative it may be tested in the follow- ing and with shaft rotation retards timing.
ing manner: (6) Tighten distributor hold-down arm screw after
(a) Hook up engine tachometer and disconnect vac- timing has been set and recheck timing adjustment
uum line. with a Power Timing Light.
(b) Start engine. (7) When ignition timing is correct, reconnect vac-
(c) Disconnect bullet connector about 6 inches uum hose to distributor, and readjust carburetor to
from the distributor. In the case of the Electronic specified idle R.P.M.
Ignition system there is both a single and a double
bullet connector; the single wire is the distributor DISTRIBUTOR REMOVAL
solenoid wire.
(d) CAUTION:—Do not leave this connected for (1) Disconnect vacuum hose at distributor.
more than 30 seconds. Jumper from male bullet con- (2) Disconnect pick-up lead wires at connector.
nector to battery. (3) Unfasten distributor cap retaining clips and
(e) Actuation of the solenoid should give an in- lift off distributor cap.
crease of approximately 50 rpm. Make and break the (4) Scribe a mark on the edge of distributor hous-
circuit several times to be sure that the solenoid is ing to indicate position of the rotor as reference when
working normally. There is no maximum limit set for reinstalling distributor.
rpm increase. (5) Remove distributor hold-down clamp screw
and clamp.
IGNITION TIMING (318 Cu. In., 340 Cu. In., (6) Carefully lift distributor from engine.
and 360 Cu. In.)
DISTRIBUTOR INSTALLATION
To obtain maximum engine performance, the dis-
tributor must be correctly positioned on the engine to (1) Position distributor on engine. Align rotor
give proper ignition timing. with marks previously scribed on distributor housing.
The ignition timing test will indicate the timing of Clean top of cylinder block to insure a good seal
the spark at No. 1 cylinder at specified curb idle between distributor base and block.
(only). (2) Engage tongue of distributor shaft with slot in
Test procedures are as follows: distributor and oil pump drive gear. If engine has
(1) Disconnect vacuum hose at distributor. been cranked while distributor is removed, it will be
(2) Connect secondary lead of Power Timing necessary to establish the proper relationship be-
Light to No. 1 spark plug, red primary lead to posi- tween distributor shaft and No. 1 piston position as
tive terminal of battery and black primary lead to follows:
negative battery terminal. Do not puncture cables, (a) Rotate crankshaft until number one piston is
boots or nipples with test probes. Always use proper at top of compression stroke.
adapters. Puncturing the spark plug cables with a (b) Rotate rotor to the position of number one
probe will damage the cables. The probe can separate distributor cap terminal.
the conductor and cause high resistance. In addition (c) Lower distributor into the opening, connect
breaking the rubber insulation may permit secondary pick-up coil leads and install distributor cap. Make
current to arc to ground. sure all high tension wires "snap" firm in cap towers.
(3) Start engine and set idle to "Specifications" Install distributor hold-down clamp screw. Tighten
(Transmission in Neutral). screw finger tight.
(4) Loosen distributor hold-down arm screw just (d) Connect secondary lead of a Power Timing
enough so distributor housing can be rotated in its Light to NO. 1 spark plug (using proper adapter).
mounting. Connect red primary lead to positive terminal of bat-
(5) Aim Power Timing Light at timing plate on tery and black primary lead to negative battery ter-
chain case cover. If light flash occurs when timing minal.
mark on vibration damper is located ahead of spec- (e) Start and operate engine at idle speed. Rotate
ified degree mark on timing plate in the direction of distributor housing so that specified timing mark and
engine rotation, timing is advanced. To adjust, turn pointer are in alignment (Moving the distributor
distributor housing in direction of rotor rotation. housing against shaft rotation advances timing and
If flash occurs when the vibration timing mark is with shaft rotation retards timing).

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8-44 IGNITION SYSTEM—ELECTRICAL-
(f) Tighten distributor clamp screw after timing
has been set and recheck timing adjustment with a
Power Timing Light.
(g) If timing is correct, connect vacuum hose to
distributor and remove timing light from engine.
CAP
SHAFT AND BUSHING WEAR TEST
(1) Remove distributor rotor.
(2) Clamp the ribbed section of the distributor
housing in a vise equipped with soft jaws and apply
only enough pressure to restrict any movement of the
distributor during this test.
(3) Attach a dial indicator to distributor housing PICK-UP HOLDDOWN
SCREW
so indicator plunger arm rests against reluctor sleeve
(not against the reluctor).
(4) Place one end of a wire loop around the top of PICK-UP COIL
reluctor sleeve. Hook a spring scale in the other end ASSEMBLY
of the wire loop and pull on a line with the plunger of
the indicator gauge. The wire loop must be down on PIN
UPPER PLATE
the shaft to insure a straight pull; also be sure that
the wire loop does not interfere with the indicator or LOWER PLATE
indicator holding bracket. Apply a one pound pull and
read the movement of the plunger on the indicator
dial.
If the indicator plunger movement exceeds .006
inch, replace the distributor housing or, shaft assem-
bly, see "Distributor Disassembly." \

DISTRIBUTOR DISASSEMBLY (Fig. 9)

(1) Remove distributor rotor.
(2) Remove the two screws and lockwashers at-
taching the vacuum control unit to distributor hous-
ing, disconnect the vacuum control arm from upper
plate, and remove control.
(3) Remove reluctor: some reluctors may be
pulled off with fingers, however if this is not possible
pry up from the bottom of the reluctor with two pry
bars, or screwdrivers (maximum width 7/16 inch).
Be careful not to distort or damage the teeth on the
reluctor. SCREW

(4) Remove two screws and lockwashers attaching

the lower plate to the housing and lift out the lower
plate, upper plate, and pick-up coil as an assembly. HOUSING
Distributor cap clamp springs are held in place by
peened metal around the openings and should not be
removed.
If side play exceeded .006 inch in "Shaft and Bush- RING
ing Wear Test," replace housing or shaft, reluctor
sleeve, and governor weights as an assembly as fol- WASHER
VACUUM
lows: CHAMBER CAP
COLLAR
(a) Remove distributor shaft retaining pin and
slide retainer off end of shaft. p,N PY927A
(b) Use a file to clean burrs, from around pin hole
in the shaft and remove the lower thrust washer. Fig. 9-D¡str¡butor Disassembled View 8 cylinder

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¤· IGNITION SYSTEM—ELECTRICAL 8-45

(c) Push shaft up and remove shaft through top of (2) Position upper plate pivot pin through the
distributor body. smallest hole in lower plate.
(3) Install retaining clip: upper plate must ride on
ASSEMBLING THE DISTRIBUTOR the three support pins on the lower plate.
(4) Install lower plate, upper plate, and pick-up coil
(Refer to Fig. 9) assembly into distributor housing (refer to Distribu-
(1) Test operation of governor weights and inspect tor Assembly, steps 6 through 11).
weight springs for distortion. (5) Install distributor (refer to Distributor Instal-
(2) Lubricate governor weights. lation).
(3) Inspect all bearing surfaces and pivot pins for (6) Set air gap, align one reluctor blade with pick-
roughness, binding or excessive looseness. up pole. Install a .008 inch non-magnetic feeler gauge
(4) Lubricate and install upper thrust washer (or between reluctor blade and pickup pole. (Fig. 10).
washers) on the shaft and slide the shaft into the Move pickup until contact is made between pickup,
distributor body. feeler gauge and reluctor blade. Tighten pickup hold
(5) Install distributor shaft retainer and pin. down screw. Remove feeler gauge. No force should be
(6) Install lower plate, upper plate and pick-up required to remove feeler gauge. Loosen screw and
coil assembly and install attaching screws. move the pickup pole in or out as required. Re tighten
(7) Attach vacuum advance unit arm to the con- hold down screw securely after adjustment. Check
tact plate. gap with .010 feeler gauge. (Note: a .010 gauge can
(8) Install vacuum unit attaching screws and be forced between the pickup pole and reluctor blade.
washers. Do not use force).
(9) Position reluctor keeper pin into place on re- Apply vacuum to vacuum unit and rotate governor
luctor sleeve. shaft. Pickup pole should not hit reluctor teeth. Gap
(10) Slide reluctor down reluctor sleeve and press was not properly adjusted if hitting occurs. If hitting
firmly into place. occurs on only one side of reluctor the distributor
Install reluctor so that the two arrows are on top. shaft is probably bent. Replace governor and shaft
In a clockwise distributor, the arrow at the keeper assembly.
pin that holds the reluctor in place should point
clockwise. In a counterclockwise distributor, the ar- Centrifugal Advance Curve
row at the keeper pin should point counterclockwise. Carefully mount distributor assembly (less cap and
If the arrow at the keeper pin does not point in the rotor) in a reliable stroboscope-type distributor tester.
direction of the distributor rotation, remove the re- It is important that the appropriate adapter for
luctor, turn it one hundred-eighty degrees (180°) and checking electronic type distributors is connected to
reinstall it. When removing the reluctor, be careful the distributor stand and that the instructions for its
not to lose the keeper pin. usage are followed. After this is done proceed with
(11) Lubricate the felt pad in top of reluctor test as follows:
sleeve with 1 drop of light engine oil and install the (1) Turn the selector switch to the 8 cylinder posi-
rotor. tion and motor switch to the correct direction of
rotation. Refer to Distributor Specifications for prop-
er rotation.
Pickup Replacement and Air Gap Adjustment
PICK-UP COIL ADJUSTMENT
Removal
(1) Remove distributor (refer to Distributor Re-
moval).
(2) Remove lower plate upper plate, and pick-up
coil as an assembly (refer to Distributor Disassem-
bly, steps 1 through 4).
(3) Remove upper plate and pick-up coil assembly
from lower plate by depressing retaining clip and
moving it away from mounting stud.
(4) Remove upper plate and pick-up coil assembly.
NOTE: Pick-up coil is not removable from upper
plate and is serviced as an assembly.
AIR GAP
Installation NON-MAGNETIC FEELER GAUGE PF57O
(1) Place a small amount of distributor lube on
upper plate pivot pin and lower plate support pins. Fig. 10—Air Gap Adjustment

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8-46 IGNITION SYSTEM—ELECTRICAL-
(2) Regulate tester speed control to operate dis- IGNITION COIL
tributor at 200 distributor rpm.
(3) Align the "0" of distributor tester degree with The ignition coil is designed to operate with an
any of the arrow flashes. external ballast resistor. When testing the coil for
(4) Adjust tester speed control to operate dis- output, include resistor in tests. Inspect the coil for
tributor at speeds called for under "Specifications" external leaks and arcing.
and observe arrow flashes opposite tester degree ring Test coil according to coil tester Manufacturer's
to determine degrees of advance. instructions. Test coil primary resistance. Test ballast
(5) If advance is not according to specifications, resistor resistance. Test coil secondary resistance. Re-
replace with correct distributor shaft assembly place any coil or ballast resistor that does not meet
(shaft, reluctor sleeve, governor weights as a com- specifications.
plete assembly). Every time an ignition coil is replaced because of a
burned tower, carbon tracking, or any evidence of
VACUUM DIAPHRAGM LEAK TEST arcing at the tower, the nipple or boot on the coil end
of the secondary cable, replace cable. Any arcing at
With distributor mounted in distributor tester and the tower will carbonize the nipple so that placing it
with vacuum unit attached to distributor, proceed as on a new coil will invariably cause another coil fail-
follows: ure.
(1) Place thumb over end of vacuum pump and If secondary cable shows any signs of damage, ca-
hose and adjust regulator control knob to give a read- ble should be replaced with a new cable with a neo-
ing of 20 inches with hose closed off to be sure tester prene nipple since the old cable can cause arcing, and
hose does not leak. therefore, ruin a new coil.
(2) Attach tester vacuum pump hose to the tube
on the distributor vacuum unit. The vacuum gauge DUAL BALLAST RESISTOR
should hold on maximum vacuum obtainable if no
leak exists. The normal side of the dual ballast resistor is a
(3) Observe contact plate while performing leak compensating resistance in the ignition primary cir-
test to test response of contact plate. There should be cuit. During low speed operation current is
instant response to the pull of the diaphragm, moving maintained in this side of the ballast resistor for a
the plate without a drag or bind. longer period of time, causing it to heat up, and
(4) If leakage is indicated, replace vacuum unit resistance to increase. This action reduces voltage in
assembly. the ignition primary circuit, thereby, protects the coil
from high voltage during low speed operation. As
Vacuum Advance Curve engine speed is increased the amount of time in which
Connect tester vacuum pump hose to the distribu- current is maintained in this side of the ballast resis-
tor vacuum advance unit and perform operations 1 tor is shortened, causing it to cool off, and resistance
through 3 under "Centrifugal Advance Curve." Then to decrease. This action raises voltage in the ignition
proceed as follows: primary circuit, which is required for high speed op-
(1) Turn tester vacuum pump "ON." Adjust vacu-
eration. During starter operation the normal side of
um pump regulator to vacuum test specifications. See
"Specifications" and observe arrow flashes on tester the dual ballast resistor is bypassed, allowing full
degree ring to determine degrees of advance. battery voltage to the ignition primary circuit. The
(2) If vacuum advance is above or below specifica- auxiliary side of this dual unit protects the control
tions, replace vacuum advance unit. Retest vacuum unit by limiting voltage to the electronic part of the
advance curve. ignition primary circuit.

SPARK PLUGS
Spark plug appearance or conditions can reflect a about .001 in./ 1000 miles. Chances are the plug, as
wide variety of engine conditions as follows: pictured, could be cleaned, the gap electrodes filed,
regapped and reinstalled with good results.
Normal Conditions
Normal conditions (Fig. 1). This plug has been Cold Fouling
running at the correct temperature in a "healthy" Cold fouling or carbon deposits (Fig. 1). This dry
engine. The few deposits present will probably be black appearance is fuel carbon and can be due to
light tan or gray in color with most regular grades of over rich fuel-air mixture, possibly resulting from a
commercial gasoline. Electrode burning will not be in faulty choke, clogged air cleaner, improper carburet-
evidence; gap growth will average not more than or idle adjustment, or dirty carburetor. However, if

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 IGNITION SYSTEM—ELECTRICAL 8-47

Fig. I —Normal Conditions and Cold Fouling Fig. 2—Wet Fouling and Overheating
only one or two plugs in a set are fouled like this it is Overheating
a good idea to check for sticking valves or faulty Overheating (Fig. 2) is indicated by a white or
ignition cables. This condition also results from pro- light gray insulator which appears "blistered". Elec-
longed operation at idle. If the vehicle is operated trode wear rate will be considerably in excess of .001
extensively at idle and low speeds, improved plug in./1000 miles. This suggests that a cooler heat range
service will be obtained by using the next step hotter should be used . . . however, over-advanced ignition
spark plugs. timing, detonation and cooling system stoppages can
also overheat the correct spark plug heat ranges.
Wet Fouling
Wet fouling (Fig. 2) tells you that the plug has Cleaning and Regapp¡ng
drowned in excess oil. In an old engine, suspect worn Carefully clean the spark plugs in an abrasive type
rings or excessive cylinder wear. Use of a hotter plug cleaner. Use a pin type feeler gauge to check spark
may relieve such fouling, but plugs can't take the plug gap. Reset gaps to .035 inch. Before setting
place of needed engine overhaul. Remember that spark plug gap, file center electrode flat, make adjust-
"break-in" fouling of new engines may occur before ment by bending ground (side) electrode, never bend
normal oil control is achieved. In new or recently over- the center electrode.
hauled jobs, such fouling plugs can be cleaned and When installing spark plugs, tighten to 30 foot-
reinstalled. pounds.

SPARK PLUG REPLACEMENT

1973 400-440 Engine with the wide range of equipment availability, time will be saved by the following pro-
cedure for spark plug replacement:
CORONET, CHARGER With Heat Shield on Fender Apron
Tool
Plug No. Removal (Socket + ) Caution
1 Top Ratchet
3 Top or Bottom Box Wrench
5 Top or Bottom Ratchet Sharp edge on lower steering coupling
7 Bottom Box Wrench Disconnect Battery (live starter terminal)
2 Bottom Box Wrench
4 Bottom Ratchet
6 Bottom Ratchet Avoid heat riser valve
8 Bottom Ratchet
POLARA, MONACO With Heat Shield on Fender Apron
Top Ratchet
Bottom Box Wrench
Bottom Box Wrench
Bottom Box Wrench Disconnect Battery (live starter terminal)
Top or Bottom Ratchet
Top or Bottom Ratchet
Bottom Ratchet Avoid heat riser valve
Bottom Ratchet
Use a hoist to obtain working room under the engine. The POLARA, MONACO Body has slightly more hand-
room than the CORONET, CHARGER Body.
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8-48 INSTRUMENT PANELS—ELECTRICAL-

INSTRUMENT PANELS

INDEX

Page Page
Buzzer System 72 Polara-Monaco (D) 65
Challenger (J) 58 Service Diagnosis 49
Coronet-Charger (W) 62 Test in Vehicle 48
Dart (L) 55 Test Out of Vehicle 54
General Information 48

GENERAL INFORMATION
The fuel and temperature and oil pressure gauges When the engine is cold the resistance of the disc
operate on the constant voltage principle through a in the temperature sending unit is high and a low
voltage limiter. On models equipped with the low temperature will be indicated on the gauge.
fuel warning system, the voltage limiter is part of
the low fuel relay and supplies power for the fuel Alternator Indicating System
gauge only. The alternator gauge is an ammeter which senses
the direction and rate of flow of electrical current to
Fuel Level Indicating System or from the battery to indicate whether the battery is
A hinged float arm in the fuel tank raises or lowers being charged or discharged.
dependent on the fuel level. The float arm contacts a
variable resistor in the gauge sending unit that pro- OH Pressure Warning Light
vides a change of resistance in the fuel gauge circuit The oil pressure warning switch, mounted on the
with any up or down movement of the float. This re- engine, is controlled by engine oil pressure.
sistance registers on the instrument panel gauge, When engine oil pressure is high (normal operating
metered to the capacity of the tank. condition of the engine) the switch is held in the
When the fuel level in the tank is low, the resistance "OFF" or "OPEN" position allowing no current to
of the circuit is increased restricting current flow and flow to the oil pressure warning lamp on instrument
consequently positions the instrument panel gauge panel.
pointer to low. When engine oil pressure is low the switch is in
Resistance in the circuit is at a minimum when the the "ON" or "CLOSED" position allowing current to
tank is full and the float arm is raised. With resistance flow to the oil pressure warning lamp on the instru-
at a minimum, current flow is high registering full on ment panel causing the warning lamp to be illumi-
the instrument panel gauge. The low fuel warning nated.
light alerts the driver that his fuel supply is low.
Oîf Pressure Indicating System (Rallye
Cluster)
Temperature Indicating System The operation of the oil pressure indicating system
The operation of the temperature indicating system is identical in operation with the fuel and temperature
is identical in operation with the fuel system with system with the exception of the method of varying
the exception of the method of varying the resistance the resistance of the sending unit. The sending unit is
of the sending unit. In this system the sending unit mounted on the engine in place of the oil switch. A
resistance varies in direct relation to the temperature resistor is actuated by a diaphragm as oil pressure
of the coolant. increases or decreases.

SERVICE PROCEDURES

TESTS IN VEHICLE of a voltmeter or test light to the temperature sending

unit and the other lead to a good ground. Leave the
Voltage Limiter sending unit lead wire attached to the sending unit.
The voltage limiter can be tested in the vehicle or Turn the ignition switch to the "ON" position. A
with the instrument cluster removed. To quickly test fluctuating voltmeter or a flashing light indicates the
the voltage limiter in the vehicle, connect one lead voltage limiter is operating.
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 INSTRUMENT PANELS—ELECTRICAL 8-49
•TESTS ARE DESCRIBED IN APPROPRIATE
SECTION OF SERVICE MANUAL.
VOLTAOI LIMITIR * * O N MODELS EQUIPPED WITH THE LOW
M t V I C I DIAONOtIS FUEL WARNING SYSTEM, FUEL GAUGE
WILL NOT BE AFFECTED BY A FAULTY
VOLTAGE LIMITER.

TURN IGNITION
SWITCH " O N " AND
OBSERVE GAUGES

OAUOIS ALL OAUOIS RIAD

HIOH** ("AGAINST
PO NOT RIOISTIR
THI PIO")

INSTRUMENT CLUSTER
OPEN CIRCUIT TO
NOT
POSITIVE (+) SIDE PROPERLY GROUNDED
OF VOLTAGE LIMITER TO PANEL

ALL OAUOIS
VOLTAGE LIMITER RIOISTIR
VOLTAGE LIMITER
FAULTY* NORMAL>VOLTAOI
FAULTY*
LIMITIR OK

PF67l

FUIL GAUGE
CIRCUIT SIRVICE
DIAGNOSIS

THE FUEL GAUGE

ERRATIC OPERATION OF INDICATES A HIGHER
FUIL GAUGI OR LOWER FUEL LEVEL
THAN ACTUALLY EXISTS

LOOSE OR DIRTY FUEL TANK IS

FUEL TANK DEFORMED
ELECTRICAL CONNECTIONS IMPROPERLY GROUNDED

CLEAN AND TIGHTEN ALL

ELECTRICAL CONNECTIONS. FUEL TANK SENDING UNIT
INSPECT THE FUEL TANK CHECK FOR FUEL
OR INSTRUMENT PANEL
GROUND STRAP AND MAKE TANK DAMAGE
FUEL GAUGE IS FAULTY * *
SURE TANK IS GROUNDED
TO THE FRAME

FAULTY FUEL GAUGE

SENDING UNIT * *

FAULTY LOW FAULTY VOLTAGE

FUEL RELAY * LIMITER*· *WHERE APPLICABLE
••TESTS ARE DESCRIBED IN APPROPRIATE
SECTION OF SERVICE MANUAL PF672

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8-50 INSTRUMENT PANELS—ELECTRICAL-

TEMPERATURE GAUGE SERVICE DIAGNOSIS

TEMPERATURE GAUGE INDICATES HIGHER

OR LOWER TEMPERATURE T H A N ACTUAL ERRATIC TEMPERATURE GAUGE OPERATION
ENGINE TEMPERATURE

FAULTY WIRING LOOSE OR DIRTY ELECTRICAL CONNECTIONS

FAULTY TEMPERATURE SENDING UNIT* FAULTY INSTRUMENT PANEL TEMPERATURE GAUGE 1

FAULTY VOLTAGE LIMITER*

FAULTY INSTRUMENT PANEL TEMPERATURE G A U G E *

•TEST PROCEDURES ARE DESCRIBED IN APPROPRIATE
SECTION OF SERVICE MANUAL. PF673

AMMETER SERVICE DIAGNOSIS

TURN HEADLAMPS " O N " (DO NOT START

ENGINE. MAKE SURE HEADLAMPS ARE "ON")

AMMETER SHOWS CHARGE NOT MOVE AMMETER SHOWS DISCHARGE

CHECK AMMETER TERMINALS FOR

CONNECTIONS REVERSED O N AMMETER AMMETER OK
LOOSE CONNECTIONS

CHECK WIRING AND CONNECTIONS

FAULTY AMMETER

PF674

Fuel Gauge Test relay is faulty and should be replaced.

(1) Disconnect wire at fuel tank sending unit. Con- (5) If panel gauge does not perform as described,
nect one lead of Tester C-3826 to wire terminal and continuity of circuit from tank sending unit to panel
other lead to a good ground. Turn ignition key on. unit should be tested, with special attention to printed
(2) Turn knob on dial of tester to "H" and observe circuit board. If continuity has been established, the
gauge on panel. It should read "Full", plus 3/32 inch gauge should be replaced.
or minus 1/32 inch. (6) On units equipped with Low Fuel Warning
With dial knob on "M", panel gauge should read System, the output of the relay can be checked by
1/2.
using the procedure outlined under "Voltage Limiter
(3) With dial knob on "L", panel gauge should
read "Empty", plus 1/32 inch or minus 3/32 inch. Test."
On units equipped with Low Fuel Warning, the lamp, (7) If panel gauge does not perform as described,
should light when gauge goes from 1/2 to "E". continuity of circuit from tank sending unit to panel
(4) If lamp does not light when gauge pointer is unit should be tested with special attention to printed
between 1/2 capacity and empty, use a jumper wire circuit board before replacing panel gauge.
between cavities 2 and 3 of low fuel warning connec- (8) Should panel unit perform properly, fuel tank
tor, bulb should illuminate. If no light, check bulb and sending unit ground strap should be inspected for
wiring, if bulb and wiring are O.K. and lamp lights, proper installation on fuel line. If ground continuity

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 INSTRUMENT PANELS—ELECTRICAL 8-51

OIL PRISSURI
GAUGE
SIRVICI
DIAGNOSIS
(IF SO EQUIPPED)

CONNECT GAUGE TESTER

C-3826 (REMOVE TERMINAL FROM)
OIL PRESSURE SENDING UNIT
AND CONNECT TO ONE
TESTER LEAD. CONNECT OTHER
TESTER LEAD TO GROUND)

TURN IGNITION SWITCH

OAUGI DOIS NOT "ON"
(DO NOT START ENGINE) GAUGE REGISTERS
RIGISTIR OR IS PROPERLY
INACCURATI

PLACE TESTER IN " L " POSITION

REMOVE INSTRUMENT CLUSTER, (GAUGE SHOULD READ "L")
CHECK FOR LOOSE GAUGE OK
WIRING CONNECTIONS
OR BROKEN WIRE
PLACE TESTER IN
" M " POSITION
(GAUGE SHOULD READ MIDWAY
BETEEN " L " AND " H " )
FAULTY SENDING
WIRING OK UNIT

PLACE TESTER IN " H " POSITION

(GAUGE SHOULD READ "H")

FAULTY GAUGE

PF675

LOW OIL PRESSURE

W A R N I N G LIGHT
SERVICE DIAGNOSIS

LIGHT STAYS "ON*

TURN IGNITION
SWITCH " O N "
(DO NOTSTARTENGINE)
CHECK FOR
GROUNDED WIRING

CHECK FOR LOW

UOHT "OFF" UGHT "ON 1 OIL LEVEL

DEFECTIVE SENDING START AND IDLE TEST ENGINE

UNIT ENGINE OIL PRESSURE

DEFECTIVE BULB
ENGINE OIL
PRESSURE LOW

UGHT GOB "OFF"

BULB SOCKET OR
WIRING OPEN
REFER TO ENGINE
SERVICE DIAGNOSIS

WARNING LIGHT OK

PF738

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8-52 INSTRUMENT PANELS—ELECTRICAL-

BRAKE SYSTEM WARNING

LIGHT SERVICE DIAGNOSIS

TURN IGNITION KEY " O N "

(DO NOT START ENGINE
RELEASE PARKING BRAKE) APPLY SERVICE BRAKES (WARNING
LIGHT SHOULD NOT GO "ON")

WARNING LIGHT GOES "ON' APPLY PARKING BRAKE (WARNING

LIGHT SHOULD GO "ON") TEST SERVICE BRAKE
(LIGHT SHOULD BE "OFF")
WARNING LIGHT GOES WARNING SYSTEM FUNCTION*
"ON"

WARNING LIGHT
BRAKE SYSTEM
FAILS TO GO "ON" WARNING LIGHT
LEAKING FLUID
BRAKE SYSTEM DOES NOT GO "ON"
LEAKING FLUID

GROUNDED WIRING BULB BURNED OUT

GROUNDED WIRING OR OPEN CIRCUIT IN WIRING
SHORTED SERVICE TO SERVICE BRAKE SWITCH
BRAKE SWITCH

SHORTED PARKING BRAKE DISCONNECTED OR FAULTY

OR SERVICE BRAKE SWITCHES BULB SOCKET
FAULTY BRAKE SYSTEM LOOSE BULKHEAD CONNECTOR
PROPORTIONING VALVE UNIT*

BROKEN WIRE OR WIRE

FAULTY BRAKE SYSTEM DISCONNECTED AT PARKING
PROPORTIONING VALVE UNIT* BRAKE SWITCH FAULTY SERVICE BRAKE
SWITCH

FAULTY PARKING BRAKE SWITCH FAULTY SERVICE BRAKE

SYSTEM PROPORTIONING
VALVE UNIT*
*TESTS ARE DESCRIBED IN APPROPRIATE
SECTION OF SERVICE MANUAL
PF682

HORN RELAY SOCKET

DIAGRAM
KIT WARNING

KEY WARNING KEY-IN BUZZER TO HORN

TERMINAL SWITCH
SOCKET
CONTINUOUSLY KEY WARNING
(WHEN KEY IS IN
IGNITION SWITCH
FAULTY KEY AND DRIVER'S DOOR
WARNING BUZZER IS CLOSED!
OPEN
(IN HORN RELAY)
REPLACE HORN
CIRCUIT WIRING ± SOUND HORN TO FUSE TO HORNS
RELAY (+12V)
(THIS IS A TEST FOR
GROUNDED WIRING VOLTAGE SUPPLY
TO KEY WARNING
BUZZER)
LEFT FRONT DOOR
SWITCH DEFECTIVE

USING PROBE TYPE

SHORTED LEFT JUMPER, GROUND KEY
FRONT DOOR WARNING BUZZER
SWITCH TERMINAL OF HORN
RELAY (RELAY
KEY-IN SWITCH POSITIONED HALFWAY
O N IGNITION SWITCH INTO SOCKET)
DEFECTIVE
tEFfR TO HORN
SERVICE DIAGNOSIS

PF683

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 INSTRUMENT PANELS—ELECTRICAL 8-53

HIADLAJW-ON
WARNMO t U Z Z I t
TAIL LAMPS OK
STILL DOB NOT
ÒMftATI

CHECK WIRING
AMD CONNECTIONS
IN HEADLAMP-ON
WARNING BUZZER
CIRCUIT TAIL LAMPS DO
NOT OPERATE
KIY WARNING
KEY WARNING §UZZIR
BUZZER OK
DOM NOT
OMRATI
WIRING OK
CHECK HEADLAMP
SWITCH. REPAIR
OR REPLACE IF
REQUIRED. SEE KEY WARNING
C

FAULTY

PF684

is satisfactory, remove tank unit for testing. See ing unit on the engine. Connect one test lead of tester
"Fuel System." Group 14. C-3826 to the terminal and the other test lead to a
good ground. Place the pointer of the gauge tester
Fuel Tank Sending Unit Test on the "L" position and turn the ignition switch to
Before removing any unit of the fuel level indicat- "on". The temperature gauge should show "C" plus
ing system, the panel fuel gauge should be tested or minus 1/8 inch.
first. See "Tests in Vehicle." If the panel gauge per- Place the pointer of the tester on the "M" position
forms properly make sure the fuel tank ground strap and the temperature gauge should advance to the
on the fuel line at the tank is making a good ground. driving range left of 1/2 position of the dial. Place
Should the gauge perform properly and the ground the pointer of the tester in the "H" position and the
strap be properly installed, remove the fuel tank gauge should advance to the "H" position of the dial.
sending unit as outlined in "Fuel System", Group 14 Should the gauge respond to the above tests but not
and test as follows: operate when the terminal is attached to the sending
(1) Using an ohmmeter with a 0 to 100 ohm scale, unit, indications are of a defective sending unit and
connect one lead to body of sending unit and the other it should be replaced.
lead to terminal in center of unit. Should the gauge fail to respond to the above tests,
(2) Hold unit so float arm contacts "Empty Stop." indications are of possible loose connections, broken
The reading on ohmmeter scale should be 73 ohms, wire, open printed circuit, or faulty gauge. The instru-
plus or minus 12.0 ohms. ment cluster should be removed for further inspec-
(3) Raise arm to "Full Stop." The reading should tion. See "Instrument Cluster Removal."
now be 9.6 ohms, plus or minus 1 ohm.
If the unit does not perform to these specifications, Ammeter Test (Dart, Challenger Coronet
inspect the stops or arm for possible distortion. If the and Charger)
stops or arm cannot be repaired, the unit should be Turn the headlights on (do not start engine). The
replaced. ammeter needle should move toward the "D" or
discharge scale. If no movement of the needle is
Temperature Gauge Test observed, check the terminals for loose wires. If the
Disconnect the terminal from the temperature send- terminals are secure, the ammeter is defective. If the

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8¯54 INSTRUMENT PANELS—ELECTRICAL-
needle moves toward "C" or charge the connections "ON". The same light will also illuminate should one
are reversed. of the two service brake systems fail when the brake
pedal is applied. To test the system turn the ignition
Ammeter Test (Shunt type) (Polara Monaco) key "ON", and apply the parking brake. If the light
With the shunt type ammeter, the main car current fails to light, inspect for a burned out bulb, discon-
is in a separate lead located in the engine compart- nected socket, a broken or disconnected wire at the
ment wiring. A small portion of the current tapped switch.
off to supply the ammeter. To test the service brake warning system, raise the
CAUTION: Do not connect any accessories to the car on a hoist and open a wheel cylinder bleeder while
ammeter studs. The test for the shunt type ammeter a helper depresses the brake pedal and observes the
is the same as for the standard ammeter. warning light. If the light fails to light, inspect for a
burned out bulb, disconnected socket, a broken or
Off Pressure Warning Light disconnected wire at the switch. If the bulb is not
To check the low oil pressure warning light system, burned out and the wire continuity is proven, replace
turn ignition key to on position and observe if oil the brake warning switch in the brake line "Tee"
pressure light comes on. If light comes on proceed and fitting mounted on the frame rail in the engine com-
start engine. If the light remains on immediately turn partment below the master cylinder.
engine off and check engine oil pressure according to
procedures as outlined in the engine section of this Tachometer
manual. If it is determined that oil pressure is accord-
The tachometer that is available in Chrysler Corpo-
ing to specifications, check for a grounded wire
and/or replace oil pressure sending unit. When turn- ration vehicles is a self contained electronic tachome-
ing ignition key to the on position and the oil pressure ter. It is connected to the ignition coil on the negative
light does not come on, disconnect lead at sending (distributor) post. Through this connection the tach-
unit and touch it to ground. If the light bulb comes on ometer senses ignition firings and counts their num-
replace the sending unit. If the light bulb does not ber. This is shown by a pointer on the face of the
come on the light bulb is burned out or the bulb instrument that is marked off in rpm so that the driver
socket, wiring and connections are faulty. reads rpm.

Off Pressure Gauge (Rallye duster) TESTS OUT OF VEHICLE

Disconnect wire from the oil pressure sending unit
on the engine. Connect one test lead of Tester Tool Printed Circuit Board
C-3826 to the removed wire terminal the other test A visual inspection of the conductors should be
lead to a good ground. Place the pointer of the gauge made for cracks or damaged circuits. If no visual
tester on the "L" position and turn the ignition switch damage is evident, each circuit should be tested for
to "on". Do not start engine. The oil pressure gauge continuity with an ohmmeter or a test light. Should
should show "L" plus or minus 1/8 inch. an open circuit be detected, the printed circuit board
Place the pointer on the tester on the "M" posi- should be replaced.
tion and the oil pressure gauge should advance to
the 1/2 position of the dial. Place the pointer of the Instruments
tester in the "H" position and the gauge should ad- (1) Connect a jumper wire to voltage limiter input
vance to the "H" position of the dial. terminal. Connect other end of the jumper wire to
Should the gauge respond to the above tests, but positive post (+) of a 12 volt test battery.
not operate when the wire is attached to the sending (2) Connect a jumper wire from negative (—) post
unit, it should be replaced. Should the gauge fail to of battery to instrument cluster base (ground).
respond to the above tests indications are of possible (3) Connect one lead from Tester C-3826 to gauge
loose connections, broken wire, or faulty gauge. The sending terminal being tested.
instrument cluster should be removed for further (4) Connect remaining tester lead to instrument
tests. See "Instrument Cluster." cluster base (ground).
When the gauge tester is in "L" position, the gauge
Brake System Warning Light being tested should read on the low side of dial.
The brake warning light flashes only when the With gauge tester on "M", the gauge should read in
parking brake is applied with the ignition key turned the center of the dial scale and on the high end of the

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 INSTRUMENT PANELS—ELECTRICAL 8¯55

dial when pointer of tester is placed on "H". If gauges (9) Installation of third support member (not appli-
do not perform as stated, inspect for an open printed cable to Challenger)
circuit before replacing gauge. (9a) For Dart, Coronet and Charger models, select
Caution: A direct connection from a 12 volt battery and correctly install shim pack between forward ex-
will damage the gauges or printed circuit boards. tension of upper bracket and bracket support. Install
bolt and washer and tighten to 110 inch pounds
STEERING COLUMN LOWERING AND RAISING torque.
(9b) For Polara and Monaco models loosen the re-
When servicing the instrument panel and the Low- taining bolt on the forward slotted bracket hanger so
ering and Raising of the steering column is required, that the hanger is free to slide up and down.
the following is the procedure for doing so: (9c) Install nut and washer for the forward support
NOTE: THIS PROCEDURE IS NOT FOR REMOVING and tighten the nut to 110 inch pound torque.
AND REPLACING THE STEERING COLUMN. RE- (9d) Letting the forward bracket hanger find its
FER TO GROUP (19) OF THIS MANUAL FOR THE own center, tighten the retaining bolt to 200 inch
REMOVAL AND REPLACEMENT PROCEDURES. pounds torque.
(10) Remove spacer tool, install horn ground strap,
Lowering Steering Column and gearshift pointer if applicable.
(1) Loosen two O-Ring retainer plate bolts.
(2) Remove three toe plate bolts. CARLINES (V-L)
(3) Remove nut attaching horn ground strap to
stud. CAUTION: DISCONNECT BATTERY GROUND
(4) Remove horn ground strap from stud. CABLE AT BATTERY BEFORE SERVICING IN-
(5) Remove gear shift pointer if applicable. STRUMENT PANEL
(6) Remove nuts and or bolts attaching steering
column bracket to the instrument panel steering
column support bracket. LIGHT BULB REPLACEMENT (V-L)
(7) Allow column to lower and rest on seat.
Brake Systems
Raising Steering Column Oil Pressure Warning
(1) On columns without lower shaft bearings install Right Side Cluster Illumination
centering tool C-4134 between steering shaft and shift
tube. On floor shift columns with no shift tube install Removal
tool C-4157 between steering shaft and column jacket. (1) Drop air conditioner center outlet if so
NOTE: Double coupling columns and columns equipped. (Refer to "Air Conditioner Center Outlet"
equipped with manual transmission linkage have removal).
lower shaft bearings and do not require the use of a (2) Remove windshield wiper switch (refer to
centering tool. Switch Removal).
(2) Raise the column assembly against the instru- (3) From right side of column, remove bulb.
ment panel support bracket and install the two upper
bracket retaining nuts finger tight only. Installation
(3) Check to make sure that all wiring is clear and
(1) From right side of column install bulb.
not pinched.
(4) Using special tool C-4111 center the steering (2) Install windshield wiper switch (refer to Switch
shaft coupling at midpoint of its travel. This is ac- Installation).
complished by moving the column and slotted bracket (3) Install air conditioner center outlet if so
assembly on the mounting studs. equipped. (Refer to "Air Conditioner Center Outlet"
(5) Tighten the two upper bracket retaining nuts to installation).
110 inch pounds torque.
(6) Rotate the toe plate into position making sure Right Turn Signal Indicator
that the bolt holes are properly lined up. High Beam Indicator
(7) Install toe plate mounting bolts and tighten to
200 inch pounds torque. Replacement
(8) Tighten O-Ring retaining plate bolts to 200 inch (1) From left side of column, reach over column
pounds torque. support bracket, remove bulb.

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856 INSTRUMENT PANELS—ELECTRICAL-

Left Turn Signal Indicator (3) Remove air conditioning center outlet if so
Center Cluster Illumination equipped. (Refer to "Air Conditioner Center Outlet"
removal).
Removal (4) Remove steering column cover by removing
(1) Remove emergency flasher from its bracket. four mounting screws.
(2) From left side of column remove bulb. (5) Lower steering column (refer to steering column
lowering procedure under general information).
Installation (6) From under panel disconnect speedometer cable
(1) From left side of column, install bulb. from cluster.
(2) Install emergency flasher into its bracket. (7) Remove six mounting screws attaching cluster
to panel, rock cluster out far enough to reach and
Left Side Cluster Illumination disconnect printed circuit board connector, switches
and ammeter leads.
Replacement (8) Remove cluster from panel.
(1) From left side of column, remove bulb.
Installation
Ash Receiver Lamp (1) Rest cluster in panel opening; connect printed
circuit board connector, switches and ammeter leads,
Removal then rock cluster into position and install attaching
(1) Remove tray from housing. screws.
(2) Remove socket and housing assembly by pinch- (2) From under panel connect speedometer cable to
ing spring legs together. cluster.
(3) Remove socket from housing. (3) Raise steering column (refer to steering column
(4) Remove bulb. raising procedure under general information).
(4) install steering column cover with attaching
Installation screws.
(1) Install bulb. (5) Install air conditioning center outlet if so
(2) Install socket into housing. equipped. (Refer to "Air Conditioner Center outlet"
(3) Install socket and housing assembly. installation).
(4) Install tray into housing. (6) Remove tape from steering column.
(7) Connect battery ground cable and test operation
Air Conditioning Control Lamp of all instruments.
Removal INSTRUMENT REPLACEMENT (V¯L)
(1) Remove control (refer to Heater and Air Condi-
tioning Controls Removal). Removal
(2) Remove socket from housing. (1) Remove instrument cluster (refer to Instrument
(3) Remove bulb. Cluster Removal).
(2) Place cluster face down on padded bench.
Installation (3) Remove headlamp switch and windshield wiper
(1) Install bulb. switch (refer to Switch Removal).
(2) Install socket into housing. (4) Remove six housing to bezel retaining screws
(3) Install control (refer to Heater and Air Condi- and carefully separate the two.
tioning Controls Installation). (5) Remove terminal mounting nuts of gauge to be
serviced and remove gauge from front of housing.
Gfove Box Lamp
Replacement Installation
(1) Reach up and remove bulb. (1) Position new gauge in housing and install termi-
nal mounting nuts.
INSTRUMENT CLUSTER (V-L) (2) Carefully position bezel on cluster housing and
install six retaining screws.
Removal (3) Install headlamp switch and windshield wiper
(1) Disconnect battery ground cable. switch (refer to Switch Installation).
(2) Tape steering column to keep from damaging (4) Install instrument cluster (refer to Instrument
finish when removing cluster. Cluster Installation.

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 INSTRUMENT PANELS—ELECTRICAL 8-57

SPEEDOMETER REPLACEMENT (V-L) meter gauge (refer to Instrument Installation).

(5) Carefully position bezel or cluster housing and
Removal install six retaining screws.
(1) Remove instrument cluster (refer to Instrument (6) Install headlamp switch and windshield wiper
Cluster Removal). switch (refer to Switch Installation).
(2) Place cluster face down on padded bench. (7) Install instrument cluster (refer to Instrument
(3) Remove headlamp switch and windshield wiper Cluster Installation).
switch, (refer to Switch Removal).
(4) Remove six housing to bezel retaining screws FUSE BLOCK (V-L)
and carefully separate the two.
(5) Remove two speedometer mounting screws and The fuse block is located in the passenger compart-
rubber washers from back of cluster housing. ment under the instrument panel to the left of the
(6) Carefully lift speedometer head out of housing. brake pedal and is retained to the bulkhead discon-
nect by two locking tabs.
Installation To release the fuse block from the bulkhead dis-
(1) Position new or repaired speedometer head in connect, unlock locking tabs from fuse block and slide
housing, aligning screw holes with holes in speedome- indexing barrels out of the bulkhead disconnect. Refer
ter head. to "Specifications" for fuse name and capacity.
(2) Install two rubber washers and retaining screws
in back of housing and tighten. CIRCUIT BREAKERS (V-L)
(3) Carefully position bezel on cluster housing and
install six retaining screws. Use only identical type and amperage value circuit
(4) Install headlamp switch and windshield wiper breakers as replacements for service. See "Specifica-
switch (refer to Switch Installation). tion" for the location of circuit breakers.
(5) Install instrument cluster (refer to Instrument
Cluster Installation). SWITCH REPLACEMENT (V-L)
PRINTED CIRCUIT BOARD REPLACEMENT Headlamp Switch
(V-L)
Removal
Removal (1) Move fuse block out of the way by removing
(1) Remove instrument cluster (refer to Instrument
Cluster Removal). attaching screw.
(2) Place cluster face down on padded bench. (2) Remove knob and stem by depressing the re-
(3) Remove headlamp switch windshield wiper lease button on the switch.
switch (refer to Switch Removal). (3) Remove spanner nut with special Tool C-3824,
(4) Remove six housing to bezel screws and care- drop switch below panel and disconnect wiring from
fully separate the two. switch.
(5) Remove fuel gauge, temperature gauge, and
ammeter gauge, (refer to Instrument Removal). Installation
(6) Remove speedometer (refer to Speedometer Re- (1) Connect wiring to switch, position into panel,
moval). install spanner nut, and tighten with special Tool
(7) Remove voltage limiter and lamp sockets from C-3824.
printed circuit board. (2) Install knob and stem into switch.
(8) Remove retaining screws from printed circuit (3) Install fuse block into position and secure with
board and lift printed circuit board from back of attaching screw.
housing.
Windshield Wiper Switch
Installation
(1) Position new printed circuit board on back of Removal
housing, install retaining screws and tighten. (1) Remove air conditioning center outlet if so
(2) Install voltage limiter and lamp sockets into equipped. (Refer to "Air Conditioner Center Outlet"
printed circuit board. removal).
(3) Install speedometer (refer to Speedometer In- (2) Remove switch knob by pulling OFF.
stallation). (3) Remove spanner nut with Tool C¯3824, drop
(4) Install fuel gauge, temperature gauge, and am- switch below panel and disconnect wiring from switch.
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8-58 INSTRUMENT PANELS—ELECTRICAL

Installation CAUTION: The following steps should e performed

(1) Connect wiring to switch, position into panel, for safety of eyes if it is required to lay under panel.
install spanner nut, and tighten with special Tool (3) Remove two mounting nuts from studs which
C-3824. secure air conditioning hung on extension assembly.
(2) Install switch knob. (4) Lower extension assembly from lower reinforce-
(3) Remove air conditioning center outlet if so ment.
equipped. (Refer to "Air Conditioner Center Outlet"
installation). Installation
(1) Position extension assembly in place on lower
Accessory Switch reinforcement and secure with mounting nuts.
(2) Raise center outlet assembly into position and
Removal secure with two mounting nuts.
(1) Move fuse block out of the way by removing
attaching screw. INSTRUMENT PANEL TRIM PAD (V-L)
(2) Remove mounting nut and bezel.
(3) Drop switch below panel and disconnect wiring Removal
from switch. (1) Remove radio speaker (refer to Radio group).
(2) Remove glove box door lock striker.
Installation (3) Remove six glove box mounting screws.
(1) Connect wiring to switch and position into panel. (4) Collapse glove box and remove through opening
(2) Install bezel, mounting nut, and tighten. in panel.
(3) Install fuse block into position and secure with (5) Remove instrument cluster (refer to Instrument
attaching screw. Cluster Removal).
(6) Move glove box lamp out of mounting hole for
HEATER AND AIR CONDITIONING CONTROL access.
(V-L) (7) Remove five nuts and two screws mounting trim
pad.
Removal (8) Remove trim pad from panel.
(1) Remove radio (refer to Radio group).
(2) From under instrument panel remove two con- Installation
trol assembly retaining nuts and Air Conditioner heat- (1) Position trim pad into panel, install five mount-
er control support bracket mounting screw. ing nuts and two mounting screws, and tighten se-
(3) Lower assembly below instrument panel and curely.
disconnect blower switch wires, control cables, or (2) Install glove box lamp into mounting hole.
vacuum connector if air conditioning equipped. (3) Install instrument cluster (refer to Instrument
Cluster Installation).
Installation (4) Position glove box through opening in panel,
(1) From a position below instrument panel, con-
install six mounting screws and tighten securely.
nect and adjust control cables (refer Heater and Air
Conditioning group). (5) Install glove box door lock striker.
(2) Connect blower switch wires. (6) Install radio speaker (refer to Radio group).
(3) Connect vacuum connector if air conditioning
equipped. CARLINES (B-J)
(4) Position control assembly on mounting bracket
and install two retaining nuts, air conditioner heater CAUTION: DISCONNECT BATTERY GROUND
control support bracket mounting screws, and tighten. CABLE AT BATTERY BEFORE SERVICING IN-
(5) Install radio (refer to Radio group). STRUMENT PANEL

AIR CONDITIONING CENTER OUTLET AND LIGHT BULB REPLACEMENT (B-J)

DUCT ASSEMBLY (V-L)
To replace the following bulbs the radio must be
Removal removed. See Radio Group of this manual for radio
(1) Remove two mounting nuts from underside of "Removal" and "Installation".
assembly. High Beam Indicator
(2) Drop assembly down to free from mounting Brake Warning
studs and pull out from under panel. Oil Pressure
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Ll· INSTRUMENT PANELS—ELECTRICAL 8-59
The following bulbs are replaced from under the
panel. SPRINGNUT(6)
Right Turn Signal
Left Turn Signal
Ash Receiver
Heater Control Flood Lamp
Reverse Indicator Lamp
Courtesy Lamp
To replace the radio lamp, remove the two mount-
ing screws and the single support bracket nut and
lower radio until lamp is accessible. Do not discon-
nect wiring. Replace bulb, install radio.

INSTRUMENT CLUSTER (Fig. 1 and Fig. 2 B¯J)

SCREW (6)
Removal
Before performing this operation it is advisable to PY718

put a protective cover over the top of the instrument Fig. 1—Instrument Cluster Bezel—Removal and
panel and steering column to prevent damage. Installation (B-J)
(1) Disconnect battery ground cable. raising procedure under general information).
(2) Remove the six lamp panel mounting screws. (5) Position switch panel and install mounting
Carefully slide lamp panel out and lay on top of in- screws.
strument panel. It is not necessary to disconnect (6) Install lamp panel.
wiring harness. (7) Remove protective covering. Connect battery
(3) Remove the four switch bezel mounting screws, ground cable and check cluster operation.
let bezel hang loose. It is not necessary to disconnect
switches. INSTRUMENT REPLACEMENT (B¯J)
(4) Lower steering column (refer to steering column
lowering procedure under general information). Removal
(5) From under instrument panel disconnect speed- (1) Remove instrument cluster (refer to Instrument
ometer cable. Cluster Removal).
(6) Remove six cluster bezel mounting screws, angle (2) Place cluster face down on a padded work
bezel out in such a manner as to clear the clock reset bench.
button. Reach between bezel and panel and disconnect (3) Remove the seven cluster lens snap pin retain-
stereo control wiring harness (if so equipped). On ers and lift lens from housing.
Rallye cluster, clock reset knob and odometer reset
INSTRUMENT PANEL
knob must be removed from cluster bezel to remove
clock.
(7) Remove the four cluster to panel mounting
screws.
(8) Disconnect all wiring harnesses and remove
cluster.

Installation
LOCATING PINS(2)
(1) Rest cluster in opening and connect wiring
harnesses. Replace the cluster to panel mounting STANDARD CLUSTER
screws.
(2) Position cluster bezel and connect stereo con-
trol wiring harness (if so equipped).
CAUTION: When installing cluster bezel be sure
stereo control harness is tucked into panel to avoid
being trapped by bezel. RALLYE CLUSTER
Install bezel mounting screws.
(3) Connect speedometer cable and install clock
reset knob and odometer reset knob. Fig. 2—Instrument Cluster—Removal and Installation
(4) Raise steering column (refer to steering column (B-J)
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8¯6O INSTRUMENT PANELS—ELECTRICAL
LOCKING NOTCH (2)
(4) Remove terminal mounting nuts of gauge to be
serviced and remove gauge from front of housing. LOCKING
TAB (2)
Installation
(1) Position new gauge in housing and install termi-
nal mounting nuts. INDEX HOLES (2)
(2) Position cluster lens to housing and install seven
snap pin retainers. BULKHEAD
(3) Install instrument cluster (refer to Instrument INDEX BARRELS (2) DISCONNECT
Cluster Installation).
FUSE BLOCK
SPEEDOMETER (B-J)
Removal
To replace the speedometer, it is necessary to re-
move the instrument cluster. See "Instrument Cluster VIEW IN DIRECTION
Removal. OF ARROW A NU559
(1) Place cluster face down on a padded work
bench.
Fig. 3—Removing or Installing Fuse Block (B-J)
(2) Remove the seven cluster lens snap pin retain-
ers and lift lens from housing. (1) Disconnect battery ground cable.
(3) Remove two speedometer mounting screws with (2) Remove the six lamp panel mounting screws.
attached insulators. Remove speedometer from cluster Carefully slide lamp panel out and lay on top of in-
housing. strument panel. It is not necessary to disconnect
wiring harness.
Installation (3) Remove the four switch bezel mounting screws.
(1) Position speedometer on cluster housing and Carefully slide assembly out and to the right over-
install mounting screws and insulators. lapping cluster, then lower it until free then discon-
(2) Assemble cluster lens to cluster housing and nect wiring harness.
secure with snap pins. (a) Wiper Switch—Pull control knob from shaft.
(3) Install instrument cluster (See "Instrument Clus- Remove mounting nut and remove switch from bezel
ter Installation"). assembly.
(b) Headlamp Switch—Remove the two switch
FUSE BLOCK (Fig. 3 B-J) mounting screws and remove switch from bezel as-
sembly.
The fuse block is located in the passenger compart-
MAIN BULKHEAD DISCONNECT
ment under the instrument panel to the left of the HARNESS
brake pedal and is retained to the bulkhead discon-
nect by two locking tabs.
To release the fuse block from the bulkhead dis-
connect, unlock locking tabs from fuse block and slide
indexing barrels out of the bulkhead disconnect. Refer
to "Specifications" for fuse name and capacity. HORN RELAY
LOCKING
TAB (2)
CIRCUIT BREAKERS (Fig. 4 B-J)
30 AMPERE
CIRCUIT BREAKER FUSE BLOCK
Use only identical type and amperage value circuit
breakers as replacements for service. See "Specifica-
15 AMPERE
tion" for the location of circuit breakers. CIRCUIT BREAKER

SWITCH REPLACEMENT (B-J) WINDOW LIFT

SAFETY RELAY

Removal
NU558
Before performing this operation it is advisable to
put a protective cover over the top of the instrument Fig. 4—Removing and Installing Circuit Breakers or
panel and steering column to prevent damage. Relays (B-J)
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 INSTRUMENT PANELS—ELECTRICAL 8-61

(c) Rear Defogger or Top Lift Switch—Remove the of the heater-defroster linkage.
two switch mounting screws and remove switch from (4) Position cluster bezel in instrument panel and
bezel assembly. install the six mounting screws. Connect wiring har-
(d) Dimmer Switch—Remove the seven screws ness.
holding mounting plate to bezel. Remove wiper and (5) Install left trim bezel.
dimmer switch knobs and separate plate from bezel. (6) Connect wiring harness to switch bezel. Slide
Remove dimmer switch mounting nut and separate bezel into position and install mounting screws.
switch from mounting plate. (7) Install lamp panel and mounting screws.
(8) Remove protective covering. Connect battery
Installation ground cable and check control operation.
(1) Connect wiring harness to switch bezel. Slide
bezel into position and install mounting screws. AIR CONDITIONING CONTROLS (B¯J)
(2) Install lamp panel and mounting screws.
(3) Remove protective covering. Connect battery Removal
ground cable and check switch operation. (1) Disconnect battery ground cable.
(2) Remove the control assembly mounting bracket.
HEATER CONTROLS (B-J) (3) Remove the control assembly mounting screws.
(4) Disconnect the wiring, vacuum harness and the
Removal control cable.
Before performing this operation it is advisable to (5) Remove control assembly from panel.
put a protective cover over the top of the instrument
panel and steering column to prevent damage. Installation
(1) Disconnect battery ground cable. (1) Connect the wiring vacuum harness and control
(2) Remove the six lamp panel mounting screws. cable to control assembly.
Carefully slide lamp panel out and place on top of (2) Position control assembly behind instrument
instrument panel. It is not necessary to disconnect panel and install mounting screws.
wiring harness. (3) Install control assembly mounting bracket.
(3) Remove the four switch bezel mounting screws. (4) Connect battery ground cable.
Carefully slide assembly out and to the right, over-
lapping cluster, then lower it until free from instru- TRIM PAD (B¯J)
ment panel. Disconnect wiring harness and remove
switch bezel. Removal
(4) Remove left trim bezel by removing the four (1) Remove glove box.
exterior screws and one from under instrument panel. (2) Remove switch panel and disconnect wire con-
(5) Remove the six cluster bezel mounting screws. nectors.
Slide bezel forward allowing it to rest on steering (3) Remove lower left trim panel.
column. (4) Remove air conditioner center duct.
(6) Using the access area provided through the (5) Remove ash receiver assembly.
switch bezel removal, remove top screw of heater-
(6) Remove instrument cluster (refer to ''Instru-
defroster linkage.
ment Cluster Removal").
(7) From under instrument panel remove screw
from temperature control linkage, then remove the (7) Remove "A" post garnish moldings.
two screws from heater control bracket, (one is lo- (8) From instrument cluster and glove box opening
cated on bottom of panel and the other is behind remove trim pad retaining nuts.
the heater unit). (9) Remove trim pad.
(8) Remove wiring harness from blower motor
switch. Installation
(9) Remove the four remaining control mounting (1) Install trim pad and secure with mounting nuts.
screws and slide unit out of panel. (2) Install "A" post garnish mouldings.
(3) Install instrument cluster (refer to "Instrument
Installation Cluster Removal").
(1) Position control in instrument panel and install (4) Install ash receiver assembly.
four mounting screws. (5) Install air conditioner center duct.
(2) Connect wiring harness to blower switch. (6) Install lower left trim panel.
(3) Install the two control bracket screws, the one (7) Connect wires to switch panel and install.
in the temperature control linkage and the top screw (8) Install glove box.
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CARLINES (R-W) (3) Remove all electrical leads and all lamps on
right rear of instrument cluster.
CAUTION: DISCONNECT BATTERY GROUND (4) From under panel disconnect speedometer cable
CABLE AT BATTERY BEFORE SERVICING IN- from cluster.
STRUMENT PANEL (5) Remove heater control support bracket mount-
ing screw from rear of cluster housing.
LIGHT BULB REPLACEMENT (R¯W) (6) Remove two heater control mounting screws
and allow control to hang.
(Standard Cluster) (7) Tape steering column to keep from damaging
The bulbs in the instrument cluster are retained in finish when removing cluster.
sockets plugged into the printed circuit board on the (8) Lower steering column (refer to steering column
back of the instrument cluster. All cluster bulbs are lowering procedure under general information).
accessible from behind the instrument panel. To re- (9) Remove six cluster mounting screws attaching
move the socket, turn 1/4 turn counterclockwise and cluster to panel, lower cluster out at top, and discon-
pull out from printed circuit board. In replacing the nect remaining electrical leads and remove lamps
bulbs on the right side, it will be necessary to remove from left rear of instrument cluster.
the radio. If so equipped refer to Radio Group for (10) Remove cluster from panel.
removal and installation. Also as an aid in reaching
the right turn signal or oil pressure light bulb, first Installation
loosen the wire harness from the retaining clip. On (1) Rest cluster in panel opening; connect electrical
air conditioning equipped models, disconnect the left leads and install lamps into left rear of instrument
spot cooler hose. cluster; then position cluster in panel and install
attaching screws.
(Rallye Cluster) (2) Raise steering column (refer to steering column
The bulbs are all accessible from under the instru- raising procedure under general information).
ment panel. In replacing the bulbs on the right side, it (3) Install heater control and mounting screws;
will be necessary to remove the radio. If so equipped tighten securely.
refer to Radio Group for removal and installation. To (4) Install heater control support bracket and
remove bulbs reach up and pull out lamp assembly mounting screw to rear of cluster housing; tighten
from cluster housing. securely.
(5) From under panel connect speedometer cable to
INSTRUMENT CLUSTER (Fig. 1 R-W) cluster.
(6) Connect all electrical leads and install all lamps
Removal to right rear of instrument cluster.
(1) Disconnect battery ground cable. (7) Install radio (refer to radio group).
(2) Remove radio (refer to radio group). (8) Remove tape from steering column.
(9) Connect battery ground cable and test operation
of all instruments.
SPRING NUT
INSTRUMENT PANEL
INSTRUMENT REPLACEMENT (R-W)

Removal
(1) Remove instrument cluster (refer to Instrument
Cluster Removal).
(2) Place cluster face down on padded bench.
(3) Remove headlamp switch and windshield wiper
switch (refer to Switch Removal).
(4) Remove housing to bezel retaining screws and
carefully separate the two.
(5) Remove terminal mounting nuts of gauge to be
serviced and remove gauge from front of housing.
MOUNTING SCREWS `W V PB32O Installation
Fig. 1 -Instrument Cluster Removal and Installation (1) Position new gauge in housing and install termi-
nal mounting nuts.
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 INSTRUMENT PANELS—ELECTRICAL 8-63

(2) Carefully position bezel on cluster housing and housing, install retaining screws and tighten.
install retaining screws. (2) Install voltage limiter and lamp sockets into
(3) Install headlamp switch and windshield wiper printed circuit board.
switch (refer to Switch Installation). (3) Install speedometer (refer to Speedometer In-
(4) Install instrument cluster (refer to Instrument stallation).
Cluster Installation). (4) Install fuel gauge, temperature gauge, and am-
meter gauge (refer to Instrument Installation).
SPEEDOMETER REPLACEMENT (R-W) (5) Carefully position bezel or cluster housing and
install retaining screws.
Removal (6) Install headlamp switch and windshield wiper
(1) Remove instrument cluster (refer to Instrument switch (refer to Switch Installation).
Cluster Removal). (7) Install instrument cluster (refer to Instrument
(2) Place cluster face down on padded bench. Cluster Installation).
(3) Remove headlamp switch and windshield wiper
switch, (refer to Switch Removal).
FUSE BLOCK (R¯W)
(4) Remove housing to bezel retaining screws and
carefully separate the two. The fuse block is located in the passenger compart-
(5) Remove two speedometer mounting screws and ment under the instrument panel to the left of the
rubber washers from back of cluster housing.
brake pedal and is retained to the bulkhead discon-
(6) Carefully lift speedometer head out of housing.
nect by two locking tabs.
Installation To release the fuse block from the bulkhead dis-
(1) Position new or repaired speedometer head in connect, unlock locking tabs from fuse block and slide
housing, aligning screw holes with holes in speedome- indexing barrels out of the bulkhead disconnect. Refer
ter head. to "Specifications" for fuse name and capacity.
(2) Install two rubber washers and retaining screws
in back of housing and tighten. CIRCUIT BREAKERS (R¯W)
(3) Carefully position bezel on cluster housing and
install retaining screws. Use only identical type and amperage value circuit
(4) Install headlamp switch and windshield wiper breakers as replacements for service. See "Specifica-
switch (refer to Switch Installation). tion" for the location of circuit breakers.
(5) Install instrument cluster (refer to Instrument
Cluster Installation). SWITCH REPLACEMENT (R-W)

PRINTED CIRCUIT BOARD REPLACEMENT Headlamp Switch

(R¯W Standard Cluster Only)
Removal
Removal (1) Remove headlamp switch knob and stem.
(1) Remove instrument cluster (refer to Instrument
(2) Remove headlamp switch bezel nut.
Cluster Removal).
(3) Remove headlamp switch from instrument clus-
(2) Place cluster face down on padded bench.
(3) Remove headlamp switch windshield wiper ter and disconnect electrical leads.
switch (refer to Switch Removal). Installation
(4) Remove housing to bezel screws and carefully (1) Connect electrical leads to headlamp switch and
separate the two. install into instrument cluster.
(5) Remove fuel gauge, temperature gauge, and am-
(2) Install headlamp switch bezel nut and tighten
meter gauge, (refer to Instrument Removal).
(6) Remove speedometer (refer to Speedometer Re- securely.
moval). (3) Install headlamp switch knob and stem.
(7) Remove voltage limiter and lamp sockets from
printed circuit board. Wiper Switch
(8) Remove retaining screws from printed circuit
board and lift printed circuit board from back of Removal
housing. (1) Remove wiper switch knob.
(2) Remove wiper switch bezel nut.
Installation (3) Remove wiper switch from instrument cluster
(1) Position new printed circuit board on back of and disconnect electrical leads.

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8-64 INSTRUMENT PANELS—ELECTRICAL

Installation Left Spot Cooler

(1) Connect electrical leads to wiper switch and
install into instrument cluster. Removal
(2) Install wiper switch bezel nut and tighten se- (1) Remove two retaining screws.
curely. (2) Remove spot cooler.
(3) Install wiper switch knob.
Installation
HEATER, AIR CONDITIONING, AND UPPER (1) Position spot cooler into panel, install two
LEVEL VENTILATION CONTROLS (R¯W) retaining screws and tighten securely.

Removal CLOCK (R-W)

(1) From under instrument panel remove vacuum
lines and electrical leads. Removal
(2) Remove control support bracket mounting (1) Remove instrument cluster (refer to Instrument
screw from back of control. Cluster Removal).
(3) Remove two control mounting nuts from mount- (2) With cluster face down on padded work bench,
ing brackets. carefully remove bezel from housing.
(4) Drop control from rear of panel. (3) Remove clock mounting nuts.
(5) Disconnect cables from control and remove. (4) Remove clock from front of housing.

Installation Installation
(1) Install cables to control and adjust, (refer to (1) Position clock in housing, install mounting nuts
Heater and Air Conditioning Group for cable adjust- and tighten securely.
ment. (2) Install bezel to housing.
(2) Position control into panel, install two mounting (3) Install instrument cluster (refer to Instrument
nuts and tighten securely. Cluster Installation).
(3) Install control bracket mounting screw to back
of control and tighten securely. ASH RECEIVER (R-W)
(4) Install vacuum lines and electrical leads.
Removal
CENTER AIR CONDITIONING AND UPPER (1) Remove ash receptacle and face plate assembly.
LEVEL VENTILATION DUCT(R-W) (2) Remove flasher.
(3) Remove four housing to instrument panel
Removal mounting screws.
(1) Remove glove box (refer to Glove Box Removal). (4) Remove housing from instrument panel.
(2) Remove ash receiver (refer to Ash Receiver Re- (5) Disconnect ash receiver light and cigar lighter
moval). wire.
(3) Remove lower air conditioning or upper level
ventilation duct attaching screw. Installation
(4) Remove two duct to air outlet mounting clips. (1) Connect ash receiver light and cigar light wire.
(5) Remove duct. (2) Position housing into instrument panel, install
four mounting screws and tighten securely.
Installation (3) Install flasher.
(1) Position duct into place and install two mount- (4) Install ash receptacle and face plate assembly.
ing clips.
(2) Install attaching screw and tighten securely. GLOVE BOX (R¯W)
(3) Install ash receiver (refer to Ash Receiver In-
stallation). Removal
(4) Install glove box (refer to Glove Box Installa- (1) With door in open position, disconnect check
tion). cable from panel by removing retaining screw.
(2) Remove four glove box door hinge to instrument
AIR CONDITIONING OUTLETS (R-W)
panel mounting screws.
Center and Right Spot Coolers (3) Remove glove box door and hinge as an assem-
Center and right spot coolers are part of the trim bly.
pad finish plate. Refer to Trim Pad Finish Plate for (4) Remove eight glove box to instrument panel
removal and installation. mounting screws.

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 INSTRUMENT PANELS—ELECTRICAL 865

(5) Remove glove box through glove box opening (6) Install ash receiver (refer to Ash Receiver In-
in panel. stallation).
(7) Install glove box (refer to Glove Box Installa-
Installation tion).
(1) Insert glove box into glove box opening in panel.
(2) Install eight glove box to instrument panel TRIM PAD FINISH PLATE (R¯W)
mounting screws and tighten securely.
(3) Position glove box door and hinge assembly into Removal
place, install four mounting screws, and tighten se- (1) Remove glove box (refer to Glove Box Removal).
curely. (2) Remove ash receiver (refer to Ash Receiver Re-
(4) Holding door in open position, connect check moval).
cable to panel with retaining screw and tighten se- (3) Remove air conditioning or upper level ventila-
curely. tion duct (refer to Center Air Conditioning and Upper
Level Ventilation Duct Removal).
TRIM PAD (Fig. 2 R-W) (4) From behind panel remove six trim plate to
instrument panel mounting screws.
Removal (5) Remove trim plate.
(1) Remove glove box (refer to Glove Box Removal).
(2) Remove ash receiver (refer to Ash Receiver Re- Installation
moval). (1) Position trim plate into panel, install six mount-
(3) Remove air conditioning or upper level ventila- ing screws and tighten securely.
tion duct work (refer to Air Conditioning and Upper (2) Install air conditioning or upper level ventila-
Level Ventilation Duct Removal). tion duct (refer to Center Air Conditioning and Upper
(4) Remove instrument cluster (refer to Instrument Level Ventilation Duct Installation).
Cluster Removal). (3) Install ash receiver (refer to Ash Receiver In-
(5) Remove ten trim pad mounting nuts. stallation).
(6) Disconnect seat belt warning lamp wiring. (4) Install glove box (refer to Glove Box Installa-
(7) Remove trim pad. tion).

Installation CARLINES (P-D)

(1) Install trim pad into position on panel.
(2) Install seat belt warning lamp wiring. CAUTION: DISCONNECT BATTERY GROUND
(3) Install ten trim pad mounting nuts and tighten CABLE AT BATTERY BEFORE SERVICING IN-
securely. STRUMENT PANEL
(4) Install instrument cluster (refer to Instrument
Cluster Installation). LIGHT BULB REPLACEMENT (P-D)
(5) Install air conditioning or upper level ventila-
tion duct work (refer to Air Conditioning and Upper Ash Receiver Lamp
Level Ventilation Duct Installation).
Removal
NUT (1) Remove one air conditioner center outlet duct
support bracket mounting screw.
INSTRUMENT (2) Remove the air conditioner center outlet duct.
PANEL
(3) Remove ash receiver receptacle.
(4) Remove three ash receiver housing mounting
screws.
(5) Push the ash receiver housing towards the
plenum chamber to clear mounting flanges.
(6) Tilt the ash receiver housing downward and dis-
engage lamp assembly.
(7) Remove lamp.

Installation
(1) Install lamp and insert into ash receiver hous-
TRIM PAD ing.
PB35l
Fig. 2-Instrument Panel Trim Pad (R-W) (2) Position ash receiver housing in panel, install

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8-66 INSTRUMENT PANELS—ELECTRICAL-
three mounting screws, and tighten securely. (2) Install instrument cluster (refer to "Instrument
(3) Install ash receiver receptacle. Cluster Installation").
(4) Position air conditioner center outlet duct in
panel, install support bracket mounting screw, and Oil Lamp
tighten securely. Door Open Lamp
Left Turn Signal Lamp
Auxiliary Switch Lamp Low Fuel Lamp
Right Turn Signal Lamp
Removal Brake Warning Lamp
(1) Remove bracket attachment screw and lower as- Seat Belt Warning Lamp
sembly through opening in lamp panel.
(2) Disengage lamp. Removal
(1) Remove air conditioner center connecting duct.
Installation (refer to "Air Conditioner Center Connecting Duct
(1) Install lamp. Removal").
(2) Position assembly into lamp panel and secure (2) From underneath instrument panel disengage
with attachment screw. lamp socket to be serviced from cluster.
(3) Remove lamp from socket.
Courtesy Lamps
Installation
Replacement (1) Install lamp into socket.
(1) The courtesy lamps are located on the right and (2) From underneath instrument panel install lamp
socket into cluster.
left lower instrument panel reinforcements. (3) Install air conditioner center connecting duct
(2) Reach up and remove lamp. (refer to "Air Conditioner Center Connecting Duct
Flood Lighting Installation").

Removal INSTRUMENT CLUSTER (Fig. 1 P-D)

(1) Disconnect socket from lamp panel.
(2) Remove bulb from socket.
Removal
(1) Disconnect battery ground cable.
Installation (2) Tape steering column to keep from damaging
finish when removing cluster.
(1) Install bulb into socket.
(2) Install socket into lamp panel. RADIO/HEATER AND AIR
CONDITIONING BEZEL
Glove Box Lamp HEATER/AIR
Replacement CONDITIONING OPENING
(1) Place the tip of a small screw driver under- HIDDEN SCREWS
neath the lip of the glove box switch and pry switch UNDER CLUSTER BEZEL
CLUSTER BEZEL
from opening. ASSEMBLY
(2) Remove lamp.

High Beam Indicator

Removal
CLUSTER
(1) Roll instrument cluster bezel down and towards ASSEMBLY
you. (refer to "Instrument Cluster Removal"). (AREA)
(2) It is not necessary to remove bezel assembly.
Disconnect wiring as necessary to gain access to high
beam lamp assembly.
(3) Disengage lamp assembly from cluster housing
and remove lamp from socket.
Installation PD439
(1) Install lamp into socket and insert into cluster Fig. 1-Instrument Cluster Removal and Installation
housing. (P-ù)

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 INSTRUMENT PANELS—ELECTRICAL 8-67
(3) Remove lamp panel mounting screws and drop (13) Remove tape from steering column.
panel down; then place on top of instrument panel. (14) Connect battery ground cable and test opera-
(4) Remove hood release handle attaching screws tion of all instruments.
and allow release handle to lay on floor.
(5) Remove column cover mounting screws and INSTRUMENTS (P¯D)
drop cover down.
(6) Disconnect rear speaker fader control wiring Removal
from control on panel, (if so equipped) (1) Remove instrument cluster (refer to "Instru-
(7) Snip the plastic rib that retains the vent control ment Cluster Removal").
cable in column cover. (2) Place cluster assembly on a padded area of the
(8) Remove vent control cable retaining clip. work bench.
(9) Remove vent control cable through the opening (3) Remove gear shift indicator housing from clus-
in column cover. ter housing (two screws).
(10) Remove center A/C connecting duct by remov- (4) Remove cluster from bezel assembly (four
ing one screw from duct support bracket. screws).
(11) Lower steering column (refer to steering col- (5) Remove cluster lens from cluster housing by
umn lowering procedure under general information). turning up the two upper cluster housing mounting
(12) From under panel disconnect speedometer tabs.
cable from cluster. (6) Remove the two speedometer mounting screws
(13) Remove bezel by removing two hidden screws located on the back of cluster housing.
from under lower edge of cluster bezel, one screw (7) Remove speedometer assembly.
from side of bezel, and one screw from top of bezel. (8) Remove terminal mounting nuts of gauge to be
(14) Remove cluster bezel mounting screws and roll serviced and remove gauge from front of housing.
cluster down and towards you far enough to discon-
nect all electrical leads and lamps from rear of cluster. Installation
(15) Remove cluster bezel from panel. (1) Position new gauge in housing and install termi-
(16) Remove four cluster assembly mounting nal mounting nuts.
screws. (2) Position speedometer in housing, install two
(17) Remove cluster assembly. mounting screws, and tighten securely.
(3) Install cluster lens on housing by turning down
Installation the two upper cluster housing mounting tabs.
(1) Install cluster on bezel and fasten with four (4) Position cluster bezel to housing, install four
mounting screws. retaining screws and tighten securely.
(2) Rest cluster bezel in panel and connect all elec- (5) Install gear shift indicator housing on cluster
trical leads and lamps into rear of cluster; then posi- housing, install two retaining screws and tighten se-
tion into panel and install attaching screws. curely.
(3) Install radio bezel and install attaching screws. (6) Install instrument cluster into panel (refer to
(4) From under panel connect speedometer cable to "Instrument Cluster Installation").
cluster.
(5) Raise steering column (refer to steering column SPEEDOMETER (P¯D)
raising procedure under general information).
(6) Adjust transmission linkage (refer to transmis- Remove*/
sion group). (1) Remove instrument cluster (refer to "Instru-
(7) Install center A/C connecting duct and secure ment Cluster Removal").
to duct support bracket with attaching screw. (2) Place cluster on padded work bench.
(8) Install vent control cable through the opening
(3) Remove two gear shift indicator housing retain-
in column cover and secure with retaining clip.
(9) Connect rear speaker fader control wiring to ing screws and remove housing from cluster.
control on column cover panel, (if so equipped). (4) Remove four bezel to cluster mounting screws
(10) Position column cover in panel and secure with and remove bezel.
attaching screws. (5) Remove cluster lens from cluster housing by
(11) Position hood release handle on column cover turning up the two upper cluster housing mounting
and secure with attaching screws. tabs.
(12) Position lamp panel into place, being careful (6) Remove two speedometer mounting screws lo-
not to pinch any wires and secure into place with at- cated on the back of the cluster housing and carefully
taching screws. remove the speedometer.

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Installation (refer to "Air Conditioner Connecting Duct Installa-

(1) Position speedometer into cluster housing, in- tion").
stall two mounting screws, and tighten securely. (6) Install column cover, (refer to "Column Cover
(2) Install cluster lens on housing by turning down Installation").
the two upper cluster housing mounting tabs.
(3) Position cluster bezel to housing, install four Windshield Wiper and Washer Switch
retaining screws and tighten securely. Rear Defogger Switch
(4) Position gear shift indicator housing on cluster Tailgate Window Lift and Wash Switch
housing, install two retaining screws, and tighten
securely. Removal
(5) Install instrument cluster (refer to 'Instrument (1) Remove column cover (refer to "Column Cover
Cluster Installation"). Removal").
(2) Remove center air conditioner connecting duct
FUSE BLOCK (P-D) (refer to "Air Conditioner Connecting Duct Re-
moval").
The fuse block is located in the passenger compart- (3) Remove left spot cooler duct (refer to "Left
ment under the instrument panel to the left of the Spot Cooler Duct Removal").
brake pedal and is retained to the bulkhead discon- (4) Reach up under panel and disconnect wiring
nect by two locking tabs. from switch.
To release the fuse block from the bulkhead dis- (5) Remove two switch mounting screws.
connect, unlock locking tabs from fuse block and slide (6) Remove switch.
indexing barrels out of the bulkhead disconnect. Refer
to "Specifications" for fuse name and capacity. Installation
(1) Position switch into panel, install two mounting
CIRCUIT BREAKERS (P-D) screws, and tighten securely.
(2) Reach up under panel and connect wiring to
Use only identical type and amperage value circuit switch.
breakers as replacements for service. See "Specifica- (3) Install left spot cooler duct (refer to "Left Spot
tions" for the location of circuit breakers. Cooler Duct Installation").
(4) Install center air conditioner connecting duct
SWITCHES (P-D) (refer to "Air Conditioner Connecting Duct Installa-
tion").
Headlamp and Panel Dimmer Switch (5) Install column cover (refer to "Column Cover
Installation").
Removal
(1) Remove column cover (refer to "Column Cover Glove Box Lamp Switch
Removal").
(2) Remove center air conditioner connecting duct, Removal
(refer to "Air Conditioner Connecting Duct Re- (1) Remove right spot cooler duct (refer to "Right
moval"). Spot Cooler Duct Removal").
(3) Remove left spot cooler duct (refer to "Left (2) Reach underneath instrument panel and discon-
Spot Cooler Duct Removal"). nect wiring from switch.
(4) Reach up under panel and depress stem release (3) Place the tip of a small screw driver under-
button at the same time remove switch stem from neath the lip of the switch and pry switch from
front of panel. opening.
(5) Disconnect wiring from switch.
Installation
(6) Remove switch mounting nut. (1) Position switch into opening and press into
(7) Remove switch. place.
Installation (2) Connect wiring to switch.
(1) Position switch into panel, install mounting nut, (3) Install right spot cooler duct (refer to "Right
and tighten securely. Spot Cooler Duct Installation").
(2) Install switch stem into switch.
(3) Connect wiring to switch. Rear Speaker Fader Control Switch
(4) Install left spot cooler duct, (refer to "Left Spot Removal
Cooler Duct Installation"). (1) Remove column cover (refer to "Column Cover
(5) Install center air conditioner connecting duct. Removal").

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 INSTRUMENT PANELS—ELECTRICAL 8-69

(2) Disconnect wiring from switch. Installation

(3) Remove retaining screws from switch. (1) Position duct into place, install retaining screw,
(4) Remove switch. and tighten securely.

Installation AIR CONDITIONING OUTLETS (P¯D)

(1) Position switch in column cover, install retain-
ing screw, and tighten securely. Left Spot Cooler
(2) Connect wiring to switch.
(3) Install column cover (refer to "Column Cover Removal
Installation"). (1) Remove instrument cluster (refer to "Instru-
ment Cluster Removal").
HEATER, AIR CONDITIONING CONTROLS AND (2) Remove two spot cooler mounting screws.
UPPER LEVEL VENTILATION CONTROLS (P¯D) (3) Remove spot cooler.

Removal Installation
(1) Remove lamp panel (refer to "Lamp Panel Re- (1) Position spot cooler in panel, install two cooler
moval"). mounting screws, and tighten securely.
(2) Remove column cover (refer to "Column Cover (2) Install instrument cluster (refer to "Instrument
Removal"). Cluster Installation").
(3) Remove air conditioner center connecting duct
(refer to "Air Conditioner Connecting Duct Re- Center Spot Cooler
moval").
(4) Remove radio trim bezel (refer to "Radio Bezel Removal
Removal"). (1) Remove air conditioner center connecting duct
(5) Remove two control mounting nuts. (refer to "Air Conditioner Connecting Duct Re-
(6) Disconnect wiring and vacuum hoses from con- moval").
trol. (2) Remove two outlet mounting screws.
(7) Remove control cables from control. (3) Remove spot cooler.
(8) Remove control.
Installation
Installation (1) Position spot cooler in panel install two cooler
(1) Install control cables to control and adjust (refer mounting screws, and tighten securely.
to "Heater or Air Conditioning Control Cable Adjust- (2) Install air conditioner center connecting duct
ment"). (refer to "Air Conditioner Center Duct Installation").
(2) Position control into panel, install mounting
nuts, and tighten securely. Right Spot Cooler
(3) Install radio trim bezel (refer to "Radio Bezel
Installation"). Removal
(4) Install air conditioner center connecting duct (1) Remove two spot cooler mounting screws.
(refer to "Air Conditioner Connecting Duct Installa- (2) Remove spot cooler.
tion").
(5) Install column cover (refer to "Column Cover
Installation
(1) Position spot cooler in panel, install two mount-
Installation").
ing screws, and tighten securely.
(6) Install lamp panel (refer to "Lamp Panel Instal-
lation"). CLOCK (P-D)
AIR CONDITIONING DUCTS (P-D) Removal
(1) Remove clock reset knob.
Center Connecting Duct, (2) Refer to "Instrument Cluster Removal" and
Left Spot Cooler Duct, partially remove cluster enough to gain access to re-
Spot Cooler Duct move wires, and two mounting screws from clock.
(3) Remove clock.
Removal
(1) Remove one retaining screw from duct support Installation
bracket. (1) Position clock into cluster, install two mounting
(2) Remove duct. screws, and tighten securely.

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8¯7O INSTRUMENT PANELS—ELECTRICAL

(2) Connect wires to clock. (6) Remove box from front of panel.
(3) Install instrument cluster (refer to "Instrument
Cluster Installation"). Installation
(1) Position glove box in panel, push towards
GLOVE BOX (P-D) plenum chamber to clear mounting flanges.
(2) Install six mounting screws and tighten se-
Glove Box Door curely.
(3) Position catch into place, install two mounting
Removal screws, and tighten securely.
(1) Remove check strap mounting screw. (4) Position check strap on instrument panel, install
(2) Remove three screws from hinge. mounting screw and tighten securely.
(3) Remove door.
ASH RECEIVER (P-D)
Installation
(1) Position door in panel, install 3 retaining screws Removal
and tighten securely. (1) Remove one center A/C outlet duct attachment
(2) Position check strap on panel, install retaining screw at lower reinforcement and loosen duct but do
screw, and tighten securely. not remove.
(2) Remove receptacle and faceplate assembly.
Lockable Glove Box Latch (3) Remove three ash receiver housing mounting
screws.
Removal (4) Push housing toward plenum chamber and dis-
(1) Remove glove box door. connect the electrical leads to lighter and lamp assem-
(2) Put latch in closed position. bly.
(3) Turn key to locked position. (5) Disengage turn signal clip from bracket on side
(4) Remove key. of housing.
(5) Insert stiff wire or paper clip into the rectangu- (6) Remove housing through opening in panel.
lar opening on the underside of the latch and press
release tab into cylinder. Installation
(6) While holding release tab down in cylinder in- (1) Connect electrical leads to lighter and lamp
sert key and pull out lock cylinder. assembly.
(7) Remove two mounting screws and remove latch. (2) Install turn signal flasher.
(3) Position ash receiver housing into panel, install
Installation three mounting screws, and tighten securely.
(1) Position latch in glove box door, install mount- (4) Install receptacle and faceplate assembly.
ing screws and tighten securely. (5) Install outlet duct attachment screw and tighten
(2) Install lock cylinder. securely.
(3) Install glove box door (refer to Glove Box Door
Installation). LAMP PANEL (P-D)

Glove Box Removal

(1) Remove lamp panel mounting screws.
Removal (2) Disconnect wire harness from lamp panel.
(1) Remove two glove box door check strap mount- (3) Remove lamp panel.
ing screws.
(2) Remove two glove box catch mounting screws Installation
and remove catch. (1) Connect wire harness to lamp panel.
(2) Position lamp panel into instrument panel, in-
(3) Remove six glove box mounting screws.
stall mounting screws and tighten securely.
Note: There are five screws on the glove box hinge,
only (2) of these screws need to be removed, they are RADIO BEZEL (P-D)
the 2nd and 4th from right to left. The loosening or
removal of any other screws on the hinge is not Removal
recommended. (1) Remove lamp panel (refer to "Lamp Panel Re-
(4) Remove vacuum deck lid switch mounting nut. moval").
(5) Push the glove box towards the plenum chamber (2) Remove column cover (refer to "Column Cover
to clear mounting flanges. Removal").

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 INSTRUMENT PANELS—ELECTRICAL 8-71

(3) Remove two hidden screws from under lower control on column cover panel, (if so equipped).
edge of the cluster bezel. (3) Position column cover in panel and secure with
(4) Remove one screw from side of bezel and one attaching screws.
screw from top of bezel. (4) Position hood release handle on column cover
(5) Remove bezel. and secure with attaching screws.

Installation TRIM PAD (Fig. 2 P-D)

(1) Position bezel into panel, install retaining
screws and tighten securely. Removal
(2) Install column cover (refer to "Column Cover (1) Remove instrument cluster (refer to Instrument
Installation"). Cluster Removal).
(3) Install lamp panel (refer to "Lamp Panel Instal- (2) Remove air conditioner left spot cooler duct if so
lation"). equipped. (Refer to Air Conditioner Duct Removal).
(3) Remove one screw from each of the far right
COLUMN COVER (P-D) and far left side of the roof headlining molding.
(4) Remove right and left scuff plates.
Removal (5) Remove right and left kick pads.
(1) Remove hood release handle attaching screws (6) Remove right and left "A" post moldings.
and allow release handle to lay on floor. (7) Disconnect left stereo speaker wiring and re-
(2) Remove column cover mounting screws and move speaker. (If so equipped, refer to Radio Group
drop cover down.
for Removal).
(3) Disconnect rear speaker fader control wiring
from control on panel, (if so equipped) (8) Remove center air conditioner outlet if so
(4) Snip the plastic rib that retains the vent control equipped. (Refer to Air Conditioner Outlet Removal).
cable in column cover. (9) Remove glove box (refer to Glove Box Removal).
(5) Remove vent control cable retaining clip. (10) Remove right air conditioner outlet if so
(6) Remove vent control cable through the opening equipped. (Refer to Air Conditioner Outlet Removal).
in column cover. (11) Through glove box opening remove five lower
panel to trim pad attaching nuts.
Installation (12) From instrument cluster area remove two
(1) Install vent control cable through the opening mounting nuts from the trim pad wings, and three
in column cover and secure with retaining clip. lower panel to trim pad retainer attaching screws.
(2) Connect rear speaker fader control wiring to (13) Remove wiring from all trim pad wiring clips.

TRIM PAD

TRIM SCREW TRIM SCREW

INSTRUMENT PANEL
GLOVE BOX OPENING
TRIM PAD
LOWER SHEET M O U N T I N G NUT
METAL PANEL
PY7A

Fig. 2-lnstrumont Panel Trim Pad (P-D)

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8-72 INSTRUMENT PANELS—ELECTRICAL-
(14) Disconnect stereo crossover wiring (if so (6) Connect center speaker wiring (if so equipped).
equipped). (7) Connect right stereo speaker wiring (if so
(15) Disconnect right stereo speaker wiring (if so equipped).
equipped). (8) Connect stereo crossover wiring (if so equipped).
(16) Disconnect center speaker wiring (if so (9) Install wiring to all trim pad wiring clips.
equipped). (10) Install right air conditioner outlet if so
(17) Loosen instrument panel pivots at right and equipped. (Refer to Air Conditioner Outlet Installa-
left side cowls. tion).
(18) Remove four trim pad to cowl mounting screws (11) Install glove box (refer to Glove Box Installa-
and roll panel slightly rearward. tion).
(19) Remove trim pad side attachment screws. (12) Install center air conditioner outlet if so
(20) Remove trim pad from panel. equipped. (Refer to Air Conditioner Outlet Installa-
tion).
Installation (13) Install left front stereo speaker and install
(1) Position trim pad into panel, install two side wiring (if so equipped. (Refer to Radio Group for In-
attachment screws, and tighten securely. stallation).
(2) Roll instrument panel up to cowl, install four (14) Install right and left "A" post moldings.
cowl mounting screws, and tighten securely. (15) Install right and left kick pads.
(3) From instrument cluster area, install two (16) Install right and left scuff plates.
mounting nuts to trim pad wings. Install three attach- (17) Install one screw to each of the far right and
ing screws, and tighten securely. far left side of the roof headlining molding.
(4) From underneath panel install five lower panel (18) Install air conditioner left spot cooler duct if so
to trim pad attaching nuts, and tighten securely. equipped. (Refer to Air Conditioner Duct Removal).
(5) Tighten instrument panel pivots at right and (19) Install instrument cluster (refer to Instrument
left side cowls. Cluster Installation).

BUZZER SYSTEM

The Buzzer Warning System (Fig. 1) consists of a IGNITION AND STEERING LOCK
Key Warning Buzzer-Horn Relay and an optional The ignition lock is located on the right side of the
Headlamp Buzzer. The key warning buzzer and horn steering column.
relay are combined into one unit. This unit has a single The ignition switch has five position. Starting from
pole double throw relay in which the buzzer contacts the full counterclockwise position they are:
are normally closed and the horn relay contacts are Accessory, Lock, Off, On and Start. In "Lock" or
normally open. The horn relay and buzzer coils may "Accessory" positions, the steering and ignition sys-
be considered as one coil performing a dual function tems are locked to provide anti-theft protection for
or two coils wound on the same relay base. the car.
Operating the horn switch provides the ground The ignition key cannot be turned to the loc¾ posi-
circuit for the horn relay, which when energized tion until the gear selector is placed in the Park (P)
closes its contacts to complete the horn circuit. The position for automatic transmissions or reverse gear
relay is designed for intermittent duty. Continuous position for manual transmissions with column se-
operation will cause it to overheat. lector.
The key warning buzzer is energized whenever the With floor or console mounted selector the steer-
key is in the ignition switch, regardless of position ing column may be equipped with a rotating lever. If
so equipped this lever must be rotated toward the
(Accessories, Off, On), and the driver's door is open.
ignition lock before you can lock the ignition.
Under these conditions, the key buzzer switch and
The Accessory position permits the operation of the
door switch contacts are closed, completing the buzzer electrical accessories when the engine is not running.
circuit. The "Off" position allows the engine to be turned
The headlamp "On" warning buzzer is a separate off without locking the steering.
unit. It is energized whenever the headlamp switch The key can be inserted or withdrawn only, in the
is in the headlamp "On" or "Park" position and the "Lock" position. Do not attempt to pull the shift
driver's door is open. This buzzer contains a diode to lever out of Reverse or Park after the key has been
prevent circuit feedback. For Diagnosis, see pages 52 turned to the lock position.
and 53 of this unit. For service refer to Section 19.

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 RADIO AND ANTENNA—ELECTRICAL 8-73
D¯
-S> TO HORNS
TO BATTERY I KEY SWITCH
HORN RELAY I
KEY-IN |
BUZZER | TO HORN SWITCH LEFT
L J FRONT
HEADLAMP-ON DOOR
WARNING SWITCH
BUZZER
HEADLAMP SWITCH

TO BATTERY 4U

'•TAIL LAMPS

y-AAAAA

TO BATTERY
TIME DELAY RELAY

RIGHT
IGNITION FASTEN SEAT LOCK DOOR
FRONT
DOME LAMP KEY LAMP BELT LAMP LAMP
DOOR
SWITCH

TO BATTERY PB352

fig. I—Buzzer System

RADIO AND ANTENNA

INDEX

Page Page
Antennas 78 Radio Replacement 79
Antenna Trimming 76 Rear Seat Speakers 79
Fader Control 76 Service Diagnosis 77
Front Speaker 79 Stereo Speakers 79
Interference Elimination 76

GENERAL INFORMATION

OPERATION depots. If a schematic wiring diagram is desired, it

should be obtained from the manufacturer of the
Setting Push Button To Station particular unit.
(1) Turn radio on for five minutes.
(2) Unlock push button by pulling it out and manu- AM Pushbutton Radio (Fig. ¶)
ally tune in desired station. To operate the radio the ignition switch must be
(3) Push button back into position to lock adjust- in the ON or Accessory position. Operation is by two
ment. rotary controls and five push buttons.
(4) Repeat operation on the other push buttons. Left Center Knob—On-Off and Volume
The radio push button adjustment for FM is the Left Outer (Ring) Knob—Tone Control
same as for the standard AM radio. Right Center and Outer (Ring) Knob or Push But-
tons—Station Selection
Schematic Wiring Diag¡irams
The manufacturers of the radios make repair AM Reception
service available through their authorized service AM is an abbreviation for Amplitude Modulation.

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8-74 RADIO AND ANTENNA—ELECTRICAL-
transmitter is not in line of sight. In metropolitan
areas reception is possible in tunnels due to the re-
flectability of the FM wave, whereas AM reception
is impossible.
FM reception is usually noise-free due to the fact
that the receiver responds to frequency changes
rather than amplitude changes, which can contain
noise. This factor alone makes FM reception very
desirable. An FM radio will have more noise when not
PB214 tuned to a station than AM but this noise completely
F¡g. 1-AM Push Button Radio disappears when a station is tuned in. Under certain
The voice is super-imposed upon a carrier signal in conditions (weak signals) the FM radio will pick up
such a way as to vary the amplitude or strength of noise. The noise cancelling features of an FM radio
the signal. Due to the carrier frequencies used, 550 require a certain signal strength before they can
KHZ to 1600 KHZ long range is easily achieved. At perform their function. An FM radio operated in the
night the signals travel further than during the day fringe area where signals are weak will pick up motor
and station mixing becomes a problem. Many stations noise from cars and other electrical disturbances.
are required to go off the air or reduce their power at The household FM radio has a decided advantage
dusk. AM radio waves are reflected by the atmosphere over the FM automobile radio. Once the radio is
which provides the long range reception. placed in motion, the problems multiply. For this
The AM method of transmitting is subject to noise, reason it is very important that the customer under-
and elimination of noise, is only possible by listening stands what to expect from FM reception.
to strong stations. Most electrical disturbances will The factors governing FM automobile reception are
enter an AM radio, and weak stations will suffer the listed below with a brief description of the design
most interference. features which minimize reception difficulties. These
An Automatic Gain Control (AGC) Circuit is used reception difficulties are restricted primarily to the
on AM, which responds very well to changes in signal fringe area and metropolitan reception is excellent.
strength and keeps the volume at a constant level.
Although radio reception on AM is not generally good Range
when passing under bridges, the AGC tends to main- Normal range for Chrysler AM-FM radio is approxi-
tain the same volume level. mately 35 miles. There are naturally exceptions to
this. On flat terrain, and with powerful transmitters,
FM Reception the range could be considerably extended. Educa-
FM is the abbreviation for Frequency Modulation, tional stations that are generally weak may be listen-
which is a method of varying the frequency of a able only at a distance of from a few blocks to a few
carrier wave in such a manner as to represent the miles. If the automobile is not moving, reception can
audio signal. The FM band is from 88 to 108 Mega- be very satisfactory at distances over 25 miles. Once
hertz and each station is assigned a frequency in this the automobile is set into motion, it is possible to
band. With no audio signal present, the station is drive past hills or buildings in the fringe area and
exactly on its assigned frequency. The audio informa- momentarily lose the station.
tion is then applied and it shifts the frequency slightly Reception under 25 miles is reliable on practically
from one side to the other of the center or assigned all commercial stations and "flutter" due to hills and
frequency. The amplitude or strength remains con- buildings will not be troublesome.
stant and only the frequency changes. For maximum range capabilities the Chrysler AM-
Since the operating frequencies are high, 88 to 108 FM contains four stages of Intermediate Frequency
Megahertz, the FM wave is not reflected by the Amplification.
atmosphere. The range is limited due to this fact,
similar to television broadcasts. This type of wave is Flutter
often called "Line of Sight" since the receiver an- Flutter is produced in the fringe area when objects
tenna must see the transmitting antenna. This is come between the station and the receiver. The signal
particularly true in the fringe areas where the signals will be lost momentarily then it will return. The rate
are very weak. A building or hill can very easily which the flutter occurs is dependent upon the car's
blank out the FM wave. In metropolitan areas where speed in passing objects. The effect is very similar to
the signal is very strong, the waves can bounce off the way a television set flutters in the fringe area
buildings and reception is possible even though the when an airplane passes between it and the station.

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 RADIO AND ANTENNA—ELECTRICAL 8-75

Flutter is kept at an absolute minimum in the Motor Noise

Chrysler AM-FM radio due to its high gain. Noise in general is no problem in FM receivers,
provided sufficient signal is available from the station.
Automatic Frequency Control (AFC) FM receivers, however, are only immune to noise
Due to the higher frequencies used in FM reception, under signal conditions. With no signal, or a very
it is imperative that the receiver does not drift off weak one, motor noise can be received from passing
station. A home radio has constant voltage and is cars and trucks. This is particularly true of passing
rarely subjected to wide variations in temperature. cars that do not use TVRS suppression spark plug
The FM car radio operates under more severe condi- wires. As the station signal strength increases the
tions. The temperatures may range from below freez- FM circuit rejects the noise and it disappears. Noise
ing to well over 100 degrees fahrenheit. The supply will not be noticed in metropolitan areas or within
voltage of 12 volts may go as high as 14.5 volts with approximately 25 miles of the station.
the alternator charging.
The easiest method of combatting these variables AM/FM-Multiplex Knobs (Fig. 2)
is to build a strong AFC system which can draw the To operate: Ignition switch must be at "On" or
station back in even though the receiver oscillator "Ace" position.
frequency has drifted off. This was thought to be Turn the left hand knob clockwise to "On" position.
undesirable for several reasons. With a strong AFC This same knob adjusts the volume level. The ring
circuit, station tuning becomes very broad and the behind left knob, provides selection of tone quality.
"capture effect" is very bad. (See the section on The right knob is for station selection the right ring
"Capture Effect.") is the balance control used to proportion the sound
Rather than design an overpowering AFC circuit, level between right and left channels.
the FM tuner was designed to operate from a zener
diode-controlled power supply. The zener diode main- Stereo Cassette Tape Recorder—Available
tains the same voltage on the FM tuner under all With A Special AM or AM/FM Multiplex
driving conditions. An AFC circuit was then designed Radios (Fig. 3)
to provide excellent "holding" on frequency with- The radio portion of this unit operates as previ-
out the disadvantages of broad tuning and the "cap- ously described under "Push Button AM Radio" or
ture effect". "AM/FM Multiplex Radio."

Capture Effect Operation of the Stereo Tape Player

The capture effect is noticed when driving in the Three simple steps are necessary to start the tape
downtown area of large cities with the radio tuned to player. First turn on the radio, then place the Selec-
a distant station. The AFC circuit will attach itself to, tor Knob in the "Play" position. Now insert the
or "capture" the strongest station located where the cassette with the tape openings to the right (If one
dial pointer is set. If you are listening to a station spool is empty, insert that end first or the cassette
which is not located in the downtown area and you will not stay engaged), and press the cassette holder
pass the transmitter of a station close to the one you down to engage the motor. The tonal quality (bass or
are tuned to, the AFC may possibly attach itself to, or treble) and the speaker balance are adjusted by the
radio controls. When revolving these controls a slight
"capture" the stronger signal. Each time you drive
detent can be felt that indicates the mid point. The
past a building or other object which can cause the fast forward/rewind control overrides the play sys-
station to which you are tuned to become weak, it is tem and allows you to reverse the tape to re-play a
possible for the AFC to jump to a strong local station selection, or advance it to the next selection. If you
close to the same point on the dial. should want to stop the tape for a moment without
FM receivers are unlike AM receivers in this re-
spect, since they do not mix the two stations but
decide which is the stronger of the two and shift
to it.
The "capture effect" is kept at a minimum in the
Chrysler AM-FM receivers by using a zener diode
power supply for the FM tuner and an AFC system
of sufficient strength to keep the receiver on fre-
quency. Receivers with strong AFC circuits (due to
unregulated power supplies) are troubled by the PB2ì8
"capture effect". Fig. 2-AMI FM Multiplex

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8-76 RADIO AND ANTENNA—ELECTRICAL-

SELECTOR TAPE
tor Knob and press down the tape holder to engage
KNOB tape. Then it is only necessary to turn Selector to
Radio or Microphone Record to start recording.
(2) Place the Selector in Radio or Microphone
Record, depress Selector Knob but do not depress
tape until you wish to record.
Remember that when you are recording you are
erasing anything previously on the tape.

EJECTION Operation of the Remote Microphone

BAR (Optional)
For recording from the microphone it is first neces-
sary to plug the microphone into the jack on the face
of the Cassette Unit. Then turn the Selector to "Re-
cord", press in the Selector Knob and depress tape
holder. For added convenience there is an On/Off
PB213 rocker switch on the microphone. This switch over-
Fig. 3—Stereo Cassette Tape Recorder rides all other controls when microphone is plugged
in. It must be in the "On" position to record or play
disengaging the cassette, place the Selector Knob in the Cassette. With the switch in the "Off" position
"Stop". To stop the tape and disengage it you may also the tape remains engaged so that recording can be
press on the Selector Knob. The tape will, of course, resumed by simply pressing the switch to "On".
disengage when the radio or ignition is turned off. To When either Record mode or "Standby Record" is
eject the tape cassette you must press up on the Ejec- selected, a light on the face of the unit alerts you that
tion Bar. you are in the record mode. This helps prevent acci-
dental erasing of the tape.
Operation of the Radio Record System Caution: To preclude the possibility of foreign matter
(Monaural) accidentally entering the Recorder, it is recommended
To record from your car radio, first, carefully tune that a cassette be left in cassette holder at all times.
in the desired station for best reception. Then place Store cassettes in a cool, dry, and clean place, away
Selector Knob in the "Radio Record" position. Press from direct sunlight.
in the Selector Knob to interlock record system and NOTE: If the recorder is removed for service, the
press down on the tape holder to engage tape. The connecting cable should be terminated with a jumper
program selected will then record directly from radio plug (Chrysler Part 3501104) to permit the radio to
and is not subject to the radio volume or tone controls. function without the recorder.
The means of stopping the tape, rewinding and disen-
gaging, are the same as described under "Operation Fader Control (Optional)
of the Stereo Tape Player". The fader control, located remotely from the radio,
If you wish to put the record system in "standby", serves to proportion the sound level between the
so that a program may be picked up without delay, front and the rear speaker(s). It is used only with
it can be accomplished in either of the following ways: monaural radios equipped with a rear seat speaker or
(1) Place the Selector in "Stop", depress the Selec- stereo radios equipped with a five speaker system.

SERVICE PROCEDURES

INTERFERENCE ELIMINATION Radio resistance type wires in the high tension circuit
of the ignition system complete the interference
Capacitors are used to suppress engine and voltage suppression.
limiter interference. The alternator is equipped with If radio noises are evident, be sure the capacitor
an internal capacitor integral with the output stud. A lead wires are making good contact on their respective
second capacitor is mounted on the back of the instru- terminals and are securely mounted. Faulty or de-
ment cluster with a self tapping screw. The lead wire teriorated spark plug wires should be replaced.
of capacitor is connected to the input terminal of the
voltage limiter (Fig. 4 and 5). A third capacitor is ANTENNA TRIMMING
installed on the ignition coil with the lead connected
to the positive primary terminal of the coil (Fig. 6). All radios are trimmed at the factory and should

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¤- RADIO AND ANTENNA—ELECTRICAL 8-77

RADIO AND ANTENNA

SERVICE DIAGNOSIS

RADIO INOPERATIVE RADIO NOISE RADIO RECEPTION WEAK RADIO RECEPTION RECEPTION
DISTORTED

OUTSIDE ELECTRICAL ANTENNA TRIMMER BROKEN OR SHORTED

BLOWN FUSE INTERFERENCE MISADJUSTED** FAULTY SPEAKER ANTENNA LEAD-IN WIRE

ANTENNA OPEN NOISE VARIES WITH SHORTED ANTENNA LOOSE POWER OR

OR SHORTED ENGINE ¦ LEAD-IN FAULTY RADIO* ANTENNA CONNECTIONS

INSUFFICIENT OR FAULTY
FAULTY RECEIVER POWER ENGINE IGNITION AND
CONNECTION OR FAULTY RADIO* LOOSE RADIO MOUNTING
ENGINE ACCESSORY RADIO (POOR GROUND)
SPEAKER CONNECTIONS
FREQUENCY SUPPRESSION
DEVICES

FAULTY SPEAKER FAULTY SPEAKER

FAULTY RADIO* FAULTY RADIO-

NOISE DOES NOT VARY

WITH ENGINE SPEED

CHECK ACCESSORY
ELECTRICAL MOTORS,
SOLENOIDS AND SWITCHES
AS RADIO FREQUENCY
NOISE SOURCES

FAULTY RADIO* "REFER REPAIR OF RADIO TO A N

AUTHORIZED SERVICE STATION.
•ADJUSTMENTS ARE DESCRIBED IN APPROPRIATE
SECTION OF SERVICE MANUAL. PF685

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8-78 RADIO AND ANTENNA—ELECTRICAL-

CLUSTER PRIMARY BATTERY POST

COIL

VOLTAGE
LIMITER

MOUNTING
SCREW CAPACITOR BRACKET
NR542
F¡g. 4—Radio Interference Capacitor to Cluster
Installation MOUNTING
require no further trimmer adjustment. However, BOLT

whenever a radio is being installed after repair, or if CAPACITOR PD248

verification of trimmer adjustment is desired, proceed
as follows: Fig. 6-lgnition Coil Capacitor
(1) Operate radio for 5 minutes.
(2) Manually tune radio to a weak signal between
1400 and 1600 KHZ on AM.
(3) Increase radio volume to full volume and set
tone control to maximum treble (fully clockwise). * - ANTENNA
Adjust antenna trimmer by carefully turning back MAST

and forth until position is found that gives peak re-

sponse in volume. Maximum output indicates proper
point of antenna trimmer adjustment. CAP NUT

ANTENNAS (Manual) UPPER ADAPTER

Removal—All Models
(1) Unplug antenna lead from radio receiver. GASKET
NR49OA
(2) Remove antenna mast by unscrewing mast from
antenna body (Fig. 7). Fig. 7—Antenna Mast Removal and Installation
(3) Remove capnut (Figs. 7, 8 and 9).
(4) Remove the antenna snap-on fender adapter NTENNA
MAST
and gasket.
(5) From under fender remove the lower adapter CAP NUT
mounting collar and antenna lead and body assembly.
In stall ation-All Models
(1) Assemble mounting collar to antenna body (if
removed). ADAPTER
A N D GASKET
FRONT FENDER

COLLAR ASSEMBLY BRACKET

A N T E N N A BODY
A N D CABLE ASSEMBLY

PY716
PB175
Fig. 5—Radio Interference Capacitor to Cluster
Installation Fig, 8—Antenna Installation

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 RADIO AND ANTENNA—ELECTRICAL 8-79

(9) Remove radio by moving radio down through

bottom of instrument panel carefully to avoid dam-
age to vacuum hoses and electrical leads

RADIO SPEAKER

Front Speaker Removal—Dart-Challenger-

CAP NUT. Coronet-Charger
ANTENNA ADAPTER- (1) From top of instrument panel, remove the
speaker grille mounting screws and remove grille.
NU42l (2) Remove the two speaker mounting screws.
Fig. 9—Tightening Antenna Cap Nut
(3) Lift speaker from instrument panel and discon-
nect leads.
(2) Enter antenna body from underneath fender
and insert through mounting hole in fender. Front Speaker Removal—Polara-Monaco
(3) Install gasket, adapter and capnut. Tighten cap- (1) Disconnect battery ground cable.
nut to 155 inch-pounds, plus or minus 25 inch-pounds (2) Remove air conditioner lower distribution duct
with Tool C-4085 (Figs. 8 and 9). at center, (if so equipped).
(4) Install antenna mast into antenna body until (3) Disconnect wire leads to speaker.
sleeve bottoms on antenna body. (4) Remove four speaker mounting nuts and re-
move speaker from under instrument panel.
RADIO REPLACEMENT
Caution: Do not operate the radio with speaker leads
STEREO SPEAKER LEFT
detached since damage to the transistors may result.
Removal
Removal—Dart-Challenger (1) Remove the instrument cluster.
(1) Disconnect battery ground cable at battery. (2) Remove the two stereo speaker mounting nuts
(2) Remove knobs. from under the instrument panel.
(3) Remove the two radio mounting bolts at lower (3) Remove speaker.
front of radio.
STEREO SPEAKER RIGHT
(4) Disconnect electrical leads and antenna lead at
radio. Removal
(5) While holding radio in position, remove rear
(1) Remove glove box.
support bracket and remove radio.
(2) Remove the two stereo speaker mounting nuts
Removal—Coronet-Charger from under the instrument panel.
(1) Disconnect battery ground cable. (3) Remove speaker.
(2) Remove radio knobs and mounting nuts.
(3) Disconnect speaker, power and antenna leads. STEREO MULTIPLEX CROSSOVER
(4) Remove rear support bracket and lift out radio.
Removal
Removal—Polara-Monaco (1) Remove glove box.
(1) Disconnect battery ground cable. (2) Disconnect wiring.
(2) Remove nine lamp panel mounting screws, (3) Remove two mounting screws.
lower lamp panel assembly slightly, disconnect lamp (4) Remove crossover.
harness from main harness and remove lamp panel
from instrument panel. REAR SEAT SPEAKER
(3) Remove steering column cover (seven screws).
(4) Remove radio trim bezel mounting screws and Removal
remove bezel. (1) Working through trunk compartment, discon-
(5) Remove center lower air conditioner duct (if nect speaker leads.
so equipped). (2) Remove the four sheet metal screws holding
(6) Disconnect electrical leads and antenna lead at speaker to shelf panel.
radio. (3) Remove speaker.
(7) Remove radio support mounting bracket. For reference to station wagon rear speakers see
(8) Remove the two radio mounting bolts. (Figs. 10 and 11).
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8-80 RADIO AND ANTENNA—ELECTRICAL-
RIGHT RIGHT
ROOF REAR
RAIL BODY

TO INSTRUMENT
PANEL W I R I N G

PB173

fig. 10—Rear Speaker Station Wagon—Coronet

REAR SPEAKER

REAR SPEAKER

TO INSTRUMENT
PANEL WIRING

RIGHT CENTER
BODY POST PB172

Fig. 11—Reor Speaker Station Wagon—Polaro, Monaco

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 HORNS—ELECTRICAL 8-81

HORNS
INDEX
Page Page
Adjusting 81 Service Procedures 81
General Information 81 Testing 81
Service Diagnosis 82

GENERAL INFORMATION
The horn circuit consists of a horn switch located rent to flow from the relay to the horns which are
in the steering wheel and a horn relay is mounted in grounded to the sheet metal of the vehicle.
the passenger compartment under the instrument The steering wheel rim horn switch is a full circle
panel at left pad or on the fuse block. Battery current rubber insert mounted on the inside rim of the steer-
from the "B" terminal of the starter relay flows to the ing wheel, (Fig. 1). The insert has two metal contact
U
B" terminal of the horn relay. When the horn switch strips running through the center of the strip with a
or steering wheel rim horn switch is depressed, this plastic insulator at each end. When any portion of
completes a ground circuit to the horn relay closing the insert is depressed the contacts touch, completing
a set of points in the relay and allowing battery cur- the circuit causing the horns to sound.

SERVICE PROCEDURES

TESTING corroded battery terminals, dead battery or an open

circuit in the wire from the starter relay to terminal
Horns Will Not Sound "1" of the horn relay.
Should the horns fail to sound, substitute a known- Should the light illuminate, touch a jumper wire
good relay in the circuit and depress the horn switch. from relay board terminal "2" to a good body ground.
Should the horns sound, the relay is defective and Sounding of horns will indicate a defective horn
must be replaced. If the horns do not sound, discon- switch or an open wire from relay board terminal "2"
nect wire connector at horn and connect one lead of to the horn switch.
test light to the connector and the other lead to a good CAUTION: Continuous sounding of horns will cause
body ground. Depress the horn switch. Should the relay to fail.
light illuminate, the horn is faulty and should be ad-
justed or replaced. Horns Sound Continuously
If the light fails to illuminate, unplug the horn relay Should the horns sound continuously, unplug the
and connect the test light to terminal "1" on the relay horn relay from the terminal board inside the passen-
terminal board and the other lead to a good body ger compartment. Plug in a known-good relay. If the
ground. If the light fails to illuminate, inspect for horns stop blowing, relay is defective and must be
replaced. Should the horns still sound, proceed as
CONTACTS
follows: Connect one lead of test light to terminal "1"
on the relay plug-in board and the other lead to termi-
TO HORN SWITCH
nal "2." Should the light illuminate, either the wire is
GROUND
shorted to ground or the horn switch is defective.
STEERING WHEEL Remove steering wheel trim and disconnect wire
SECTION from horn switch. Repeat the above test and if the
test light still illuminates, wire is shorted and should
be repaired. If the light does not illuminate, horn
switch is defective and must be replaced.

ADJUSTING
HORN (1) Disconnect wires at each horn, one at the time,
to determine which horn is not operating.
PY93l
(2) Connect test ammeter between the horn termi-
Fig. I -Steering Wheel-Rim Horn Switch nal and horn feed wire.
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8-82 HORNS—ELECTRICAL-

HORN SERVICE DIAGNOSIS

H O R N DOIS NOT
SOUND

NOTE: IMMEDIATELY UNPLUG

TEST FUSE HORN RELAY AND DISCONNECT
WIRES FROM HORNS.

USE TEST
LIGHT BETWEEN HORN
FUSIOK FUSI 1LOWN RELAY SOCKETS 1 AND
2 (SEE INSET DIAGRAM)

USE TEST LIGHT AT HORN CIRCUIT

HORNS (DEPRESS WIRING SHORTED LIOHT OFF LIOHT O N
HORN BUTTON OR RIM) TO GROUND

1 1
WIRE TO HORN BUTTON
HORN SHORTED SWITCH GROUNDED OR
LIOHT OFF FAULTY HORN RELAY
TO GROUND HORN BUTTON
LIOHT O N SWITCH GROUNDED

DEPRESS HORN BUTTON

OR RIM AND LISTEN
FOR AUDIBLE CLICK SHORTED HORN RELAY
AT HORN RELAY. HORN NOT GROUNDED

SHORT BETWEEN HORN

H O R N RILAY CLICKS RELAY SOCKET
FAULTY HORN AND GROUND
ADJUSTMENT

LOOSE FUSE BLOCK HORN

BULKHEAD CONNECTOR RELAY SOCKET DIAGRAM
FAULTY HORN

OPEN CIRCUIT IN WIRE KEY-IN BUZZER

FROM RELAY TO HORNS TERMINAL SOCKET TO HORN SWITCH

H O R N RELAY
D O B NOT CLICK
FAULTY RELAY

REMOVE HORN RELAY TO FUSE TO HORNS

FROM SOCKET. TOUCH
JUMPER WIRE BETWEEN (¯H2V)
RELAY SOCKETS 1 AND 3
(SEE INSET DIAGRAM).

HORN DOIS
HORN SOUNDS
NOT SOUND

OPEN CIRCUIT IN WIRE

BETWEEN HORN RELAY
SOCKETS AND HORNS

PLACE JUMPER WIRE

BETWEEN HORN RELAY
FAULTY RELAY SOCKET SOCKETS 1 AND 2.
CONNECTION DEPRESS HORN
BUTTON OR RIM

HORN DOtS H O R N SOUNDS

NOT SOUND

FAULTY HORN BUTTON FAULTY HORN

SWITCH CONNECTIONS RELAY
OR WIRING
PF686
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 HORNS—ELECTRICAL 8-83
ADJUSTER
HORN SWITCH—THREE SPOKE WHEEL

Removal
(1) Gently pry the center cover from the wheel
spoke cover assembly.
(2) Remove steering wheel spoke cover by remov-
ing three attaching screws.
(3) Lift out the three horn switches and wire as-
sembly by first removing two clips from behind each
wheel cover spoke.

Installation
(1) Turn the steering wheel to the normal driving
position having one spoke at six o'clock. In this posi-
tion the opening in the wheel hub for the horn
SPARTON PD433 ground contact will be at twelve o'clock.
(2) Position the three switches to the wheel spoke
Fig. 2-Horn Adjustment
cover making sure that the switch having shortest
(3) Have your helper depress the horn switch and leads are located at six o'clock (Fig. 3).
turn the adjusting screw (Fig. 2) until the ammeter (3) Install the plastic covers over the switches and
reads between 4 and 6 amps. position each switch so that its two pegs protrude
NOTE: Disconnect the horn which operates properly through the wheel cover spoke. Install a spring clip
before adjusting horn under test. on each peg.
(4) Position the switch leads in their respective
WARNING: Adjustment will only clear up the sound; grooves in the wheel spoke cover, and reconnect
it cannot change the horn frequency. leads.
COVER ASSEMBLY
PARTIAL
CUP STEERING WHEEL
ASSEMBLY

RING ASSEMBLY
HORN CONTACT

COVER ASSEMBLY
STEERING WHEEL
CENTER
COVER ASSEMBLY-
STEERING WHEEL SPOKE CANCELLING
CAM
PF334

Fig. 3-Horn Switch Assembly Three Spoke Wheel

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8-84 SPEED CONTROL SYSTEM—ELECTRICAL

ORNAMENT STEERING
WHEEL ASSEMBLY

PAD AND ORNAMENT ASSEMBLY

RING ASSEMBLY
HORN CONTACT

CANCELLING CAM

PF333

Fig. 4-Horn Switch Assembly Rim Blow

(5) Fasten wheel cover to the wheel using three the rubber exterior of the switch with a solution of
Phillips screws; snap center cover into position, test soap and water.
horn for operation. (2) Place steering wheel in normal driving position
having the spoke horizontal.
HORN SWITCH—RIM BLOW (Fig. 4) (3) Insert the ground lead eyelet through the left
spoke lower opening, as viewed from the drivers seat.
Removal Pull the lead and the rubber encased switch through
(1) Remove steering wheel pad by removing two this opening and through the opening in the second
retaining screws from rear face of spoke. spoke.
(2) Disconnect horn leads.
(4) Using a blade, carefully press the rubber cov-
(3) Using a blade, pry each end of the rubber en-
closed switch assembly from the groove, to start ered portion of the switch into the groove. The switch
removal. is positioned properly when each end of the rubber
Lubricate the rubber surface of the switch with a covering is flush with the edge of each opening in
solution of- soap and water, then pull it free from the the spoke.
wheel. (5) Reconnect both leads.
(6) Replace pad, install and tighten the two retain-
Installation ing screws; test horn for operation.
(1) Lubricate the groove in the steering wheel and

SPEED CONTROL SYSTEM

INDEX
Page Page
General Information 85 Service Diagnosis 86&87
Installation 90 Test and Adjustments . . . 85
Removal 90
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 SPEED CONTROL SYSTEM—ELECTRICAL 8-85

GENERAL INFORMATION

The speed control system (Fig. 1) is electrically without erasing speed memory. Fully rotating the
actuated and vacuum operated. The turn signal lever control ring in the "OFF" direction or turning the
on the steering column incorporates a CONTROL ignition "OFF" also disengages the system and in
RING which when rotated, turns the system "OFF", addition erases the speed memory.
"ON" or "RESUME SPEED". A SPEED SET button TO RESUME: Momentarily rotate control ring fully in
is located in the end of the lever. This device is de- the "RESUME" direction. Vehicle will resume to the
signed to operate at speeds above approximately previously memorized speed.
30 M.P.H. TO VARY SPEED SETTING: To increase speed, de-
WARNING: The use of "Speed Control" is not rec- press accelerator to desired speed and momentarily
ommended when driving conditions do not permit depress and release SPEED SET button. When speed
maintaining a constant speed, such as heavy traffic or control units is engaged, tapping SPEED SET button
on roads that are winding, icy, snow covered or may increase speed setting incrementally.
slippery. To decrease speed, tap brake pedal lightly disengag-
TO ENGAGE: Rotate control ring to the "ON" posi- ing system. When desired speed has been obtained
tion, attain desired speed then momentarily depress depress and release SPEED SET button. Decrease in
and release "SPEED SET" button establishing speed speed can also be attained by holding set button de-
memory and engaging system. Remove foot from pressed until desired speed is attained. Releasing the
accelerator. Speed will be maintained at this level. button engages the system at that speed.
Turning the control ring from "OFF" to "ON" while TO ACCELERATE FOR PASSING: Depress accelera-
the vehicle is in motion establishes memory without tor as needed, when passing is completed, release
system engagement at that speed. accelerator and vehicle will return to previous speed
TO DISENGAGE: Normal brake application or a soft setting.
tap on the brake pedal will disengage control unit

SERVICE PROCEDURES

TESTS AND ADJUSTMENTS turned clockwise (approximately 1/4 turn per one
SERVO LOCK¯IN SCREW ADJUSTMENT M.P.H. correction required. If the screw is loose,
stake side of servo housing adjacent to screw to
The Lock-in Screw Adjustment (Fig. 2) controls INSURE a snug fit.
the accuracy of the speed control unit. When the CAUTION: This adjustment must not exceed two
SPÈÉD-SET button is depressed and released at turns in either direction or damage to unit may occur.
speeds above approximately 30 M.P.H.; the speed
control system is activated, the system "locks in" SPEED CONTROL THROTTLE CABLE
and should hold the vehicle at virtually the same ADJUSTMENT
speed at which it is traveling.
IMPORTANT: Lock-in accuracy will be affected by: Optimum servo performance is obtained with a
(a) Poor engine performance (need for tune-up given amount of free play in the throttle control
etc.) cable. To obtain proper free play, insert a 1/16 inch
(b) Power to weight ratio (loaded gross weight of diameter pin between forward end of slot in cable and
car; tra¡lering). carburetor linkage pin. Use hair pin clip removed
(c) Improper slack in throttle control cable, (See from carburetor linkage pin as a gauge (Fig. 3). With
"Throttle Control Cable Adjustment"). choke in full open position and carburetor at curb
This screw should never be adjusted indiscrimi- idle, pull back on cable (toward dash panel) without
nately. Need for adjustment can be determined only moving carburetor linkage until all free play is re-
after accurate diagnosis of the Speed Control System moved. Tighten cable clamp bolt to 45 inch-pounds,
operation. remove 1/16 inch diameter pin and install hair pin
After the steps (a) (b) and (c) have been considered clip.
and speed "sags" (drops) more than 2 to 3 M.P.H.
when speed control is activated, the lock-in adjusting STOP LAMP AND SPEED CONTROL SWITCH
screw should be turned counter-clockwise (approxi- ADJUSTMENT (Fig. 4)
mately 1/4 turn per one M.P.H. correction required).
If "Pull-up" (speed increase) of more than 2 to 3 Refer to Figure for proper switch adjustment as
M.P.H. occurs, the lock-in adjusting screw should be follows:
MyMopar.com
8-86 SPEED CONTROL SYSTEM—ELECTRICAL-
WARNING: THE USE OF "SPEED CONTROL" IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO NOT
PERMIT MAINTAINING A CONSTANT SPEED , SUCH
AS HEAVY TRAFFIC OR O N ROADS THAT ARE
WINDING, ICY, SNOW COVERED OR SLIPPERY.

BLOCK VEHICLE WHEELSAND

SET BRAKES. PLACE
TRANSMISSION IN
NEUTRAL OR PARK.
START ENGINE.

UNBLOCK WHEELS, RELEASE

BRAKES AND ACCELERATE
VEHICLE TO DESIRED SPEED.

1
ROTATE SPEED CONTROL-RING
1
TO " O N " POSITION. DEPRESS
FAULTY ELECTRICAL CIRCUIT.*
AND RELEASE "SPEED SET"
BUTTON.

1
SPHD CONTROL ENOAOB
WITHOUT ACTUATING THI
"SPUD SIT" BUTTON

FAULTY ELECTRICAL CIRCUIT*

REMOVE FOOT FROM
ACCELERATOR. SPEED
SHOULD BE CONTROLLED

r 1
SPUDOMITR N O » I ,
J_
SPIID smrmo AFTR
NO SPIED CONTROL WHBi EXCnSIVI NIIDLI WAIVIR
BUTTON It PRUSID OR RRATIC SRVO LOCK-IN LOCK-IN, TOO HIOH OR
PRFORMANCI TOO LOW.

1 1 1
CONTROL RING IN "OFF- SPEEDOMETER CABLE KINKED IMPROPER ADJUSTMENT OF
POSITION. OR DAMAGED. SPEED CONTROL THROTTLE
CABLE*

1 1 1
CABLE CORE BENT OR
FUSE BLOWN VACUUM LEAK.
TOO LONG.

1 1 1
CABLE FERRULE NUT LOOSE
AT SPEEDOMETER HEAD, IMPROPER SPEED CONTROL
VACUUM LEAK. TRANSMISSION OR SPEED SERVO LOCK-IN ADJUSTMENT.*
CONTROL SERVO.

} |

SPEED CONTROL THROTTLE NOISY SPEEDOMETER HEAD

CABLE DISCONNECTED. ASSEMBLY.

IMPROPER STOP LAMP AND

SPEED CONTROL SWITCH
ADJUSTMENT.*

FAULTY ELECTRICAL CIRCUIT.* *TESTS AND ADJUSTMENTS ARE DESCRIBED IN

APPROPRIATE SECTION OF SERVICE MANUAL.
SHEET 1 OF 2 PF687
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 SPEED CONTROL SYSTEM—ELECTRICAL 8-87

DRIVE CAR OVER

ROUGH ROAD

TAP BRAKE PEDAL LIGHTLY,

SPEED CONTROL SHOULD
DISENGAGE

IMPROPER ADJUSTMENT OF SPEED CONTROL N O SYSTEM

STOP LAMP AND SPEED DISENGAGES DISENGAGEMENT W H E N
CONTROL SWITCH* •RAKE PEDAL IS DEPRESSED

CARBURETOR DOB NOT SPEED CONTROL

MITURN TO NORMAL IDLI CABLE KINKED OR DAMAGED.

SPEED CONTROL THROTTLE IMPROPER ADJUSTMENT OF

STOP LAMP AND SPEED
CABLE KINKED OR DAMAGED CONTROL SWITCH*

SPEED CONTROL THROTTLE FAULTY ELECTRICAL CIRCUIT.*

CABLE MISADJUSTED*

ROTATE CONTROL RING

FULLY IN "RESUME" DIRECTION
STANDARD THROTTLE
VEHICLE SHOULD RESUME
LINKAGE FAULTY
PREVIOUSLY MEMORIZED
SPEED.

NO RESUME WHEN VEHICLE RESUMES

CONTROL RING IS ROTATED SPEED

INSUFFICIENT ROTATION OF RESUME SPEED IS POSSIBLE

CONTROL RING BELOW 2 0 M.P.H.

FAULTY LOW SPEED INHIBIT

FAULTY ELECTRICAL CIRCUIT* SWITCH IN SERVO UNIT

FAULTY ELECTRICAL CIRCUIT*

SPEED CONTROL
SYSTEM OK
SHEET 2 OF 2 PF687
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8-88 SPEED CONTROL SYSTEM—ELECTRICAL

CUP

CABLE
CABLE TO
TRANSMISSION
SERVO
CABLE TO SPEEDOMETER

NUT

BRAKE
BOOSTER

\
SUPPORT
BRACKET
PY45OC

F¡g. I—Speed Control Servo

(1) Loosen switch bracket. in the following sequence:
(2) Insert proper spacer gauge between brake push (1) Check accessory fuse for continuity.
rod and switch with pedal in free position. (2) Speed control switch (turn signal lever) test.
(3) Push switch bracket assembly toward brake (a) Disconnect the four wire electrical connec-
push rod until plunger is fully depressed âttd switch tor at the steering column.
body contacts spacer. (b) Connect a twelve volt positive source to the
(4) Retighten switch bracket bolt to 100 inch- black wire terminal in the speed control harness
pounds. connector (male).
(5) Remove spacer. (c) With the lever rotary switch in the ON
position, attach one lead of a test lamp to the con-
ELECTRICAL TESTS
Refer to "Speed Control Wiring Diagram", (Fig.
7). It is suggested that the electrical tests be made

NR397
Fig. 2—Lock-In Screw Adjustment F¡g. 3-Šervo Throttle Cable Adjustment

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ROUTE WIRING
TO ASSURE NO
"CHAFING THROUGH" SCREW
OF WIRE INSULATION
ROUTE WIRING TO ASSURE
NO "CHAFING THROUGH"
OF WIRE INSULATION

YELLOW
TURN SIGNAL AND
\ SPEED CONTROL WHITE
vX
SWITCH LEVER BLACK
DARK BLUE
VIEW IN DIRECTION ARROW A

TILT COLUMN
SWITCH AND BRACKET

ROUTE WIRING TO ASSURE

NO "CHAFING THROUGH" OF WIRE
INSULATION

o
SCREW AND WASHER
BRAKE ASSEMBLY TORQUE
o
PUSH ROD 95 INCH POUNDS 3D
(REFERENCE) O

.110 INCH
SPACER
TURN SIGNAL AND SPEED
3
(SEE NOTE) ¢/>
CONTROL SWITCH LEVER

NOTE:
DO NOT PULL
POINTER
Lm
BRAKE PEDAL TO o
ADJUST SWITCH YELLOW
WHITE
POSITION SWITCH O
AGAINST SPACER WITH BLACK
PEDAL IN FREE POSITION AND DARK BLUE
FRONT OF VIEW IN
SWITCH PLUNGER FULLY DEPRESSED
CAR
DIRECTION OF ARROW A TILT AND TEL COLUMN p Y 4i0A

f¡g, 4—Stop Lamp and Speed Control Switch MyMopar.com

8¯9O SPEED CONTROL SYSTEM—ELECTRICAL
nector yellow wire, other lead to a good ground;
test lamp should light and should go off when the
"Speed Set" button is depressed.
(d) Move the test lamp lead to the connector
blue wire; test lamp should light and should go off
when the rotary switch is turned to the OFF position.
(e) With the rotary switch in the ON position,
move test lamp lead to the connector white wire;
test lamp should light by either depressing the Speed
Set button or by rotating the rotary switch fully
toward the "Resume" position. NR399
(f) Reconnect speed control lever harness con- Fig. 5—Removing or Installing Throttle Cable Cover
nector to harness connector.
(3) Stop lamp and speed control switch test: cables at the servo housing.
(a) Disconnect the double connector at the (3) Disconnect the vacuum hose at servo housing
switch pigtail and connect a twelve volt source to (Fig. 6) and electrical connectors.
either terminal and connect a test lamp from other (4) Remove servo from mounting bracket (two nut
terminal to a good ground: test lamp should light and washer assemblies).
when brake pedal is in the normal position and
should go off when the brake pedal is depressed to Installation
a maximum of approximately one half inch after (1) Position servo on mounting bracket studs and
proper adjustment as outlined under "Stop Lamp install attaching nuts. Tighten to 95 inch-pounds.
and Speed Control Switch Adjustment". (2) Install vacuum hose and clamp. Make sure the
(b) Remove test lamp and reconnect pigtail hose clamp is locked securely.
connector to harness connector. (3) Connect speedometer and transmission drive
(4) Servo unit tests: cables at servo.
(a) Locking coil test; turn ignition to the (4) With choke in full open position, align throttle
Accessory or ON position and rotate the speed con-
cable to servo pin and install retaining clip.
trol rotary switch to the ON position.
(b) Momentarily disconnecting and connecting (5) Install cable cover on servo studs and install
the double connector at the servo terminals should attaching nuts. Tighten to 32 inch-pounds torque.
produce a clicking sound in the servo. Replace the (6) Install electrical connectors at servo.
servo if no clicking sound is heard.
(c) Holding coil and Low Speed switch test; SERVO THROTTLE CABLE ASSEMBLY (Servo
without removing either connector at servo, place a to Carburetor)
test lamp probe to the black (with tracer) wire termi-
nal of servo, other probe to a good ground. Block Removal
front wheels; raise rear wheels and drive rear wheels (1) Remove air cleaner.
to 35 miles per hour; with speed control lever rotary (2) Disconnect cable at retaining clamp and at
switch in the ON position and ignition switch in the carburetor lost motion link, removing hair pin clip.
ON position, depress and release "Speed Set" button. (3) Disconnect cable at servo (Fig. 5) and remove
The speed should increase above 35 miles per hour cable assembly.
and the test lamp should remain ON until the brake
pedal is depressed to disengage the system and test
light should go off.
(d) Remove test lamp. TO MANIFOLD
VACUUM SOURCE
SPEED CONTROL SERVO (Fig. 1)
Removal
(1) Remove two nut and washer assemblies attach-
ing the servo cable cover to servo housing. Pull cover
away from servo to expose cable retaining clip (Fig. 5)
and remove clip attaching cable to servo diaphragm
^NR4OOB
pin.
(2) Disconnect speedometer and transmission drive Fig. 6—Removing or Installing Servo Hose
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 SPEED CONTROL SYSTEM—ELECTRICAL 8-91
Installation (5) Tape terminals and pull lever and wires out.
(1) Locate cable through routing bracket on master
cylinder studs. Installation
(2) Connect cable at servo housing; tighten nuts to (1) With a guide wire thread the harness through
32 inch-pounds torque. the opening in column. Make guide wire long enough
(3) Route cable through retaining clamp (tighten so that it can be reached at bottom of column before
nut to 45 inch-pounds torque) and connect at carburet- harness is attached to the upper hook. When harness
or lost motion link lever pin. has been pulled through, install terminal clips into
(4) Adjust cable free play as described under switch connector and connect to harness connector.
"Speed Control Throttle Cable Adjustment". CAUTION: Check color coding of wires to insure they
are installed in the proper cavity. (See Figures 4
SPEED CONTROL SWITCH (Turn Signal Lever) and 7.)
(STANDARD AND TILT COLUMNS) (2) Install harness trough and steering column
cover plate.
Removal (3) Install turn signal lever (speed control lever
(1) Disconnect battery negative terminal at battery switch) attaching screw.
negative post and speed control connector at lower (4) Install steering wheel, steering column cover
end of column. plate. See Group 19 "Steering".
(2) Remove steering wheel. See Group 19 "Steer- (5) Connect battery negative terminal at battery
ing". negative post.
(3) Remove turn signal switch and lever attaching
screw. SPEED CONTROL SWITCH (Turn Signal Lever)
(4) Remove steering column cover plate, remove TILT¯A¯SCOPE STEERING COLUMN
wire harness trough to facilitate reaching the lower
end of speed control switch lead wires (Fig. 4) and Removal
remove wires and terminals from connector with (1) Disconnect battery negative terminal at battery
Wire Harness Tool C-4135. negative post and speed control harness connector
STOP LAMP A N D PUSH BUTTON
SPEED BRAKE SWITCH ACTUATOR

f\—18DBL rZI-X3OB-2ODBL
TURN SIGNAL
l I—18DBL LJ-X30A-20DBL-! A N D SPEED
CONTROL SWITCH
LEVER
TO ACCESSORY
FEED (SEE ACCESSORY >¯
W I R I N G DIAGRAM)

GROAAMET

\ —X30B-20DBL

I — X32-2OBK
X33-2OBK*
— X31-18Y*

DASH LINE
X33-2OBK*
X31-18Y*
X30A-20DBL

COLOR CODE
BK BLACK
DBL DARK BLUE
Y YELLOW
TO SPEED CONTROL UNIT
* WITH TRACER
(ENGINE COMPARTMENT)
PY246B
Fig. 7-Speed Control Wiring Diagram
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8-92 TURN SIGNALS—ELECTRICAL-

from main harness connector at steering column.

(2) Remove wires and terminals from speed control
lever harness (male connector) with "Wire Harness"
Tool C-4135 (Fig. 8).
(3) Tape the wire terminals together then make up
a guide wire, attaching the hook end to the taped
terminals. Make guide wire long enough so that it can
be reached at bottom of column tube when harness is
withdrawn at speed control lever access hole.
(4) Rotate turn signal switch and lever to expose
the wires, then pull the wires out through speed con-
trol lever access hole. Detach hook from wire termi-
nals. Keep guide wire in place and unscrew lever
completely.
PY9O6

Installation
(1) Tape terminals of speed control lever harness Fig. 8-Remov¡ng Wire Terminals with Tool C-4135
and attach the hook of the guide wire at column open- end and complete the installation by indexing the
ing to the wire terminals. Pull the guide wire with lever lettering to the correct angular position with the
harness at the lower end slowly assuring no wire steering wheel. DO NOT TURN LEVER IN A COUN-
chafing. TERCLOCKWISE DIRECTION AT ANY TIME DUR-
(2) Hold lever close to the column with lever no- ING INSTALLATION.
menclature in right position and rotate lever counter- (5) When wire harness has been pulled through,
clockwise till harness makes 7 loops over lever while remove guide wire and install wire terminals in prop-
holding at the other end of the harness. er cavity of harness connector. CAUTION: Check
(3) Screw the lever into the column until lever is color coding of wires to insure they are installed in
hand tight. (Approximately 3 turns). proper cavity (see Figures 4 and 7).
(4) With a wrench at ''Flats", screw the lever in (6) Connect speed harness connector to main har-
3 to 4 full turns while pulling at the harness at other ness and connect battery terminals at battery posts.

TURN SIGNALS AND HAZARD WARNING FLASHER

INDEX

Page Page
General Information 92 Service Diagnosis 93
Hazard Warning Flasher 92 Turn Signal Switch 92

GENERAL INFORMATION a lane change is desired, the switch is actuated to a

left or right intermediate detent position. In this
Turn Signals position the signal lights flash as described above, but
The turn signals are actuated with a lever on the the switch returns to the off position as soon as the
left side of the steering column just below the steering lever is released.
wheel. When the driver wishes to signal his intentions When the system is activated, one of two indicator
to change direction of travel, he moves the lever up¯ lights mounted in the instrument cluster or on the
ward to cause the right signals to flash and downward front fender flashes in unison with the turn signal
to cause the left signals to flash. lights, indicating to the driver that the system is
After completion of a turn the system is deactivated operating.
automatically. As the steering wheel returns to the
straight ahead position, a canceling cam mounted to Hazard Warning
the underside of the steering wheel comes in contact The hazard warning system is actuated by a switch
with one of two canceling fingers of the turn signal knob on the right side of the steering column just
switch mounted in the steering column upper bearing. below the steering wheel. On standard columns the
The cam pushing on the switch canceling finger re- knob is pulled out (away from the column) to operate
turns the switch to the off position. the hazard warning system, and on the Tilt and Tilt-A-
If only momentary signaling such as indication of Scope column it is pushed in. When the switch is
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 TURN SIGNALS—ELECTRICAL 8-93

TURN SIGNALS A N D
HAZARD W A R N I N G
TURN HAZARD
FLASHER SERVICE
SIGNAL WARNING
DIAGNOSIS
MALFUNCTION MALFUNCTION

SYSTEM DOES SYSTEM DOES OPEN CIRCUIT IN FEED SYSTEM DOES

NOT PLASH NOT FLASH WIRE TO TURN
O N O N I SIDE O N EITHER SIDE NOT FLASH
SIGNAL SWITCH

FAULTY EXTERNAL BULB FAULTY FUSE FAULTY SWITCH

FAULTY FUSE
CONNECTIONS

FAULTY FLASHER FAULTY CONNECTION

POOR GROUND AT LAMP FAULTY FLASHER
UNIT IN SWITCH

OPEN CIRCUIT IN OPEN OR GROUNDED

LOOSE OPEN CIRCUIT IN FEED
WIRING TO CIRCUIT IN WIRING
EXTERNAL LAMP BULKHEAD CONNECTOR TO EXTERNAL LAMPS WIRE TO SWITCH

FAULTY CONTACT OPEN CIRCUIT TO FAULTY CONTACT

IN SWITCH FLASHER UNIT IN SWITCH

OPEN OR GROUNDED
SYSTEM DOES CIRCUIT IN WIRING
OPERATE PROPERLY, NOT CANCEL
N O INDICATOR INDICATOR LAMP TO EXTERNAL LAMPS
AFTER COMPLETION
LAMP OPERATION OF TURN ILLUMINATES •RIGHTLY, EX-
TERN A L I A M P GLOWS DIMLY
WITH U O W OR N O FLASH
FAULTY INDICATOR BULB
BROKEN CANCELLING
IN INSTRUMENT CLUSTER LOOSE OR CORRODED INDICATOR
OR O N FENDER FINGER ON SWITCH ILLUMINATES •RIGHTLY,
EXTERNAL LAMP
EXTERNAL LAMP
CONNECTION DOES NOT LIGHT
BROKEN OR LOOSE IMPROPERLY ALIGNED
CANCELLING CAM CANCELLING CAM POOR GROUND CIRCUIT OPEN CIRCUIT IN
AT EXTERNAL LAMP WIRE TO EXTERNAL LAMP
PF688

actuated all turn signal lights and turn signal indi- of the ash receiver on all cars.
cators flash simultaneously. (b) The hazard warning flasher is mounted on the
When the hazard warning switch on standard col- brake bracket except on Dart which is mounted on
umns is actuated, the turn signal switch should be in the instrument panel support.
the off position to avoid a characteristic feed back (4) Since the stop lamp circuitry feeds through both
through the accessory circuit which might cause inter- the turn signal switch and the hazard warning switch
mittent operation of any accessories left with switches on standard steering column cars, these switches
turned on. When the hazard warning switch on Tilt or should be given consideration when there is a failure
Tilt-A-Scope is actuated, application of the brake in the stop lamp circuit.
pedal will override the hazard signaling system, and For removal and installation of the turn signal and
the signal lights will remain on continuously without hazard warning switch, refer to section 19.
flashing as long as the pedal is depressed.
BUZZER SYSTEM
Service Diagnosis Notes
(1) Since the turn signal switch and hazard warning The Buzzer Warning System consists of a Key
switch are part of the same assembly, they must be Warning Buzzer - Horn Relay and an optional Head-
replaced as a unit. lamp Buzzer. The key warning buzzer and horn relay
(2) Since the turn signal switch and hazard warning are combined into one unit. This unit has a single
switch operate the same lamps, and therefore, have pole double throw relay in which the buzzer contacts
much common wiring, analyzing both systems when are normally closed and the horn relay contacts are
there is a fault can often lead to more rapid identifica-
normally open. The horn relay and buzzer coils may
tion of the fault.
(3) The turn signal flasher and the hazard warning be considered as one coil performing a dual function
flasher are two separate plug-in type units located in or two coils wound on the same relay base.
two different places under the instrument panel of Operating the horn switch provides the ground
each car. circuit for the horn relay, which when energized
(a) The turn signal flasher is mounted to the side closes its contacts to complete the horn circuit. The
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8-94 WINDSHIELD WIPER AND WASHER—ELECTRICAL-
relay is designed for intermittent duty. Continuous "Accessory" positions, the steering and ignition sys-
operation will cause it to overheat. tems are locked to provide anti-theft protection for
The key warning buzzer is energized whenever the the car.
key is in the ignition switch, regardless of position The ignition key cannot be turned to the lock posi-
(Accessories, Off, On), and the driver's door is open. tion until the gear selector is placed in the Park
Under these conditions, the key buzzer switch and (P) position for automatic transmissions or reverse
door switch contacts are closed, completing the buzzer gear position for manual transmissions with column
circuit. selector.
The headlamp "On" warning buzzer is a separate With floor or console mounted selector the steering
unit. It is energized whenever the headlamp switch column may be equipped with a rotating lever. If so
is in the headlamp "On" or "Park" position and the equipped this lever must be rotated toward the igni-
driver's door is open. This buzzer contains a diode to tion lock before you can lock the ignition.
prevent circuit feedback. The Accessory position permits the operation of the
electrical accessories when the engine is not running.
IGNITION AND STEERING LOCK The "Off" position allows the engine to be turned
The ignition lock is located on the right side of off without locking the steering.
the steering column. The key can be inserted or withdrawn only in the
The ignition switch has five positions. Starting "Lock" position. Do not attempt to pull the shift lever
from the full counterclockwise position they are: out of Reverse or Park after the key has been turned
Accessory, Lock, Off, On and Start. In "Lock" or to the lock position.

WINDSHIELD WIPER AND WASHER SYSTEMS

INDEX
Page Page
End Play Adjustment 106 Panel Switch Tests 100
Gear and Park Switch Replacement Park Switch Test—Three Speed 105
Three Speed 105 Pivot Replacement 107
General Information 94 Service Diagnosis 96 & 97
Linkage 107 Service Parts List 99
Lubrication 102 Testing Armature—Two Speed 102
Motor Installation 98 Voltage Testing—Three Speed 103
Motor Removal 98 Voltage Testing—Two Speed 99
Motor Repairs—Two Speed 102 Windshield Washers 110
Motor Testing 101 Wiper Arm Adjustment 106

GENERAL INFORMATION
The windshield wipers can be operated with the ing resistor and then to the low speed brush. For high
windshield wiper switch only when the ignition switch speed, current is fed directly to the high speed brush.
is in the Accessory or Ignition position. A circuit The two speed wiper system with non-concealed
breaker, integral with the wiper switch protects the wipers completes the wipe cycle when the switch is
circuitry of the wiper system and the vehicle. turned "Off". The blades park in the lowest portion
The two speed wiper system is standard equipment of the wipe pattern.
on most models. A three speed system is offered as The two speed motor used on concealed wiper sys-
optional equipment. tems depress park when the wiper switch is turned
Three speed wiper motors are controlled by resist- "Off". The motor direction is reversed to rotate the
ance in the field circuit. The high speed resistor is parking cam 180 degrees, lengthening the drive link
mounted on the instrument panel switch. The medi- to park the blades in a depressed position. Motor
um speed resistor is mounted on the instrument panel operation in the wipe direction returns the cam to
switch. For low speed operation, voltage is applied "run" position to restore the normal link and wipe
directly (no resistor) to the series field. pattern.
Two speed wiper motors have permanent magnet All three speed wiper systems have the depressed
fields and are controlled by feeding power to different parking feature. It is accomplished by reversing the
brushes for low and high speed. For low speed oper- rotation of the motor and the use of an eccentric
ation the current first flows through the torque limit- motor shaft. When the wiper switch is turned "Off"
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¤· WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-95
the motor rotation is reversed, the motor inner shaft blades in the depressed position. The linkage shortens
stops and the outer shaft rotates 180 degrees. This in again when the motor is turned "On" and reverses
effect, lengthens the drive link slightly to park the the action.

SERVICE PROCEDURES

GENERAL

WINDSHIELD WIPER BLADES Wiper Arm (Non Concealed) (Fig. 2)

Long exposure to heat and road splash tend to Removal
harden rubber wiper blades, thus destroying their (1) Position tool C-3982 on wiper arm (Fig. 2) pull
efficiency. When blades smear or in general do not together wiper arm and tool and lift from pivot.
satisfactorily clean the windshield, they should be
replaced. Installation
For proper installation of wiper arm refer to
Wiping Element Change "Park" Position and Wipe Pattern Adjustment.
(1) Turn wiper switch "On", position blades to a
convenient place by turning the ignition switch "On" Wiper Arm (Concealed) (Fig. 3)
and "Off".
(2) Lift wiper arm to raise blade off of glass. Removal
(3) Depress release lever on center bridge and re- (1) Lift the arm to permit the latch (Fig. 3) to be
move blade from arm (Fig. 1). pulled out to the holding position and remove the arm
(4) Depress release on end bridge (either button from the pivot using a rocking motion.
or lever) with screwdriver to release from center
bridge. Installation
(5) Withdraw rubber wiping element from the end For proper installation of wiper arm refer to Park
bridges. Position and Wipe Pattern Adjustment.
(6) When replacing rubber wiping element use CAUTION: The use of a screwdriver or other prying
care to insure that all four of the bridge claws are tool to remove an arm may distort it in a manner
engaged and properly positioned on filler assembly. that will allow it to come off the pivot shaft in the
(7) Check each release point for positive locking future, regardless of how carefully it is installed.
when installing blade and blade assembly. NEVER under any circumstances push or bend the

RELEASE LEVER

PD425

Fig. 1-Windshield Wiper Blade Replacement

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8-96 WINDSHIELD WIPER AND WASHER—ELECTRICAL- •¤

WINDSHIELD WIPER
SERVICE DIAGNOSIS

WIPER PAILS
TO OPERATE

MOTOR WILL
NOT RUN
AT A N Y SPEED

MOTOR RUNS

INSTRUMENT PANEL INSTRUMENT PANEL

SWITCH CIRCUIT SWITCH CIRCUIT
BREAKER DOES BREAKER CYCLES
NOT CYCLE

MOTOR RUNS BUT

OPEN CIRCUIT GROUNDED WIRING OUTPUT CRANK
IN WIRING
DOES NOT TURN

MOTOR R U N S -
WIPER OPERATES

JAMMED GEARBOX
LOOSE BULKHEAD BROKEN LATCH SLIPS
MECHANISM
CONNECTOR O N OUTPUT SHAFT
(THREE SPEED)

MOTOR RUNS
SLOWER AT " H I G H " N O SPEED CONTROL CRANK NOT
MOTOR NOT SHORTED PARK FASTENED
INSTRUMENT PANEL (MOTOR RUNS AT
GROUNDED SWITCH PROPERLY TO OUTPUT
SWITCH POSITION ONE SPEED ONLY)
THAN AT "MEDIUM" GEAR SHAFT

MOTOR RUNS AT OPEN CIRCUIT IN RED

OR GREEN WIRING OUTPUT GEAR
DEFECTIVE PARK BINDING FAULTY INSTRUMENT PROPER SPEEDS IN SLIPS O N
(THREE SPEED); RED
SWITCH LINKAGE PANEL SWITCH ALL SWITCH OUTPUT SHAFT
OR BROWN WIRING
POSITIONS (TWO SPEED) (TWO SPEED)

LOW SPEED STRIPPED

FAULTY CIRCUIT MOTOR MEDIUM SPEED FIELD TORQUE LIMITING
BREAKER CIRCUIT OPEN INTERMEDIATE
OVERHEATED RESISTOR OPEN GEAR (TWO SPEED)
(TWO SPEED)

FAULTY INSTRUMENT MOTOR DRAWS DEFECTIVE STRIPPED

PANEL SWITCH EXCESSIVE CURRENT* CONTROL SWITCH OUTPUT GEAR

FAULTY MOTOR*
WIPER
BLADES CHATTER KNOCKS AT
EXTREME WIPE

BLADES SLAP
TWISTED ARM AGAINST
HOLDS BLADE AT EXCESSIVE ARMATURE
WRONG ANGLE WINDSHIELD END PLAY
TO GLASS MOULDINGS O N
DRY GLASS

IMPROPERLY WIPER BLADES STEEL PLATE

BENT OR
DAMAGED BLADES ADJUSTED OPERATING SHIFTED O N GEAR
WIPER ARM PROPERLY (THREE SPEED).

FOREIGN LOOSENESS OF
JBSTANCES AXIAL OR WORN
THE MOTOR CRANK OUT FREEPLAY
AS BODY OR OTHER DRIVE
POLISH O N IN LINKAGE
PARTS
GLASS OR BLADES

PARK SWITCH COVER

LOCATOR TAB
NOT IN PROPER
POSITION
TO SHEET 2 OF 2 PF689
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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-97
FROM SHEET 1 OF 2

MOTOR STOPS IN MOTOR WILL NOT

ANY POSITION STOP WHEN
WHIN INSTRUMENT INSTRUMENT PANIL
PANIL SWITCH IS SWITCH IS TURNID
TURNED "OFF" "OFF"

MOTOR BROKEN ISLAND

PARK SWITCH OPEN. ON GEAR
MOTOR STOPS
PROPERLY

ROCKER ARM
OPEN PARKING CIRCUIT OUTSIDE OUTER
CAM (THREE SPEED)

DEFECTIVE ARMATURE
FAULTY INSTRUMENT BRAKE SWITCH
PANEL SWITCH
(TWO SPEED)

LEAD NOT
SOLDERED PROPERLY
AT PARK SWITCH
BLADES NOT
PARKING PROPERLY

MOTOR STOPS
INTERMITTENTLY IN
ANY POSITION WHIN
INSTRUMENT PANEL BLADES PARK ARM SET AT
SWITCH IS TURNED PROPERLY INCORRECT POSITION
"OFF" (THRU SPIED)

GEARBOX
UNLATCHED LOOSE CLUTCH
SPRING O N CRANK
(CONCEALED)

INTERMITTENT
PARK SWITCH
CONTINUITY

MOTOR OVERHEATS

LEAD NOT SOLDERED

PROPERLY AT
PARK SWITCH MOTOR DOES
NOT OVERHEAT BINDING
LINKAGE

MOTOR DRAWS
EXCESSIVE CURRENT

TEST MOTOR*

WINDSHIELD WIPER
OPERATION OK

*ALL TESTS AND REPAIRS ARE DESCRIBED IN

APPROPRIATE SECTION OF SERVICE MANUAL.

PF689

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8-98 WINDSHIELD WIPER AND WASHER—ELECTRICAL-
removing the crank arm nut with an open end
WIPER A R M
wrench, (to prevent over-loading the gears) to re-
move the crank arm from the motor. Carefully pry
crank arm off shaft.
(6) Remove wiper motor.

MOTOR INSTALLATION (With Non-Concealed

Wipers)
CAUTION: Before installing the motor crank arm to
the wiper motor, examine the index flats on the mo-
tor crank arm. If they are noticeably deformed or
damaged, the motor crank arm should be replaced.
Before installing motor, be sure all three spacers
TOOL PB293
are inserted in holes of motor grommets.
(1) Balance wiper motor on upper right motor
Fig. 2—Removing Wiper Arm (Non Concealed) grommet.
spring clip in the base of the arm in an attempt to (2) Index the flats on the crank arm to mate with
release the arm. flats on the motor shaft. Start the crank arm nut
being careful that the crank arm remains indexed.
MOTOR REMOVAL (With Non-Concealed Wipers) Hold the crank arm with a second wrench (to prevent
overloading the motor gears) and tighten the nut to
(1) Disconnect the battery ground cable. 95 inch-pounds. (On vehicles without air condition-
(2) Disconnect the wiper motor wiring harness. ing, it is easier to do step (3) before doing step (2)
(3) Remove the three wiper motor mounting nuts. from under instrument panel).
On vehicles without air conditioning it is easier to (3) Position wiper motor, then install and tighten
remove crank arm nut and crank arm from under the three mounting nuts, being sure that ground
instrument panel first and omit step (4). strap is attached securely.
(4) Work motor off mounting studs far enough to (4) Connect wiper motor harness.
gain access to crank arm mounting nut. (5) Connect battery ground cable and test oper-
CAUTION: Do not force or pry motor from mounting ation of windshield wiper system.
studs, as drive link can be easily distorted.
(5) Hold the motor crank with a wrench while
MOTOR REMOVAL (With Concealed Wipers)
(1) Disconnect battery ground cable.
(2) Remove wiper arm and blade assemblies (see
Fig. 2).
(3) Remove cowl screen.
(4) Hold the motor crank with a wrench while
removing the crank arm nut (to prevent overloading
the gears) to remove the crank arm from the motor.
Disconnect wiring to motor.
(5) Remove the three wiper motor mounting nuts
and remove motor.

MOTOR INSTALLATION (With Concealed

Wipers)
(1) Position motor on the three studs on dash
panel. Make certain rubber gasket and spacers be-
tween motor and dash panel are properly positioned.
(2) Install the three nuts that mount motor to
dash panel and connect wiring to motor. Make sure
PB294 ground strap is installed under one nut.
Fig. 3—Removing Wiper Arm (Concealed) (3) Index the flats on the crank arm to mate with

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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-99

flats on the motor shaft. Start the crank arm nut (4) Connect battery ground cable and test oper-
being careful that the crank arm remains indexed. ation of wiper motor.
Hold the crank arm with a second wrench (to prevent (5) Install cowl screen.
overloading the motor gears) and tighten the nut to (6) Carefully install wiper arm and blade assem-
95 inch-pounds. blies, (see Wiper Arm Adjustments).

SERVICE PARTS LIST - WIPER MOTOR

Part Name Application
Intermediate Gear Package All Two Speed
Motor Housing Assembly Package All Two Speed
Armature Package All Two Speed
Gear Box Assembly Package Two Speed
With Concealed Wipers
Gear Box Assembly Package Two Speed
With Non-Concealed Wipers
Resistor Assembly (Low Speed Torque Limiting) All Two Speed
(Park Switch) Plate and Latch Package All Three Speed
Gear and Gasket Package All Three Speed

TWO SPEED WINDSHIELD WIPER MOTOR

SERVICE PROCEDURES
VOLTAGE TESTING WIPER SYSTEM (TWO WIPER SYSTEM VOLTAGE CHART
SPEED) (Fig. 1) (TWO SPEED NON-CONCEALED)
Remove the arm and blade assemblies to simulate
Instrument Panel POS
wet glass load. Note that a faulty circuit may damage Switch Position L H P2 P1 Battery
the wiper system if allowed to run continuously on Low 11 8 12 or 0* 12 12
dry glass. High 18 12 l2orO* 12 12
Measure the voltage at four motor terminals while Off (While Parking) 11 8 12 12 12
the motor is operated. Compare the measured volt- Off (Parked) 0 0 0 12 12
*The P2 Terminal will have a 12 volt potential except
ages to those in the "Wiper System Voltage Chart— for a momentary drop to "0" volts when the park switch
Two Speed". Measured voltages within 2 volts of the opens during each wipe cycle near the Park position.
chart usually indicate that the motor, park switch,
panel switch, and circuit are satisfactory. However, it WIPER SYSTEM VOLTAGE CHART
may be necessary to run the motor (with the ignition (TWO SPEED CONCEALED)
switch in the accessory position) for a half hour to
warm the motor to observe intermittent conditions or Instrument Panel POS
to cause the motor to run faster and possibly coast Switch Position L H P2 P1 Battery
through park. Switching the motor from low to off Low 11 8 0 0 12
High 18 12 0 0 12
several (twenty) times will detect open commutator Off (While Parking) 1 4 12 12 12
bars on the armature. The motor must be allowed Off (Parked) 0 0 0 12 12
adequate time to park during the open commutator
test. A motor that fails to run may have the following
symptoms:
L-12 volts and H-12 volts at both low and high
switch positions. Possible causes are; a stuck common
brush (see Motor Repair—Two Speed), a spring off
the common brush, an open P2 circuit, an open panel
HARNESS CONNECTOR switch ground, an open ground strap to the body, or
GROUND
PI an open commutator bar under the common brush
STRAP (see Testing Armature).
RESISTOR
L-12 volts and H-"O" volts at low speed and motor
NR53OB doesn't run on low speed. Investigate for stuck low
speed brush or the spring off the low speed brush.
Fig. I-Two Speed Motor L-"O" volts and H-12 volts at high speed switch

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8-100 WINDSHIELD WIPER AND WASHER—ELECTRICAL
position and the motor does not run on high speed. breaker cycles at a 6 amp load, replace the control
Investigate for a stuck high speed brush or the spring switch. After replacing a panel switch, repeat the
off the high speed brush. above voltage measurements since the motor may
L·8 volts and H-5 volts at low speed and L·9 volts have overloaded the circuit breaker causing switch
and H-12 volts at high speed and the motor does not failure. Be cautious that the faulty circuit is rectified
run. The circuit breaker should be cycling. Therefore, so that the failure does not recur.
much of the time there is "0" volts at the motor NOTE: Operate the motor for a half hour after re-
terminals. The motor is stalled due to broken mag- pairs are made (with the arms and blades removed)
nets, loose motor bearing and retainer, stripped to ascertain that proper service has been effected and
gears, or binding linkage. Remove the output crank to allow the brushes to reseat minimizing noise.
nut and crank to isolate linkage. Repeat the voltage If P2 measures "0" volts and PI measures 12
test to isolate whether the cause is in the linkage or volts, the park switch circuit is open in the motor.
motor. The switch may be improperly adjusted or contami-
If "0" volts is observed at PI when the panel nated with greasy materials. Adjust the switch or
switch is turned off the circuit to the motor may be replace the gear housing, brush holder and park
open in the wiring, the panel switch circuit breaker or switch assembly to correct.
a short in the park switch. Remove the connector
from the motor assembly. Measure the voltage at the PANEL SWITCH TESTS (Fig. 2 and 3)
PI and H female conductors in the connector at off
and high control switch positions. Allow a minute for Two-Speed
an open circuit breaker to close. If 12 volts recurs, To test the switch, disconnect the wiring and re-
remove the PI lead from the connector, (otherwise, move from the instrument panel. For removal and
check the circuit and switch). Retest the motor with installation of the wiper switch see "Instrument
the PI lead isolated at low and high speeds for L and Panels".
H voltage measurements. If the motor now operates Using a continuity tester or an ohmmeter, test for
correctly, this test identifies the failure as a shorted continuity (no resistance) between the contact termi-
park switch. nals of the switch as shown in the following chart.
If the motor does not function properly test the For test purposes, the first position is the "Off" posi-
circuit breaker at its rated 6 amps load which it tion. The "Low" position is the first detent past the
should be able to carry indefinitely. If the circuit "Off" position. The "High" position is the second de-
CONTROL SWITCH WIPER MOTOR

r r LOW SPEED TORQUE

LIMITING RESISTOR ^
¯l
BR/WT . |

FEED FROM
IGNITION \
SWITCH ARMATURE

PARK SWITCH

PI î
H

I
NOTE — CONTROL SWITCH AND PARK SWITCH MOTOR MUST BE GROUNDED
ARE SHOWN IN THE OFF POSITION PD49O

Fig. 2-Two Speed Wiper Motor-Wiring Schematic (Non Concealed Wipers)

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¤- WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-101

r ~l
P2

I
SWITCH
MUST BE
GROUNDED PARK
SWITCH

HIGH
<¯l· LOW SPEED TORQUE
O LIMITING RESISTOR
LOW

OFF

WIPER MOTOR ASSEMBLY

-cT`ï> FEED FROM
MOTOR MUST
I INSTRUMENT
IGNITION SWITCH
BE GROUNDED

NOTE -PANEL SWITCH A N D

PANEL SWITCH
PARK SWITCH SHOWN
IN OFF POSITION PD49l

Fig. 3-Two Speed Wiper Motor-Wiring Schematic (Concealed Wipers)

tent of the switch. The bench test of the switch does used when testing two speed motors used with con-
not require the use of a twelve volt battery. cealed wipers. Use of the improper procedure will
"Ground" is the case of the switch. result in a false indication of motor conditions.

SWITCH CONTINUITY CHART Two Speed Motor (With Non-Concealed

Wipers)
Two Speed Motor (1) Disconnect motor leads at motor. Connect
(With Non-Concealed Wipers) jumper from battery positive terminal to motor ter-
Off Low High minal "H"> Motor should run at high speed. (The
BtoB/U. B to B/U. BtoB/U. ground circuit is completed to the car body through a
B to PL B to PI. B to PL brass ground strap. Be certain that this is a good con-
A to P2. B to A. B to H. nection). Remove jumper.
H-open P-2 open P2-open (2) Connect jumper from battery positive termi-
H-open A-open nal to resistor terminal. Connect second jumper from
terminal "L" to the second resistor terminal. The
SWITCH CONTINUITY CHART motor should run at low speed. Remove jumpers.
(3) Connect juniper from battery positive termi-
Two Speed Motor nal to motor terminal "PI". Connect a second jumper
(With Concealed Wipers) from motor terminal "P2" to terminal "L". The mo-
Off low High tor should park. (If the wiper blades are near the
B to B/U. B to B/U. B to B/U. bottom of the glass, the motor may be parked. Run
B to P. the motor as in step (2) until the blades are high on
A to Ground B to A. Bto H. the glass. Then repeat step (3) to observe parking).
F2 to Ground F2 to Ground
F2-Open P-Open P-Open
H-Open H-Open A-Open Two Speed Motor (With Concealed Wipers)
(1) Disconnect motor leads at motor. Connect
MOTOR TESTING jumper from battery positive terminal to motor ter-
minal "H". Connect second jumper from (terminal
CAUTION: The testing procedure for two speed mo- "P2") to ground. Motor should run at high speed.
tors used with non-concealed wipers differs from that Remove jumpers.

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8-102 WINDSHIELD WIPER AND WASHER—ELECTRICAL
(2) Connect jumper from battery positive termi- (6) Install wiper motor (refer to Motor Installa-
nal to resistor terminal. Connect second jumper from tion).
(terminal "L") to the second resistor terminal. Con-
nect a third jumper from (terminal "P2") to ground. Replacement of Armature or Motor Housing
The motor should run forward at low speed. Remove Mount the motor assembly in a vise. Remove the
jumpers. through bolts, armature and motor housing, and the
(3) Connect jumper from battery positive termi- flat and spring washers.
nal to motor (terminal "PI"). Connect a second Clean the brush assembly. Reassemble by per-
jumper from motor (terminal "L") to ground. Con- forming steps 1 through 3 under gearbox assembly.
nect a third jumper from the motor ground strap to Since the gearbox is assembled it is necessary to
ground. The motor should run in reverse rotation for rotate the armature counter clockwise against the
at least a half revolution and park. intermediate gear so the magnets in the motor hous-
ing do not pull the armature out of the brush holder.
MOTOR REPAIR—TWO SPEED (Fig. 4) Align the motor housing assembly with the brush
holder and place over the armature. Install motor
Replacement of Gear Box Assembly housing.
Disassembly Install motor housing through bolts. Gently tap the
(1) Remove Wiper Motor (refer to Motor Re- motor housing with a small mallet to align bearings.
moval). Bench test the motor for proper operation.
(2) Remove motor housing through bolts.
(3) Remove the motor housing and armature as- TESTING ARMATURE
sembly.
(4) Remove the ñat washers and one spring Testing Armature for Short Circuit
washer. Place armature in growler and hold a thin steel
blade parallel to the core and just above it, while
Assembly slowly rotating armature in growler. A shorted arma-
(1) Clean commutator with ink eraser, install a ture will cause blade to vibrate and be attracted to
flat washer, spring washer and flat washer on arma- the core. Replace armature if shorted.
ture shaft. Place armature in brush holder assembly.
(2) Release brush leads from brush holder notches Testing Armature for Ground
(check to see brushes are spring loaded against the Contact armature shaft and each of the commuta-
commutator). tor riser bars with a pair of test lamp probes. If lamp
(3) Hold the armature pinion so the magnets in lights, it indicates a grounded armature. Replace
the motor housing do not pull the armature out of grounded armature.
the brush holder. Line motor housing assembly with
brush holder and place over the armature. Install
motor housing. Checking for Open Commutator Bars
(4) Install motor housing through bolts. Contact adjacent commutator riser bars with a pair
(5) Gently tap motor with mallet to align bear- of test lamp probes. The lamp should light on each
ings. bar. If the lamp fails to light the wire to bar junction
is open. Replace open armature.

Replacement of Intermediate Gear

Disassembly
(1) Mount wiper motor in a vise.
(2) Remove the mounting grommet spacers.
(3) Remove the mounting grommets.
(4) Remove the bulkhead seal from motor.
(5) Drill out the rivets (6) from the gear housing
cover and remove cover.

To Replace Intermediate Gear

(1) Remove the damaged intermediate gear and
wave washer from the intermediate gear shaft.
(2) Clean the grease and plastic chips from hous-
MOTOR HOUSING ARMATURE
ing and armature shaft.
Fig. 4-Two Speed Motor-Disassembled View (3) Lubricate the new intermediate gear teeth and
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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-103
bore with grease furnished in package (keep grease
off park switch contacts).
(4) Install the new wave washer (convex side of
washer must face gear) and the intermediate gear on BRUSH BLOCK
intermediate shaft.
Assembly
Prior to beginning assembly of the gear housing
the contact gap and contact alignment must be
checked and adjusted as necessary.
(1) Check and verify that the alignment of the STEEL
contacts on the brass dogleg, copper switch blade, and BEARING
steel bearing retainer are aligned within 90% of total RETAINER GEAR HOUSING
point contact.
Adjust by bending the brass dogleg or the steel
.050*010
bearing retainer.
CAUTION: Do not bend or make any adjustment to
the copper switch blade.
(2) Adjust the point gap between the brass dogleg PD189

and the copper switch blade to obtain a clearance of Fig, 5—Checking and Adjusting Contact Gap
.050 (fifty thousandths) with the copper switch blade
in contact with the steel bearing retainer. (5) Rotate park cam so that it does not contact
This adjustment is accomplished by slightly bend- park switch or intermediate gear while assembling
ing the brass dogleg in the area indicated by the the cover assembly. (With concealed wipers).
asterisk (•) only, as shown in Fig. 5. (6) Install cover using screws, lock washers and
(3) Rotate the output gear so the cam does not nuts furnished. Be sure the two cover locating pins
contact the park switch while assembling the cover are aligned with their hole in the gear housing.
assembly. (With non-concealed wipers). (7) Bench test motor for proper operation.
(4) Install the park cam, (the park cam Vee notch (8) Install the mounting grommets.
must face output gear) flat washer and coil spring (9) Install the mounting grommet spacers. (Be
(small end first) on the output gear shaft. (With sure ground strap is under one spacer).
concealed wipers). (10) Install the bulkhead seal on motor.
THREE SPEED WINDSHIELD WIPER MOTOR
SERVICE PROCEDURES
VOLTAGE TESTING WIPER SYSTEM (THREE the armature current in the brown lead to ascertain
SPEED) that the circuit breaker is able to carry its continuous
rated current. See "Electical Specifications—Circuit
Remove the blade and arm assemblies to simulate Breaker".
wet glass load. Note that a faulty circuit may damage A "O" volt reading at the blue lead in LOW, MEDI-
the wiper system if allowed to run continuously on UM or HIGH speeds may indicate that the park
dry glass. switch is open, that the leads on the park switch are
Measure the voltage at the four motor terminals at not soldered, or that the brown lead circuit to the
the bulkhead disconnect while the motor is operated. series field is open or shorted. If the motor runs only
Compare the measured voltages to those in the when it is turned OFF and does not run when turned
WIPER SYSTEM VOLTAGE CHART (THREE to LOW, MEDIUM or HIGH the brown lead is proba-
SPEED). Measured voltages within 2 volts of the
bly opened at the series field splice. Remove the
chart indicate that the motor, park switch, panel
switch and circuit are satisfactory. splice insulation material, some brown vinyl insula-
Voltages less than 8 volts at the blue lead may tion, clean the nylon film or solder to expose the solid
indicate excessive current draw, voltage cycling to O bare copper wire, twist the splice mechanically, sol-
volts indicates that there may be excessive current der and tape to repair. Check the leads in the motor
cycling the circuit breaker. A defective circuit break- pigtail for damage to be repaired. Inspect the park
er located in the panel switch may cause the motor to switch to see if the blade is shorted to the cover
operate intermittently. Check the linkage for bind- plate. See "Motor Testing", "Switch Testing", and
ing, the motor for excessive current and measure "Service Diagnosis" to isolate defective components.

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8-104 WINDSHIELD WIPER AND WASHER—ELECTRICAL-

WIPER SYSTEM VOLTAGE CHART parked, the park switch may have been damaged so
(THREE SPEED) the contacts do not open or the panel switch may be
Switch Position Brown Red <Green Blue Battery defective. To isolate the defect, unsolder the blue lead
Low 12 12 0 8 to 10 12 from the park switch. If both the blue lead and brown
Medium 12 6 0 8 to 10 12 lead are still measuring 12 volts investigate the wir-
High 12 3 0 8tolO 12 ing and panel switch. Otherwise see "Gear and Park
Off (While Parking) 12 0 12 12 12
Off (Parked) 0 0 12 Switch Replacement" to repair.
0 12
A 12 volt measurement at the red terminal at THREE-SPEED (Fig. 1)
MEDIUM and HIGH speeds indicates that there is an
open in the shunt field circuit. See the three speed The three speed switches control the current flow
wiring (Fig. 3). A 12 volt reading at the green lead through the motor shunt field to effect motor speed.
indicates that the field circuit is open between the The switch is designed to provide a circuit to the
disconnect and the panel switch, the panel switch is motor to reverse the current to the field windings
defective or that the panel switch is not grounded, which reverse the direction of the armature. A circuit
and the motor is usually undamaged. However, a 0 breaker, built into the switch, protects the circuitry.
volt measurement on the green lead indicates that To test the switch, disconnect the wiring to the
the field is open in the motor pigtail, either the red or switch and remove the switch from the instrument
green wire splice or inside the motor. (An open inside panel. For removal and installation of the wiper
the motor requires replacement.) switch, see "Instrument Panels".
A "0" volt measurement while running at the red Using a continuity tester or an ohmmeter, test for
terminal at LOW, MEDIUM or HIGH indicates that continuity (no resistance) between the contact termi-
there is an open circuit from the panel switch to the nals of the switch as shown in the following chart.
disconnect, that the panel switch is defective or that a For test purposes the "Park" position is the switch
MEDIUM speed resistor circuit is open. "Off" position. The "Low" speed is the position im-
When both the brown lead and blue lead measure mediately past the "Off" detent and the "High" posi-
12 volts after the motor has been turned OFF and tion is at the extreme position of the switch travel.

SWITCH MUST
BE GROUNDED

7íl
MEDIUM SPEED RESISTOR
MAY BE REMOTE LOCATED ON SOME MOTOR MUST
MODELS WIRING ATTACHES TO Rl TERMINAL BE GROUNDED PD489

Fig. 1-Three Speed Wiper Motor-Wiring Schematic

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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-105
In the test chart the reference "Ground" means to (2) Remove the five switch plate screws and
attach one lead of the continuity tester or ohm meter ground strap.
to the switch case. (3) Carefully remove park switch plate and gas-
ket. Hook should be closed, as shown in (Fig. 2). If
SWITCH CONTINUITY CHART the latch is open the motor is unlatched. Replace
Three Speed latch assembly.
(4) Remove motor from car if necessary to re-
Off Low Medium High
B to B/U B to B/U B to B/U B to B/U place park switch. See "Motor Removal".
B/U to P B/U to A B/U to A B/U to A (5) Remove gear and latch assembly from gear
A to F2 A to Fl Fl to Rl box.
(6) Inspect all components for damage or wear
A through the paying special attention to the following. (Refer to
resistor to Fl
Fl to Ground F2 to Ground F2 to Ground F2 to Ground
Fig. 7).
P-open P-open P-open (a) Bent parking switch blade.
(b) Melted switch cam.
Three Speed Motor (c) Chipped, scraped or broken islands.
(1) Disconnect motor leads at bulkhead discon- (d) Chipped or scraped inner or outer cam.
nect. Connect a jumper from the green lead to (e) Bent hook where it latches to inner cam.
ground. Connect a second jumper wire from the bat- (f) Broken torsion spring.
tery positive terminal to the brown and red leads in (g) Loose rivet in latch assembly.
bulkhead disconnect. (The ground circuit is com- (h) Clearance between the block and latch assem-
pleted through the car body, be certain of a good bly exceeding .025 may cause noise. Measure with a
connection at the motor ground strap). The motor feeler gauge.
should run continuously. If the motor runs disconnect NOTE: When replacing components, lubricate all ar-
leads as the blades sweep downwards. Proceed with eas marked (*) and metal surfaces with lubricant
step (2). If the motor does not run but appears to be contained in package.
shorted analyze the excessive current draw as follows (7) Switch plate replacement. Unsolder switch
while the motor is still on the car. Unsolder the two plate leads. Solder leads to new switch plate, making
green leads at the park switch. Fasten the two green sure the two green leads are together in their origi-
leads together, isolated from the motor frame. Con- nal location.
nect the test leads as previously described. If the (8) Insert the spring loaded latch assembly into
motor runs replace the park switch. The park switch the gear with the latch against the block as shown in
may or may not be shorted after running the motor. (Fig. 2). Insert gear and latch assembly, with washer
If motor continues to draw excessive current look for between gear and gearbox, with the gear approx-
binding linkage. If linkage is not binding, remove the imately in the position as shown in (Fig. 2).
park switch plate, see "Gear and Park Switch Re- ISLAND" HOOK (CLOSED)* SPRING ISLAND*
placement." If switch plate is jammed and difficult to
remove or motor runs when jumpers are connected LATCH*
again replace the latch assembly as it is unlatched. If
motor continues to draw excessive current, remove
and replace motor assembly. Do not proceed with
step 2 until the green wires are resoldered to the
park switch. Disconnect leads as the wiper blades
sweep downward.
(2) Connect jumper wire from green lead to
brown lead. Connect red lead to ground. Connect
third jumper wire from battery positive terminal to
blue lead. The wiper should run to the park position.
CAUTION: Motor can be damaged if not wired cor- BLOCK
rectly.

Gear and Park Switch Replacement (Three TEETH

Speed Motors)
(1) Run motor out of park to close hook and to
prevent damage to park switch. If motor does not run MELAMINE TUBE OUTER CAM* INNER CAM* ¶PD42l
check for open or excessive current. See "Motor Test-
ing". Fig. 2-Gear and Park Switch (Hook Closed)

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8-106 WINDSHIELD WIPER AND WASHER—ELECTRICAL
INDICATES GASKET GROUND STRAP
POSITION LOCATOR TAB FASTENS HERE
OF SWITCH
PLATE LOCATOR
TAB
CHALLNGER,
CORONET AND
CHARGER

HOOK
OPEN

POLARA/
MONACO

DART AND
DEMON PF586

Fig. 4-End Play Adjustment

BLOCK OUTER CAM SWITCH CAM* PD423 Install the switch plate so that the locator tab aligns
with the correct notch as indicated in (Fig. 3). Re-
Fig. 3-Gear and Park Switch (Hook Open) place the five screws, making sure the ground strap is
NOTE: The gear and latch assembly must be in the under the screw next to the gasket locator.
position as shown in (Fig. 2) with the latch closed (12) Bench test motor according to "Motor Test-
when the switch plate is installed to prevent damage ing" in service manual. Motor must be grounded
to switch plate. when bench testing.
(9) Install the melamine tube on the switch cam as NOTE: Do not jumper across park switch. It may
shown in (Fig. 2). Place a thin film of grease on the cause a short to ground or jam the rocker arm into
tip of the switch cam taking care to keep grease off the outer cam. Remove the park switch plate to run
the melamine tube. motor and relieve jammed condition.
NOTE: The contacts and tube are not used on some (13) Install motor.
models. The tube must be used on all models when
the service park switch package with contacts is in- END PLAY ADJUSTMENT (Three Speed Motor)
stalled.
(10) Install the gasket with the slot over the gas- To adjust the armature shaft end play, turn the
ket locator (See Figure 3). adjustment screw in until it bottoms then back-off
(11) Rotate the rocker arm lever, which is riveted 1/16 turn (Fig. 4). This adjustment can be made
to the switch plate, counter clockwise to its stop. without removing the wiper motor from the vehicle.

WINDSHIELD WIPER ARM ADJUSTMENT

SERVICE PROCEDURES

Non-Concealed Wiper Systems (Fig. ì) maximum of 1.8" on both sides for depressed park
(1) With the motor in the park position, mount systems.
the arms on the pivot shafts, choosing a serration (4) If the requirements for the "A" and "B" di-
engagement that locates the tips of the blades ap- mensions and park position are not met, remove the
proximately 2" above the lower windshield gasket for arm(s) and repeat with a corrected setting.
non-depressed park system or against the gasket for
depressed park systems. Concealed Wiper Systems
(2) Operate the wipers on low speed and dry glass (1) With the motor in the park position, mount
with the engine off. The wipe pattern must comply the arms on the pivot shafts, choosing a serration
with the maximum A-distance and the minimum B- engagement that locates the blades against the blade
distance shown in the chart on Page 107. stops.
(3) Park the wipers. The distance from the blade (2) Operate the wipers on low speed and dry glass
tip to the lower windshield weatherstrip must be a with the engine off. The wipe pattern must comply
minimum of 2.0" on the left (driver's) side and 3.0" with the maximum A-distance and the minimum B-
on the right side for non-depressed park systems or a distance shown in the chart.
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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-107
(3) Park the wipers. The arms and blades must be
"A"-DISTANCE forward of an imaginary surface which is tangent to
"B"-OVERLAP DISTANCE OF RIGHT OF LEFT BLADE the hood edge and normal to the glass (i.e. concealed
BLADE TIP INTO LEFT PATTERN TIP TO A-POST
by the hood).
(4) If these requirements for "A" and "B" dimen-
sions and concealment are not met, remove the
arm(s) and repeat with a corrected setting.
LOW SPEED WIPERS—DRY GLASS-
ENGINE OFF
Model Maximum "A" Minimum "B"
VL-23, 41 2.8" 0.0"
VL-29 3.6" .6"
R-23, W-23, 29 5.0" -2.0"
RW-41, 45, 46 4.0" -2.1"
PDCY- 4.8" 0.0"
PF644 BJ- 3.9" -1.6"
NOTE: The minus values for " B " indicate a lack of
Fig. ì-Windshield Wiper Arm Adjustment Diagram overlap.

WINDSHIELD WIPER LINKAGE

SERVICE PROCEDURES

LINKAGE-PIVOT REMOVAL AND Drive Link and Crank Assembly

INSTALLATION (Fig. 1) (1) Disconnect the battery ground cable.
(With Non-Concealed Wipers) (2) If not air conditioning equipped, remove the
drive crank from the motor by removing the at-
Drive Crank taching nut (above the accelerator pedal) with a
(1) Disconnect the battery ground cable. 3/8" wrench. If air conditioning equipped, remove the
(2) If not air conditioning equipped, remove the wiper motor mounting nuts and/or bolts with a 1/2"
drive crank from the motor by removing the at- wrench. Move the motor forward and to the right far
taching nut (above the accelerator pedal) with a enough to gain access to the drive crank attaching
3/8" wrench. If air conditioning equipped, remove the nut. Loosen the attaching nut with a 3/8" box end or
wiper motor mounting nuts and/or bolts with a 1/4" open end wrench and remove the drive crank from
wrench. Move the motor forward and to the right far the motor.
enough to gain access to the drive crank mounting (3) Remove the drive link and crank assembly
nut. Remove the drive crank from the motor by re- from the left pivot by prying the link bushing from
moving the nut with a 3/8" box end or open end
wrench. (Fig. 2-3). PIVOT MOUNTING
(3) Remove the drive crank from the drive link by STUDS (4)
prying the link bushing from the crank pin with the
smaller end of the wiper arm removal Tool C-3982.
(4) Install the replacement drive crank to the
drive link by pressing the crank pin into the link
bushing with the use of channel lock pliers.
(5) Index the flats on the replacement drive crank
to mate with the flats on the motor shaft. Tighten the
attaching nut to 95 inch-pounds. If air conditioning
equipped, position the wiper motor on its mounting
studs. Install the three mounting nuts and/or bolts
being sure that the ground strap is attached securely. CONNECTING
Torque nuts and/or bolts to 55 inch-pounds. DRIVE RETAINER
LINK
LINK PF629
(6) Reconnect the battery ground cable.
(7) Operate the wiper system to verify correct Fig. 1-Dart Windshield Wiper Linkage
function. (Non Concealed)
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8-108 WINDSHIELD WIPER AND WASHER—ELECTRICAL
(7) Operate the wiper system to verify correct
DRIVE CRANK COWL PANEL function.
ASSEMBLY TOP
Connecting Link
(1) Operate the wiper system. Stop the blades at
the mid-glass position by turning off the ignition
switch.
(2) Disconnect the battery ground cable.
(3) If not air conditioning equipped, remove the
connecting link from the right pivot by prying the
link bushing from the pivot pin with the smaller end
of the wiper arm removal Tool C-3982. If air condi-
tioning equipped it will be necessary to remove the
air conditioning outlet duct to gain access to the right
pivot.
NUT
(4) Remove the connecting link from the left pivot
by prying the link bushing from the pivot pin with
RETAINER
the smaller end of the wiper arm removal Tool
PF633 C-3982.
(5) Install the replacement connecting link to the
Fig. 2-Wiper Motor to Linkage Attachment left pivot by pressing the link bushing on the pivot
(Typical Two Speed)
pin with the use of channel lock pliers.
the pivot pin with the smaller end of the wiper arm (6) Install the replacement link to the right pivot
removal Tool C-3982. by pressing the link bushing on the right pivot pin
(4) Install the replacement drive link and crank with the use of channel-lock pliers. If air conditioning
assembly to the left pivot by pressing the link bush- equipped, it will be necessary to replace the air condi-
ing on the left pivot pin with the use of channel lock tioning outlet duct.
pliers. (7) Reconnect the battery ground cable.
(5) Index the flats on the replacement drive crank (8) Operate the wiper system to verify correct
to mate with the flats on the motor shaft. Tighten the function.
attaching nut to 95 inch-pounds. If air conditioning
equipped, position the wiper mount on its mounting Left Pivot
studs. Install the three mounting nuts and/or bolts (1) Operate the wiper system. Stop the blades at
being sure that the ground strap is attached securely. the mid-glass position by turning off the ignition
Torque bolts to 55 inch-pounds. switch.
(6) Reconnect the battery ground cable. (2) Disconnect the battery ground cable.
(3) Remove the left arm-blade with the larger end
of the wiper arm removal Tool C¯3982.
(4) Remove the connecting link from the left pivot
by prying the link bushing from the pivot pin with
MOTOR
the smaller end of the wiper arm removal Tool
COWL PANEL
TOP
C-3982. Remove the drive link from the left pivot simi-
DRIVE CRANK larly.
ASSEMBLY
(5) Remove the left pivot from the car by remov-
ing the two mounting nuts with a 1/2" wrench.
(6) Install the replacement left pivot. Torque the
mounting nuts to 140 inch-pounds.
(7) Install the connecting link to the replacement
pivot by pressing the link bushing on the pivot pin
with the use of channel-lock pliers. Install the drive
link to the left pivot similarly.
(8) Reconnect the battery ground cable.
(9) Replace the left arm-blade.
NUT
(10) Operate the wiper system to verify correct
function.
PF634

Fig. 3-Wiper Motor to Linkage Attachment Right Pivot

(Typical Three Speed) (1) Operate the wiper system. Stop the blades in

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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-109

the mid-glass position by turning off the ignition DRIVE LINK. RETAINER
RIGHT PIVOT
switch. ASSEMBLY
(2) Disconnect the battery ground cable.
(3) Remove the right arm-blade with the larger
end of the wiper arm removal Tool C-3982.
(4) If air conditioning equipped, remove the air
conditioning outlet duct to gain access to the right
pivot.
(5) Remove the connecting link from the right
pivot by prying the link bushing from the pivot pin
with the smaller end of the wiper arm removal Tool
C-3982. RETAINER
RETAINER PF63l
(6) Remove the right pivot from the car by re-
moving the two mounting nuts with a 1/2" wrench. Fig. 5-Coronet and Charger Windshield Wiper
(7) Install the replacement right pivot. Torque the Linkage
mounting nuts to 140 inch-pounds. (8) Operate the wiper system to verify correct
(8) Install the connecting link to the replacement
operation.
pivot by pressing the link bushing on the pivot pin
with the use of channel-lock pliers. (9) Replace the cowl top plastic screen.
(9) Reconnect the battery ground cable.
(10) Replace the right arm-blade. Drive Link and Crank Assembly, Connecting
(11) Operate the system to verify correct func¯ Link and Pivots
tion. (1) Disconnect the battery ground cable.
(2) Remove the cowl top plastic screen to gain
LINKAGE-PIVOT REMOVAL AND access to the linkage assembly.
INSTALLATION (Fig. 4,5 and 6) (3) Remove the arm-blade assemblies.
(With Concealed Wipers) (4) Remove the drive crank from the wiper motor
by removing the attaching nut with a 3/8" wrench.
Drive Crank (5) Remove the six pivot mounting screws with a
(1) Disconnect the battery ground cable. 3/8" wrench.
(2) Remove the cowl top plastic screen to gain (6) Remove linkage assembly from the plenum
access to the drive crank. chamber.
(3) Remove the drive crank from the wiper motor (7) Replace the defective part.
by removing the attaching nut with a 3/8" wrench. (8) Position the linkage assembly back in the
(4) Remove the drive crank from the drive link.
plenum chamber.
(5) Install the replacement drive crank to the
drive link. (9) Replace the six pivot mounting screws. Torque
(6) Index the flats on the replacement drive crank to 35 inch-pounds.
to mate with the flats on the motor shaft. Tighten the (10) Index the flats on the drive crank to mate
attaching nut to 95 inch-pounds.
RIGHT PIVOT DRIVE LINK RETAINER
(7) Reconnect the battery ground cable. ASSEMBLY
RIGHT DRIVE LINK RETAINER
PIVOT ASSEMBLY
RETAINER

WASHERS

WASHERS
SPRING
CONNECTING WASHER
WASHERS
LINK
LEFT PIVOT
RETAINER ASSEMBLY
PF632
PF63O
Fig. 6-Polara and Monaco Windshield
Fig. 4-Challenger Windshield Wiper Linkage Wiper Linkage

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8-110 WINDSHIELD WIPER AND WASHER—ELECTRICAL
with the flats on the motor shaft. Tighten the at- function. Reinstall the arm-blade assemblies. Verify
taching nut to 95 inch-pounds. correct operation of the wiper system.
(11) Reconnect the battery ground cable. (13) Replace the cowl top plastic screen.
(12) Operate the wiper linkage to verify correct

WINDSHIELD WASHERS
GENERAL INFORMATION

Dart, Sport, and Challenger models are equipped trol the direction of fluid flow from the reservoir to the
with a foot operated pump as standard equipment pump and from the pump to the nozzles.
with the two speed windshield wiper motor. An elec- Electric pump equipped models have the electric
tric operated pump is standard equipment when the pump assembly mounted directly to the reservoir. A
three speed windshield wiper motor option is used. permanently lubricated sealed motor is coupled to a
Coronet, Charger, Polara, and Monaco models are rotor type pump. Fluid, gravity fed from the reser-
equipped with the electric operated pumps as stan- voir, is forced by the pump through rubber hoses to
dard equipment with either the two or three speed the nozzles which direct the streams to the wind-
windshield wiper motors. shield.
Foot pump equipped models have a different reser- The pump and reservoir in either system are serv-
voir mounted in the engine compartment. Check iced as separate assemblies.
valves are built into the rear of the foot pump to con-

SERVICE PROCEDURES
NOZZLE ADJUSTMENT—Dart, Sport, and and move the nozzle and bracket assembly until the
Challenger nozzle is centered between the grille louvers. Vertical
nozzle adjustment is made by bending the nozzle
For lateral adjustment loosen the mounting screws mounting bracket up or down by the tab provided.

WINDSHIELD
WASHER
SERVICE DIAGNOSIS
(ELECTRIC PUMP)

1
i 1
PUMP MOTOR
PUMP RUNS- WASHER DOES DOBS NOT RUN
PUMP NOT NOT SYSTEM OUTPUT
PUMPING FLUID OPERATE PROPERLY LOW
1
1 1 1 LOOSE WIRING
TERMINALS,
CORRODED
NO FLUID IN LOW AIMED TERMINALS.
PUMP MOTOR RUNS
RESERVOIR NOZZLES
1
1
• 1 1
BROKEN WIRES
NOZZLE JET UNDER SYSTEM OPIRATES MOTOR RUNS— PINCHED OR
AIR INTAKE GRILLE INTERMITTENTLY PUMP PUMI>ING FLUID LEAKY HOSES

• • 1
• • •
SYSTEM OPERATES LEAKY OR RESTRICTED POOR GROUND
NOZZLE JETS LOOSE WIRING
WITHOUT PLASTIC HOSE
PLUGGED CONNECTIONS INTERRUPTION CONNECTOR

• • 1
• • •
FAULTY SWITCH
BROKEN OR SYSTEM OUTPUT POOR ELECTRICAL
FAULTY SWITCH
LOOSE HOSE ADEQUATE CONNECTIONS

1
| 1 1 1
FAULTY MOTOR
FAULTY MOTOR WASHER SYSTEM
FAULTY PUMP DEFECTIVE MOTOR
OK
PF69O

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 WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-111

WINDSHIELD WASHER
SIRVICI DIAGNOSIS
(FOOT PUMP)

TOOT PUMP DOM WASHIR DOB NOT

LOW OUTPUT OPIRATI PROPIRLY
NOT PUMP FLUID

FOOT PUMP
OUT OF FLUID LOW AIMED NOZZLES.
PUMPING FLUID
HIGH OPERATING EFFORT

LOOSE OR LEAKY HOSES LEAKY HOSES. PUMPING EFFORT NORMAL LOW AIMED NOZZLES.

LEAKY OR RESTRICTED
DEFECTIVE PUMP. PLASTIC HOSE NORMAL OUTPUT PINCHED HOSES.
CONNECTOR.

DEFECTIVE PUMP. SYSTEM OK

PF691

Foot pump models are aimed higher for improved Figure 1 and 2. The lower stream should impact the
water distribution. glass in the wiper pattern area, when the upper
Adjust nozzles so that the impact point of the upper stream is aimed properly. If not the nozzle is defec-
stream contacts the windshield glass as shown in tive and should be replaced.
FOOT PUMP UPPER TARGET
TO HIT UPPER M O U L D I N G

ELECTRIC PUMP
UPPER TARGET

3.00 INCHES

CENTER LINE
OF WINDSHIELD

LOWER TARGET
REFERENCE ONLY
PY862A

Fig. I—Washer Aiming Diagram

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8-112 WINDSHIELD WIPER AND WASHER—ELECTRICAL

WINDSHIELD WASHER AIMING SPECIFICATIONS

A c D E
B
DISTANCE FROM UPPER TARGET UPPER TARGET LOWER TARGET
DISTANCE FROM
RIGHT OF CAR IMPACT POINT IMPACT POINT
MODELS LEFT OF CAR IMPACT POINT
CENTERLINE (FOOT PUMP ONLY) (ELECTRIC AND
CENTERLINE (ELECTRIC PUMP ONLY) FOOT PUMP MODELS)

DART, SPORT 7½" l2¾" l4¼" UPPER MOLDING REFERENCE O N L Y

CHALLENGER 7" l4½" 16" UPPER MOLDING REFERENCE ONLY

CORONET, CHARGER 7" l4½" l5½" REFERENCE ONLY

POLARA, MONACO 12" l4¾" l5½" REFERENCE O N L Y

PB169A

Fig. 2-Washer Aiming Chart

Coronet, Charger, Po/ara and Monaco (1) Loosen the emission control charcoal canister
The nozzles are mounted on the underside of the retaining strap and lift out canister. DO NOT RE-
hood. No lateral adjustment is necessary since the MOVE OR LOOSEN ANY HOSES TO THE CANISTER.
nozzle body is keyed into the hood inner panel. Verti- (2) Remove the three screws retaining the canis-
cal adjustment is made by using a screwdriver to ter bracket and remove.
rotate the metal insert, this adjustment must be (3) Disconnect the hose and the wiring terminal
made with the hood latched. A very small adjustment next to the neck of the reservoir.
of the nozzle tip will move the washer stream up or The following steps apply to all models.
down a significant amount. (1) Remove the reservoir mounting screws, re-
CAUTION: To prevent possible injury do not adjust move the reservoir and pump assembly.
the nozzles while the wipers are operating. NOTE: On Coronet and Charger models, remove the
Note: The wipers are automatically turned on when snap-on lid (not to be confused with the reservoir
the washer button is pushed. filler cap) to gain access to thefilternut.
(2) Disconnect the motor feed wire connector and
ELECTRIC PUMP rubber hose from bottom of pump (already done for
Challenger).
Removal (3) Using a suitable extension and a 7/8 inch
NOTE: On Challenger models only, the following pre- deepwell socket through the reservoir filler neck, re-
liminary steps are required: move pump mounting nut and plastic washer from
the reservoir. Remove the ground wire. IT MAY BE
NECESSARY IN SOME PUMPS TO USE A 15/16
TERMINAL INCH DEEP-WELL SOCKET DUE TO THE EX-
PANSION OF THE NYLON FILTER NUT.
(4) Remove pump from bottom of reservoir and
discard rubber gasket. (On Challenger models, cut
and discard the plastic strap retaining the hose and
wire to the reservoir mounting tab).
Installation
OFFSET PUMP
NOTE: Two different service packages are avail-
STRAIGHT PUMP
able. The Coronet, Charger, Polara, and Monaco pack-
age consists of a straight outlet pump and a rubber
PB17Ï
gasket. The service package for the Challenger con-
Fig. 3-E/ectric Windshield Washer Pump Assemblies sists of a turned outlet pump, a wiring pigtail with a
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WINDSHIELD WIPER AND WASHER—ELECTRICAL 8-113

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8-114 SPECIFICATIONS
lock-on terminal and a plastic retaining strap. USE (5b.) On Challenger models, re-install the canister
THE CORRECT SERVICE PACKAGE. bracket and install the canister making sure the
(1) Install new rubber gasket on reservoir. hoses are secure and routed away from any engine
(2) Install pump assembly through gasket with components.
plastic washer under filter nut assembly and tighten
securely (approximately 25 inch pounds). DO NOT FOOT PUMP
OVERTIGHTEN.
(3a.) Challenger models: Remove jumper hose Removal
from old pump and install on new pump. Reclip hose CAUTION: Before removing foot pump, clamp the
and wire assembly on the back (outboard) side of the hose at the reservoir to prevent the siphoning of
rearward reservoir mounting tab. Make sure the hose washer fluid into the passenger compartment.
and the brown wire lie in the trough on the rear of (1) Remove the two screws which mount the
the reservoir. pump to the floor pan.
(3b.) Reconnect ground wire. Ground wire may be (2) Disconnect hoses.
spliced, soldered or recrimped. Crimping may be fa-
cilitated by making small cuts along the brass barrel Installation
using diagonal cutters and then peening using a cen- (1) Attach the hoses first.
ter punch and a hammer. (2) Mount pump assembly and install mounting
(4) Install pump and reservoir in vehicles with screws.
mounting screws making sure motor ground lug is (3) Tighten the mounting screws securely.
installed through one of the mounting screws. (4) Remove the clamp from the hose at the reser-
(5a.) Connect motor feed wire connector and rub- voir.
ber hose. Fill reservoir, inspect for leaks and test (5) Check for leaks and test the operation of the
operation of washer system, making sure nozzles are system, making sure the nozzles are aimed properly.
adjusted properly.

SPECIFICATIONS
BATTERY
Cranking Engine Cubic
Ampere Rating Reserve Inch Carline
Hours @O° F Capacity Displacement Application
48* 305 amps 68 minutes 198, 225, 318 VLBJ
340 RWPD
55* 315 amps 81 minutes 360 PD
59* 375 amps 86 minutes 400 RWPD
C
70** 333 amps 101 minutes 198, 225, 318 VL
340
70*** 440 amps 102 minutes 225, 318, 340 BJRW
360, 400, 440 PDCY
70** 380 amps 105 minutes 318, 360, 400 PDCY
440
*Standard
**Optional or Standard with Special Equipment
***Standard with 440 C.I.D.

FUSES
CARLINES V-L
CAVITY ONE (1) 20 Amps CAVITY THREE (3) 20 Amps
Rear Window Defogger Radio
Air Conditioning Clutch Back-up Lamps
Reverse Gear Indicator Lamp
Turn Signal (Includes)
CAVITY TWO (2) 20 Amps Stop Lamp
Air Conditioning Blower Motor Front Turn Signal
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 SPECIFICATIONS 8-115
Turn Signal Indicators Side Marker Lamp
Heater Blower Motor Horn
Trailer Back-up Lamps Relay Coil Horn Relay
Key In Buzzer
CAVITY FOUR (4) 20Amps
Dome Lamp CAVITY (6) 3 Amps
Trunk Lamp Voltage Lim¡ter
Stop Lamps Fuel Gauge
Map Lamp Temperature Gauge
Glove Box Lamp Low Oil Lamp
Ignition Lamp Relay Dual Brake Lamp
Ignition Lamp Seat Belt Lamp
Cigar Lighter (Instrument Panel) Seat Belt Relay
Hazard Flasher (Includes) Seat Belt Buzzer
Stop Lamps Heated Rear Window Coil
Front Turn Signal
Turn Signal Indicators CAVITY SEVEN (7) 3 Amps
CAVITY FIVE (5) 20 Amps Cluster Lamp
Tail Lamps Radio Lamp
License Lamp Gear Selector Lamp
Parking Lamp Ash Receiver Lamp
Instrument Lamps Air Conditioning Lamp

IN-LINE FUSE (V-L)

Fuses Amps
Heated Rear Window 30
Trailer Tow Package 30

FUSES
CARLINES B-J
CAVITY ONE (1) 20 Amps Switch Title Lamp
Brake Warning Lamp Clock (Rallye only)
Oil Pressure Lamp (Standard)
Seat Belt Lamp CAVITY FIVE (5) 5 Amps
Seat Belt Relay Cluster Lamps
Seat Belt Buzzer Gear Selector Lamp
Ash Receiver Lamp
CAVITY TWO (2) 20 Amps Radio Lamp
Horn (Dual) Stereo Cassette Lamp
Horn Relay Heater or A/C Control Lamp
r\cy iri DU¿zci
CAVITY SIX (6) 20 Amps
CAVITY THREE (3) 20 Amps Rear Defogger
Stop Lamp Air Conditioning Clutch
Trunk Lamp Temperature Gauge
Dome Lamp Fuel Gauge
Hazard Flasher (Includes) Voltage Limiter
Stop Lamp Oil Gauge (Rallye Cluster)
Front Turn Signal
Turn Signal Indicators CAVITY SEVEN (7) 20 Amps
Heater Blower Motor
CAVITY FOUR (4) 20 Amps Air Conditioning Blower Motor
iviap Ldiiiµ
Ignition Lamp CAVITY EIGHT (8) 20 Amps
Glove Box Lamp Radio
License Lamp Back Up Lamps
Side Marker Lamps Reverse Gear Indicator Lamp
Tail Lamps Tachometer Feed (Rallye Only)
Cigar Lighter Turn Signal (Includes)
Parking Lamps Stop Lamp
Ignition Lamp Time Delay Front Turn Signal
Instrument Lamps (Cavity Five) Turn Signal Indicators
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8-116 SPECIFICATIONS

FUSES
CARLINES R-W
CAVITY ONE (1) 20 Amps Ignition Lamp Time Delay Relay
Brake Warning Lamp Glove Box Lamp
Window Lift Safety Relay Headlamp¯on Buzzer
Temperature Gauge (Standard Cluster) Trailer Running Lamps Relay Coil
Fuel Gauge (Standard Cluster)
Oil Pressure Lamp (Standard Cluster) CAVITY FIVE (5) 5 Amps
Voltage Limiter (Standard Cluster) Cluster Lamps
Seat Belt Lamp Radio Lamp
Seat Belt Relay Stereo Cassette Lamp
Seat Belt Buzzer A/C or Heater Control Lamp
Deck Lid Release Solenoid Gear Selector Lamp
Ash Receiver Lamp
CAVITY TWO (2) 20 Amps Accessory Switch Lamps
Horn
Horn Relay CAVITY SIX (6) 20 Amps
Key In Buzzer Rear Defogger
Clock Air Conditioning Clutch
Tachometer Feed (Rallye Cluster)
CAVITY THREE (3) 20 Amps Fuel Gauge (Rallye Cluster)
Stop Lamps Oil Gauge (Rallye Cluster)
Dome and Aft. Dome Temperature Gauge (Rallye Cluster)
Trunk Lamp Voltage Limiter (Rallye Cluster)
Hazard Flasher (Includes)
Stop Lamps CAVITY SEVEN (7) 20 Amps
Front Turn Signal Lamps Heat Blower Motor
Turn Signal Indicator Lamps Air Conditioning Blower Motor

CAVITY FOUR (4) 20 Amps CAVITY EIGHT (8) 20 Amps

Ignition Lamp Radio
Map Lamp Back Up Lamps
Tail Lamps Reverse Gear Indicator Lamp
Cigar Lighter Turn Signal (Includes)
License Lamp Stop Lamps
Parking Lamp Front Turn Signal Lamps
Instrument Lamps (Cavity Five) Turn Signal Indicators
Side Marker Lamps Trailer Back-up Lamps Relay Coil

IN-LINE FUSES AND CIRCUIT BREAKERS (R-W)

Fuses Amps Fuses Amps

Tailgate Lock Solenoid 20 Stop Lamp 10
Heater and Air Conditioning Blower Motor Trailer Tow Package 30
with Tilt Column 20

Circuit Breakers Amps

Power Tailgate Window and/or Power
Windows 30
Tailgate Lock Solenoid 15

FUSES
CARLINES P-D
CAVITY ONE (1) 20 Amps CAVITY TWO (2) 20 Amps
Air Conditioning Relay Horn (Dual)
Window Lift Safety Relay Horn Relay
Dual Brake Lamp Key in Buzzer
Oil Pressure Lamp
Seat Belt Lamp CAVITY THREE (3) 20 Amps
Seat Belt Relay Hazard Flasher (Includes)
Seat Belt Buzzer Stop Lamps
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 SPECIFICATIONS 8-117
Front Turn Signals CAVITY SIX (6) 20 Amps
Turn Signal Indicators Headlamp Delay Relay
Stop Lamps Rear Defogger
Courtesy Lamps Rear Air Conditioning Motor
Clock Air Conditioning Clutch
Glove Box Lamp Speed Control
Trunk Lamp Cornering Lamp (Dodge Only)
Time Delay Relay Coil Low Fuel Relay and Bulb
Ignition Switch Lamp
Auxiliary Switch Lamp CAVITY SEVEN (7) 20 Amps
Dome Lamp and Aft Dome Heater Blower Motor
Lock Door Indicator Lamp Air Conditioning Blower Motor

CAVITY FOUR (4) 20 Amps CAVITY EIGHT (8) 20 Amps

Side Marker Lamps Radio
Tail Lamps Back Up Lamps
License Lamp Turn Signal Flasher (Includes)
Parking Lamps Stop Lamps
Instrument Lamps (Cavity Five) Front Turn Signal
Headlamp-On Buzzer Turn Signal Indicators
Cigar Lighter Fuel Gauge
Trailer Running Lamps Relay Coil Voltage Limiter
Temperature Gauge
CAVITY FIVE (5) 5 Amps Trailer Back-up Lamp Relay Coil
Cluster Lamps
Ash Receiver Lamp
Tail Gate Lock Switch Lamp
Stereo Cassette Lamp

IN-LINE FUSES AND CIRCUIT BREAKERS (P-D)

Fuses Amps Fuses Amps
Headlamp Delay Relay 20 Electric Deck Lid Solenoid or Tailgate Lock .. 20
Heater or Air Conditioning with Tilt Trailer Tow Package 30
Steering Column 20
Spotlight Wiring (Right and Left) 10

Circuit Breakers Amps

Power Door Lock or Front Seat Back Latch .. 15
Power Window, Power Seat and/or Power
Tailgate Window 30
Concealed Headlamp Relay 5

LIGHT BULBS
J
CARLINES L J (Rallye)
Air Conditioner Control **I892 **I6I **I6I
Ash Receiver **I6I **I6I **I6I
Back-up Lights 1156 1156 1156
Brake System Warning Indicator . 158 57 1895
Cassette Tape Deck **I89I **I89I **I89I
Clock * *
Dome Lamp 1ÕÕ4 211-1 or 551 or 1004 211-1 or 551 or 1004
Door Ajar Indicator 1892 1892
Fender Mounted Turn Signal
Indicator 161(2) 161(2) 161(2)
Front Park and Turn Signal ll57NA(2) 1157 ll57NA
Gear Selector Indicator (Column) **I6I **I6I **I6I
Gear Selector With Console **57 **57
Glove Compartment 1891 1891 1891
Headlamp Switch Rheostat Valve 28 OHMS 15.5 OHMS 15.5 OHMS
High Beam Indicator 158 57 1895
Instrument Cluster and
Speedometer 158(3) 1816(3) 1893(4)
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8-118 SPECIFICATIONS
J
CARLINES L (Rallye)
Ignition Lamp 1445 1445 1445
License Light 168 67 67
Map and Courtesy Lamp 89 89 89
Oil Indicator 158 57
Radio—AM and AM with Tape **I893 **I8I6 **I8I6
Radio—AM—-FM Stereo **I8I5 **I8I5
Reverse 4 Speed Transmission
Indicator 53 53 53
Sealed Beam—Hi-Beam (No. 1) . . . 4001 4001
Sealed Beam—Hi-Lo Beam (No. 2) 4000 4000
Sealed Beam—Single "7" 6012
Seat Belts Indicator 1445 ***
Side Marker 168(4) 168(4) 168(4)
Stereo Indicator 1445 1445
Switch Courtesy 1445 1445
Switch Lighting
Tachometer
Tail, Stop and Turn Signal 1157(2) 1157(2) 1157(2)
Trunk and/or Under Hood Lamp .. 1004 1003—1004 1003—1004
Turn Signal Indicator (Panel) 158(2) 57(2) 1895(2)

*lncluded in Instrument Cluster Lighting.

**Headlamp Rheostat Dimming.
***Replace Assembly.

LIGHT BULBS
W
CARLINES W (Rallye)
Air Conditioner Control 1892 1892
Ash Receiver **I6I **I6I **I6I
Auxiliary Switch Lamp — 161
Back-up Lights 1156(2) 1156(2) 1156(2)
Brake System Warning Indicator . . . 158 57 57
Cassette Tape Deck 1891 1891 1891
•
Clock
Cornering Lights — 1156(2)
Courtesy Lamp — 90
Dome Lamp 1004 1004 211-2
Door Ajar Indicator — — 57
Fender Mounted Turn Signal
Indicator 161(2) 161(2) 161(2)
Front Park and Turn Signal 1157 or 1157NA 1157 or 1157NA Polara 1157(2)
Monaco H57NA(4)
Gear Selector Indicator (Column) .. **I6I **I6I
Gear Selector With Console **57 **57
Glove Compartment 1891 1891 1891
Headlamp Switch Rheostat Valve .. 15 OHMS 15 O H M S 15 O H M S
High Beam Indicator 158 57 57
Instrument Cluster and
Speedometer **I58(4) **57(7) 1816(3)
Ignition Lamp 1445 1445 1445
License Light 67 (Sta. Wag. 168) 67 168(2)
Low Fuel Indicator 57
Map and Courtesy Lamp 562 562
Oil Indicator 158 57
Radio—AM and AM with Tape **I8I6 **I8I6
Radio—AM—FM Stereo **I8I6 **I8I6 *
Reverse 4 Speed Transmission
Indicator 53 53
Sealed Beam—Hi-Beam (No. 1) . . . . 4001 4001 4001
Sealed Beam—Hi-Lo Beam (No. 2) . 4000 4000 4000
Seat Belts Indicator 1892 1892 57
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 SPECIFICATIONS 8-119
Side Marker 168(4) 168(4) 168(4)
Station Wag. 97A(2F)
Front 168(2) l68(2R)
Rear 1893 Station Wag.
Front 168(2)
Rear 1157(2)
Stereo Indicator 1445 1445 1445
Switch Lighting 161(3) 161(3) *I6I
Tail, Stop and Turn Signal 1157(4) or 1157(4) 1157(2) or
Sta. Wag.(2) Sta. Wag. 1157(4) 67(2)
Trunk and/or Under Hood Lamp . . . 1003—1004 1003—1004 1003—1004
Turn Signal Indicator (Panel) 158(2) 57(2) 57(2)
Tail Light (Only) Monaco 67(2)

*lncluded in Instrument Cluster Lighting.

**Headlamp Rheostat Dimming.

IGNITION SYSTEM
Engine Displacement 198 Cu. In.#
Carburetor 1-Barrel
Transmission Manual or Auto
Distributor Part No 3656859
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 0° to 5° @55O RPM
8° to 10° @8OO RPM
12° to 14° @2OOO RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 0.5° to 3° @7"
7° to 10° @ll"
Rotation Clockwise
Ignition Timing (at Curb Idle Speed) T.D.C.±2.5°
Spark Plug Type 1M14Y
Size 14MM 3/4" Reach
Gap .035"
Gasket Required No
Firing Order 1-5-3-6-2-4
Shaft Side Play (New or Rebuilt) .000" to .003"
Shaft Side Play (After Assembly) .003" to .017"

Engine Displacement 225 Cu. In.#* 225 Cu. In.#*

Carburetor 1-Barrel 1-Barrel
Transmission Manual Automatic
Distributor Part No 3755037 3755042
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 0.5° to 4.5° @55O RPM 0.5° to 4.5° @55O RPM
9° to 11° @ 900 RPM 9° to 11° @ 900 RPM
12° to 14° @2OOO RPM 12° to 14° @2OOO RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 0.5° to 3° @9.5" 0.5° to 3° @7"
7° to 10° @I5" 7° to 10° @ll"
Rotation Clockwise Clockwise
Ignition Timing (at Curb Idle Speed) 2.5° B.T.C.±2.5° T.D.C.±2.5°
Spark Plug Type N14Y N14Y
Size 14MM 3/4" Reach 14MM 3/4" Reach
Gap .035" .035"
Gasket Required No No
Firing Order 1-5-3-6-2-4 1-5-3-6-2-4
Shaft Side Play (New or Rebuilt) .000" to .003" .000" to .003"
Shaft Side Play (After Assembly) .003" to .017" .003" to .017"

*California
#Federal

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8-120 SPECIFICATIONS
¯¤
IGNITION SYSTEM
Engine Displacement 318 Cu. ¡n.#* 340 Cu. In.#*
Carburetor 2-Barrel 4-Barrel
Transmission Automatic or Manual Automatic or Manual
Distributor Part No 3656763 3656771
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 1° to 4.5° @525 RPM 0.5° to 3.5° @6OO RPM
6.5° to 8.5° @75O RPM 8.5° to 11° @IOOO RPM
13° to 15° @I9OO RPM 11° to 13° @2OOO RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 0.5° to 3° @9" 0.5° to 3.5° @9"
9.5° to 12.5° @I5" 7° to 10° @I2.5"
Rotation Clockwise Clockwise
Ignition Timing (at Curb Idle Speed) T.D.C.±2.5° 2.5° B.T.C.-Automatic:
5° B.T.C.-Manual
Spark Plug Type N13Y N12Y
Size 14MM -3/4" Reach 14MM-3/4" Reach
Gap .035" .035"
Gasket Required Yes Yes
Firing Order 1-8-4-3-6-5-7-2 1.8-4-3-6-5-7-2
Shaft Side Play (New or Rebuilt) .000" to .003" .000" to .003"
Shaft Side Play (After Assembly) .003" to .017" .003" to .017"

Engine Displacement 360 Cu. In.#

Carburetor 2-Barrel
Transmission Manual or Automatic
Distributor Part No 3656780
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 0.5° to 3.5° @5OO RPM
10° to 12.5° @8OO RPM
13° to 15° @I75O RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 0.5° to 3° @9"
9.5° to 12.5° @I5"
Rotation Clockwise
Ignition Timing (at Curb Idle Speed) T.D.C.±2.5°
Spark Plug Type N13Y
Size 14MM-3/4" Reach
Gap .035"
Gasket Required Yes
Firing Order 1-8-4-3-6-5-7-2
Shaft Side Play (New or Rebuilt) .000" to .003"
Shaft Side Play (After Assembly) .003" to .017"

*Cal¡fornia
#Federal

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 SPECIFICATIONS 8-121

IGNITION SYSTEM
Engine Displacement 400 Cu. In.*# 400 Cu. In.*#
Carburetor 2-Barrel 4-Barrel
Transmission Automatic or Manual Manual
Distributor Part No 3656791 3755308
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 0.5° to 3.5° @55O RPM 0° to 2.5° @6OO RPM
8° to 10.5° @85O RPM 8° to 10.5° ©1000 RPM
13° to 15° @I95O RPM 13.5° to 15.5° @2I5O RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 1° to 4° @IO.5" 1° to 4° @IO.5"
8° to 10.5° @I5.5" 8° to 10.5° @I5.5"
Rotation Counterclockwise Counterclockwise
Ignition Timing (at Curb Idle Speed) 10° BTC±2.5° 10° BTCd=2.5°
Spark Plug Type J13Y J11Y
Size 14MM - 3/8" Reach 14MM-3/8" Reach
Gap .035" .035"
Gasket Required Yes Yes
Firing Order 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Shaft Side Play (New or Rebuilt) .000" to .003" .000" to .003"
Shaft Side Play (After Assembly) .003" to .017" .003" to .017"

Engine Displacement 400 Cu. In.#* 440 Cu. In. Standard and
High Performance
Carburetor 4-Barrel 4-Barrel
Transmission Automatic Automatic or Manual
Distributor Part No 3656802 3755157
Centrifugal Advance (Distributor
Degrees at Distributor RPM's) 0.5° to 4° @65O RPM 0.5° to 4° @65O RPM
6° to 8° @95O RPM 6° to 8° @95O RPM
10.5° to 12.5° @25OO RPM 10.5° to 12.5° @25OO RPM
Vacuum Advance (Distributor
Degrees at Inches of Mercury) 1° to 4° @IO.5" 1° to 4° @IO.5"
8° to 10.5° @I5.5" 8° to 10.5° @I5.5"
Rotation Counterclockwise Counterclockwise
Ignition Timing (at Curb Idle Speed) 7-1/2° BTCd=2.5° 10° BTC±2.5°
Spark Plug Type J11Y J11Y
Size 14MM - 3 / 8 " Reach 14MM-3/8" Reach
Gap .035" .035"
Gasket Required Yes Yes
Firing Order 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Shaft Side Play (New or Rebuilt) .000" to .003" .000" to .003"
Shaft Side Play (After Assembly) .003" to .017" .003" to .017"

*California
#Federal

COIL COIL
Chrysler Prestolite Chrysler Essex
Identification 2444242 2444211
Primary Resistance @ 70—8O°F 1.60 to 1.79 ohms 1.41 to 1.55 ohms
Secondary Resistance @ 70—8O°F 9400 to 11700 ohms 8000 to 10200 ohms

Ballast Resistor 3656199

Resistance @ 70—8O°F
Compensating (Coil Side) .50-.60 ohms
Auxiliary (Control Unit Side) 4.75-5.75 ohms

Current Draw (Coil & Ballast

Resistor in Circuit)
Engine Stopped 3.0 Amperes
Engine Idling 1.9 Amperes

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8-122 WIRING DIAGRAMS-

ALTERNATOR
Rotation Clockwise at Drive End
Voltage 12 Volt System
Current Output Design Controlled
Voltage Output Limited by Voltage Regulator
Brushes (Field) 2
Condenser Capacity 50 Microfarad plus or minus 20%
Field Current Draw
Rotating by Hand 2.5 to 3.1 Amperes
Current Rating Current Output
34 Amp.—Std. (All 198-225 V-L Models) 39±3 Amp.
41 Amp.—Std. (All Engines R-W-P-D-C-Y Models) 4 l ± 3 Amp.
50 Amp.—Spec. Equip.-—(Heavy Duty and/or
Air Conditioning V-L-R-W Models) 5Od=3 Amp.
60 Amp.—Spec. Equip.—(Fleet or P-D-C-Y with
`i Air Conditioning 6O±3 Amp.
* Plus or minus three ampere tolerance is provided to allow for temperature variation. Current output is mea-
sured at 1250 engine rpm and 15 volts at the alternator. If measured at the battery, current output will be ap-
proximately 5 amperes lower than above value.
Voltage is controlled by variable load (carbon pile) across the battery.

ELECTRONIC VOLTAGE REGULATOR

Part Number 3438150
The battery specific gravity should be above 1.200 when checking the regulated voltage.
The voltage regulator is working properly if the voltage is in accordance with the following chart:—
Ambient Temperature
1/4" From Voltage Regulator Voltage Range
—2Ö°F. 14.3—15.3
8O°F. 13.8—14.4
140° F. 13.3—14.0
Above 140°F. Less than 13.8

REDUCTION GEAR STARTING MOTOR

(For 198,225,318 and 340 Cu. In. Engines)
Starting Motor Model 2875560
Make Chrysler Built
Voltage 12
Number of Fields 4 (3 Series, 1 Shunt)
Number of Poles 4
Brushes 4
Spring Tension 32 to 36 Ounces
Drive Solenoid Shift Overrunning Clutch
End Play 010"—.045"
*Cranking Amperage Draw 155 to 170 Amps. 198 Cu. In. Engines
165 to 180 Amps. 225,318,340 Cu. In. Engines
180 to 200 Amps. 360,400,440 Cu. In. Engines
Free-Running Test
Voltage 11
Amperage Draw Maximum 90
Speed RPM 1925 to 2600
Locked Resistance Test
Voltage 4
Amperage Draw 400 to 450
Solenoid Switch
Pull-In Coil . . . . , 13.3 to 14.9 Amps @ 6.0 Volts @ 77°F.
Hold-In Coil 8.0 to 9.0 Amps @ 6.0 Volts @ 77°F.
*Eng¡ne should be at operating temperature.

MyMopar.com
 •WIRING DIAGRAMS 8-123
REDUCTION GEAR STARTING MOTOR
(For 360,400 and 440 Cu. In. Engines)
Starting Motor Model 3656575
Make Chrysler Built
Voltage 12
Number of Fields 4 Series Parallel
Number of Poles 4
Brushes 4
Spring Tension 32 to 36 Ounces
Drive Solenoid Shift Overunning Clutch
End Play OIO"—.O45"
*Cranking Amperage Draw 180 to 200 Amps. 360,400,440 Cu. In. Engines
Free-Running Test
Voltage 11
Amperage Draw 90
Minimum Speed RPM 4300 RPM
Locked Resistance Test
Voltage 4
Amperage Draw 475 to 550
Solenoid Switch
Pull-In Coil 14.4 to 16.0 Amps. @ 6 Volts @ 77°F.
Hold-In Coil 11.5 to 12.6 Amps. @ 6 Volts @ 77°F.
*Engine should be at operating temperature.

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8-124 WIRING DIAGRAMS-

WIRING DIAGRAMS

INDEX
Page Page
Accessory Wiring—Instrument Panel 65 Amp Alternator
Challenger 139 Coronet, Charger . 148
Coronet, Charger 140 Polara, Monaco . 148
Polara, Monaco 144 Security Alarm System—-Engine Compartment
Bulkhead Disconnect Wiring
Challenger 125 Polara, Monaco 149
Coronet, Charger 125 Trailer Towing Package Wiring
Polara, Monaco 126 Instrument Panel Area:
Color Code and Legend 124 Coronet, Charger, Polara
Distributor Secondary Wiring 127 Monaco—Refer to Accessory Wiring
Engine Compartment Wiring Dart 151
Challenger, Coronet, Charger 128 Rear Body Area:
Polara, Monaco 129 Dart 149
Instrument Panel Wiring Coronet, Charger 150
Challenger—Standard Cluster 130 Polara, Monaco 150
Rallye Cluster 138 Electric Brake Control 151
Coronet, Charger—Standard Cluster 132 Dart Complete Body and Chassis Wiring
Rallye Cluster 134 Diagrams (Except Trailer Towing Package) . . 154
Polara, Monaco 136
Note: Additional Wiring Diagrams May Be Found in the Body Service Manual.

COLOR CODE
BK BLACK
LEGEND
BR BROWN
DBL DARK BLUE

-fT-l· DGN
GY
LBL
DARK GREEN
GRAY
LIGHT BLUE
LGN LIGHT GREEN
FEMALE O ORANGE
P PINK
R RED
T TAN
MALE FEMALE V VIOLET
INSULATORS VIEWED W WHITE
FROM TERMINAL SIDE Y YELLOW
-X- WITH TRACER
PB362

Fig. I—Color Code and Legend

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 WIRING DIAGRAMS 8-125

CAVITY COLOR
1 BR WINDSHIELD WIPER (BR* O N
INSTRUMENT PANEL SIDE)
2 R WINDSHIELD WIPER
3 BR/Y* SEAT BELT
4 DGN AIR CONDITIONER MOTOR
5 DBL WINDSHIELD WIPER
6 DGN WINDSHIELD WIPER
7 BK* BACK-UP LAMP (W* O N INSTRUMENT
PANEL SIDE)
8 BK BACK-UP LAMP (W O N INSTRUMENT
PANEL SIDE)
9 Y STARTER
10 BK/Y* PARKING LAMPS
11 BK/T* RIGHT TURN SIGNAL (T O N
INSTRUMENT PANEL SIDE)
12 DGN/R* HORN
13 BK/LGN* LEFT TURN SIGNAL (LGN ON
INSTRUMENT PANEL SIDE)
14 R HIGH BEAM
15
16
v*
R
LOW BEAM
BATTERY
17 GY OIL PRESSURE
18 BK ALTERNATOR
19 BR WINDSHIELD WASHER
20 DBL AIR CONDITIONER CLUTCH
21 V TEMPERATURE
ENGINE COMPARTMENT SIDE 22 BR IGNITION START
23 DBL* IGNITION RUN
24 BK BRAKE WARNING LAMPS
*WITH TRACER
CARLINE B AND J BULKHEAD DISCONNECT PF134

Fig. 2—Bulkhead Disconnect—Challenger

CAVITY COLOR DESCRIPTION

1 BR WINDSHIELD WIPER (BR* O N
INSTRUMENT PANEL SIDE)
2 R WINDSHIELD WIPER
3 BP/Y* SEAT BELT
4 DGN AIR CONDITIONER MOTOR
5 DBL WINDSHIELD WIPER
6 DGN WINDSHIELD WIPER
7 BK* BACK-UP LAMP (W* O N INSTRUMENT
PANEL SIDE)
8 BK BACK-UP LAMP (W O N INSTRUMENT
PANEL SIDE)
9 Y STARTER
10 BK/Y* PARKING LAMPS
11 BK/T* RIGHT TURN SIGNAL (T O N
INSTRUMENT PANEL SIDE)
12 DGN/R*" HORN
13 BK/LGN* LEFT TURN SIGNAL (LGN O N
INSTRUMENT PANEL SIDE)
14 R HIGH BEAM
15 LOW BEAM
16
v*
R BATTERY
17 GY OIL PRESSURE
18 BK ALTERNATOR
19 BR WINDSHIELD WASHER
20 DBL AIR CONDITIONER CLUTCH
ENGINE COMPARTMENT SIDE 21 V TEMPERATURE
22 BR IGNITION START
23 DBL* IGNITION RUN
24 BK BRAKE WARNING LAMP (BK* O N
INSTRUMENT PANEL SIDE)
*WITH TRACER
CARUNE R AND W BULKHEAD DISCONNECT PF136

Fig. 3—Bulkhead Disconnect—Coronet, Charger

MyMopar.com
8-126 WIRING DIAGRAMS-

ENGINE COMPARTMENT SIDE

CAVITY COLOR DESCRIPTION

1 DBL* ELECTRIC FUEL PUMP
(CARLINE Y)
2 BK BACK-UP LAMP (W O N
INSTRUMENT PANEL SIDE)
3 R WINDSHIELD WIPER (F-l)
4 BR WINDSHIELD WIPER (ARM)
(BR* O N INSTRUMENT
PANEL SIDE)
e
5
6 BX* BACK-UP LAMP (W* O N
INSTRUMENT PANEL SIDE)
7 DBL WINDSHIELD WIPER (PK)
8 DGN WINDSHIELD WIPER (F-2)
9 BK* AMMETER
DBL FUSIBLE LINK (R O N
INSTRUMENT PANEL SIDE)
(CARLINE Y)
10 GY* ENGINE TEMPERATURE
INDICATOR LAMP COLD
SENTRY SIGNAL LAMP (CARLINE Y)
11 BR IGNITION STARTER
12 DBL* IGNITION RUN
13 R AMMETER
DBL FUSIBLE LINK (R O N
INSTRUMENT PANEL SIDE).
(CARLINE Y)

14 V TEMPERATURE
15 GY OIL PRESSURE
16 BK B A H FEED
BK* AMMETER (CARLINE Y)
17 T* RIGHT CORNERING LAMP
18 BK/T* RIGHT TURN SIGNAL (TAN
INSTRUMENT PANEL SIDE)
19 R HI BEAM (CARLINE Y)
20 DGN/R* HORN
21 LGN* LEFT CORNERING LAMP
22 BK/LGN* LEFT TURN SIGNAL (LGN O N
INSTRUMENT PANEL SIDE)
23 BK/Y* PARKING LAMPS (Y* O N
INSTRUMENT PANEL SIDE)
24 BR WINDSHIELD WASHER
25 R AMMETER (CARLINE Y)
26 v* LO BEAM
27 R HI BEAM
BK HEADLAMP SWITCH (BAH)
(CARLINE Y)
28 R BATTERY
29 DBD/Y* HEADLAMP MOTOR (CLOSED)
30 BK/R* HEADLAMP MOTOR
31 Y STARTER
32 BK BRAKE WARNING LAMP
•WITH TRACER

CARLINE P, D, C AND Y BULKHEAD DISCONNECT PF137

fig. 4-Bulfcfiøacf Disconnect-Pofara, Monaco
MyMopar.com
 WIRING DIAGRAMS 8-127

GEAR DRIVE

1) (2) (T) (4) (5

SPARK PLUGS
SIX CYLINDER DISTRIBUTOR-CLOCKWISE ROTATION
FOR 198 AND 225 CUBIC INCH ENGINES
FIRING ORDER-1-5-3-6-2-4

o
ö
) SPARK PLUGS
' RIGHT BANK

SPARK PLUGS
LEFT BANK
EIGHT CYLINDER DISTRIBUTOR-CLOCKWISE ROTATION
FOR 318, 340 AND 360 CUBIC INCH ENGINES
FIRING ORDER-1-8-4-3-6-5-7-2

SPARK PLUGS
RIGHT BANK ® 0

SPARK PLUGS
LEFT BANK (D
EIGHT CYLINDER DISTRIBUTOR-COUNTER-CLOCKWISE
0
ROTATION
FOR 400 AND 440 CUBIC INCH ENGINES
FIRING ORDER-1-8-4-3-6-5-7-2

PD541

Fig. 5-Distributor Secondary Wiring

MyMopar.com
 BACK-UP BULKHEAD 00
LAMP SWITCH CONNECTOR, JIl8GY/* ELECTRONIC
IGNITION IS)
B2-18BK/*
CONTROL oo
B1-18BK —J4-18DGN/R
SPEED TRANSMISSION J2B-18DBL ALTERNATOR
REGULATOR
INSTRUMENT
PANEL WIRING
(RW `1 (BJ IGNITION
BACK.UP ONLYìV ! ONLY) -J4-18DGN/R* BALLAST
LAMP SWITCH
J2D-18BK-J o
V6-18DBL 3 SPEED
BULKHEAD V5-18DGN WINDSHIELD
CONNECTOR V4-18R IPER MOTOR
4 SPEED TRANSMISSION (FOR 2 SPEED SEE INSET)
A1B-16DBL EMOVE WITH
S5A-18BK `O«¢^ 60 AMP
S2-18Y
--S4-18DGN STARTER
CHOKE (RW ONLY)-S4-I8BR/Y±¾*=>G i RELAY
ELECTRIC CONTROL
CHOKE —S4A-18BR/Y*
HEATER ALTERNATOR S5-12BR
IGNITION J3A-14BR A1A-10R
COIL T11-18GY*
„l-4--ii- A1B-14R* I
V3-18BR
TEMPERATURE 18GY* V4-18R
GAUGE J6-18BR* -S4A-18BR/Y*
SENDING UNIT
OR TEMPERATURE ŠËFÄÏR!ÍÄ2
CONDITIONER INSET-
AUTOMATIC
TRANSMISSION
8BK
WITH SWITCH
6 0 AMP (FOR MANUAL
DISTRIBUTOR TRANSMISSION TAPE BACK BULKHEAD
SOLENOID SEE INSET) FOR 60 AMP DISCONNECT
(IF SO EQUIPPED) BRAKE WARNING^ ^f-

AIR CONDITIONER
COMPRESSOR LOW OIL
PRESSURE)
I SWITCH I WINDSHIELD
DBL A AIR CONDIT WASHER
LOW \f BLOWER MOTOR MOTOR
PRESSURE J3-14BR
SWITCH 60 AMP G2-2OV
^INSTRUMENT PANEL, MANUAL
A-18DB BULKHEAD MANUAL
F/LINK
TRANSMISSION S4-18DGNa ««O—-íl TRANSMISSION CLUTCH
C2-18DBL CONNECTOR JSTART SWITCH WIRING
TO ONLY
AIR CONDITIONER CAVITY 20 AMOR— CUT & TAPE
BULKHEAD 4-R6B-10BK- -^R6A-IOBK R6E-10BK 60 AMP
CONNECTOR S5-1 STARTER
V6-18DBL | GROUND
V5-18DGN MOTOR
A2 INSTRUMENT PANEL WIRING
4G-BK LA ENG (8 CYL) 6B R SPEED CONTROL
6G¯BK EXC LA ENG (6 CYL) (R-W ONLY)

SPEED WINDSHIELD WIPER MOTOR DASH LINE

PF699
Fig. 6—Engine Compartment Wiring—Challenger, Coronet, Charger

MyMopar.com
 AIR CONDITIONER COMPRESSOR
EVAPORATOR TEMPERATURE
MAIN AIR
*EGULATORSOLENOID (o ELECTRONIC
ASSEMBLY CONDITIONER
IGNITION
CONTROL

ALTERNATOR
INSTRUMENT REGULATOR
PANEL R3-18DGN-- 1 FLD
3 WIRING IGNITION
TO AIR CONDITIONER BALLAST
PRESSURE[¯± AIR H¯¯IOR AUTOMATIC
SWITC ^–•TEMPERATURE CONTROL J2D-I8B»(J
CONDITIONER
WITH AUTOMATIC (SEE INSETS) J3A-14BR 3-SPEED
TEMPERATURE CONTROL — V6-18DBL INDSHIELD
(CHRYSLER ONLY) IPER MOTOR
(FOR 2-SPEED SEE INSET]
ELECTRIC
CHOKE STARTER
HEATER ELECTRIC
CHOKE RELAY
AUTOMATIC -S4A-2OBR/Y*
CONTROL *R3A-I8DGN - TRANSMISSION S5-12BR
TEMPERATURE SWITCH
GAUGE IGNITION^ ^ V -
SENDING UNIT
(EXCEPT CHRYSLER) COIL \^J
G9A-2OGY*4J r¯J7A-18GY*
TEMPERATURE
LAMP SWITCH
->-G2A-2OV—I B1-18BK
(CHRYSLER) V3-18BR*
DISTRIBUTOR V5-18DGN
SOLENOID AAANUAL V6-18DBL
4 0 0 CU. IN. ENGINE ONLY LOW OIL TRANSMISSION
PRESSURE SWITCH G9-2OGY*
SWITCH (EXPORT ONLY)
S4B-18BR/Y J3-14BR
1
—B1A-18BK
AIR CONDITIONER BULKHEAD
B2A-18BK*
COMPRESSOR DISCONNECT
(CLUTCH) R6C>-OR6.I6DBL^3-R6-I6DBL R6-16DBL
OBK G6-2OGY
| IFUSIBLE LINK G2-2OV
A11-20R*
A1B-10R-4-
—\- DBL -{ ) ENGINE IDLE SOLENOID
MAIN
LOW PI ASSEMBLY FUSIBLE LINK
PRESSURE LJ A1-14R*
SWITCH C2A INSTRUMENT
BODY PANEL WIRING
CONDITIONER GROUND —BK* / /
^ -MOLDED GROAAMET
o
BLOWEI STARTER
LC2_ MOTOR MOTOR BULKHEAD o
16DBL CONNECTOR
SPEED CONTROL SERVO
UNIT CONNECTIONS
INSTRUMENT en
PANEL
WIRING A2-4G-BK
AIR CONDITIONER WITHOUT AUTOMATIC TEMP RATURE CONTROL BATTERY 2 SPEED WINDSHIELD WIPER MOTOR 00
PF700
Fig, 7—Engine Compartment Wiring—Polar a, Monaco
MyMopar.com
ü
8-130 WIRING DIAGRAMS
HEATER BLOWER STEREO AND TAPE E2F-18 O -
MOTOR RESISTOR CONNECTIONI2
(SEE A E2E-18 O -
DIAGRAM DRAWING)
TO BLOWER
MOTOR LAMPS PEED FOR
SEAT BELT CONSOLE GEAR
BUZZER SELECTOR LAMP
STEREO CASSETTE
ASH RECEIVER LAMP
BATTERY FEED FOR
ACCESSORY LAMPS AND (SEE ACCESSORY DIAGRAM)
TIME DELAY RELAY
(SEE ACCESSORY DIAGRAM)

2ODBL
2ODBL
LAMPS AND G5C·2ODBL
E DELAY RELAY
MAP/_ÇOURTESY LAMP
(SEE ACCESSORY DIAGRAM)
STARTER & IGNITION SWITCH
O4-12Y START
Q2-12BK ¢> _I2BK ACCESSORY
J2A-12DBL* O -12DBL—IGNITION 1 STEERING
J3-12BR Q . _12BR IGNITION 2
O — 12R BATTERY COLUMN
E2A-18 o
RIGHT FRONT DOOR E2-18 iC3-2OY*- KEY-IN B U Z Z E RX - \ — N\
AUTOMATIC SWITCH M16-20BK Q 2 O Y * - K E Y - I N BUZZER
GEAR SELEaOR LAMP

D4-18W
D7-18BR l·+O IGHT REAR
18DGN—LEFT REAR
ACCESSORY FEED FOR O4-I8R TURN SIGNAL FLASHER
AIR CONDITIONER CONTROL O- -18P HAZARD FLASHER
REAR WINDOW DEFOGGER ¢> - I 8 † RIGHT FRONT
(SEE ACCESSORY DIAGRAM)
YELLOW
MOLD TURN SIGNAL SWITCH

D10-20LGN—
V1-Ï2P—

M16A-20BK—
C1-UBK*—
E1-18T—
'`"UDGN—
-Í4LGN—

« —ACCESSORY FEED H3
2OBK
NSTRUMENT-IAMPS GROUND
H1-16V-FEED
J2B-12DBL
HORN RELAY AND ^ , BRAKE SYSTEM
4- ¯ INSTRUMENT FEED KEY-IN BUZZER
^KEY-IN BUZZERfTx ¯*¯ "WARNING LAMP
WINDOW LIFT
M16-20BK ' CIRCUIT BREAKER
H2-16DGN/R J2B-I2DBL*¯FEED¯
-E2-18 O G5-2ODBL
1-18T
H1-16V-HORN RELAY—I
31-18BK*-HAZARD FLASHER & DOME LAMPS-
HE ATER-C1-14BK* ¾:z: D3-18P-STOP LAMPS
L8-18P-TAIL LAMPS
TO PARKING BACK-UP LPS-B1-18W X1-16R-CIGAR LIGHTER
BRAKE LAMP |
PART OF INSTRUMENT PANEL SWITCH ,
-ACCESSORY FEED-Q2A-1 -12R-BATTERY FEED Q3-I2R_
MAIN HARNESS B1-18W-
`BATT BUSS BAR
BLOCK
(SEAT BELT RELAY WITH MANUAL TRANSMISSION) H2-I6DGN/R·—
B3-2ÖBR/Y*-
SHEET 1 OF 2
PF7O2
Fig. 8-lnstrument Panel Wiring-Challenger (Standard Cluster) MyMopar.com
 WIRING DIAGRAMS 8-131
-E2F-18 O- -E2H-18 O WINDSHIELD WIPER
SWITCH
L2-16LGN—

L7-18BK-U
TEMPERATURE RÎSHT LEFI
GAUGE TURN SIGNAL TURN
FUEL INDICATOR INDICATOR
LA
UGE ÄP
LOW OIL BRAKE
PRESSURE SYSTEM 20V 2OBK
WARNING WARNING HIGH BEAM
LAMP R6A LAMP INDICATOR LAMP PANEL LAMP
A1
12R 12BK SWITCH

HEATER OR
AIR CONDITIONER
OWER S W I T C H ^ D10
2OLGN
REAR
AIR CONDITIONER WINDOW
CONTROL SWITCH DEFOGGER
SWITCH
(SEE
18 O ACCESSORY
C4 DIAGRAM)
G5B.2ODBL ULGN'
G5A-2ODBL LOW

G10A-20DBL
M2B-2OY

HAZARD FLASHER

LEFT FRONT DOOR

AUTO SWITCH
STOP LAMP
18BK* SWITCH
PARKING BRAKE
LAMP SWITCH

-D10-20LGN
-V1-12P

-D8-18DGN
-D7-18BR
-J3-12BR
-S2-12Y

-Cl-UBK*
-E1-18T
-C5-UDGN
-C4-ULGN
-G11-20GY

L7-18BK
D8-18DGN
D7-18BR
G10A-20DBL

G2. TO SEAT
J3-12BR BELT
WIRING
J2-12DBL (BODY)
-W-P2-2OBK
-D31-18BK* — P5-2OBK
BULKHEAD
-D3-1 DISCONNEa

BATTERY-L2-16LG

_Q3-I2R
-BM8W

HIGH-L3-16R
-H2-16DGN/R* PF7O2
-B3-2OBR/Y*
SHEET 2 OF 2

Fig. 8—Instrument Panel Wiring—Challenger (Standard Cluster) MyMopar.com

8-132 WIRING DIAGRAMS-
CLOCK
FRONT SPEAKER^ ILLUMINATING
LAMP

1
GLOVE BOX
CLOCK

I—18BK-
LAMP GROUND FOR BATTERY FEED
— MAP/COURTESY LAMP -18DGN
(SEE ACCESSORY DIAGRAM)
— OPEN DOOR INDICATOR LAMP
— REAR DOOR LIGHT SWITCH
— IGNITION SWITCH LAMP TIME DELAY
(SEE ACCESSORY DIAGRAM)
L8-18P-
-X1-16R-

-M2B-2OY-
NOT USED
B3-2OBR/Y*¯ WITH 60-65 _ ^
OR 100 A M P * <
A CLJ
ALTERNATOR
RECEIVER C O M 8 -E2C-18 O Î11-20GY-
1 AMP ¯¿r SEAT BELT RELAY

G5A
-D1-18BK- —2ODBL*—
L6A
-18BK/Y*—
-M2B-2OY—
>5C-2ODBL*

H0-20DBL-
SEAT BELT
BUZZER Ï5D-2ODBL*-

-X12-18R11
TO POWER WINDOW, -G5C-2ODBL** A-2ODBL*¯
WIRING (AND/OR DE( v > G5A -G10-20DBL-
LID SWITCH WIRING)E G5E-2ODBL*- G5E-2ODBL
DBL*-4¿-G5B-2ODBL G5B-2ODBL*¯
(SEE ACCESSORY DIAGRAM) -G5D·2ODBL • ' ^— G5-2ODBL*¯
G5-2

•Q2A-I2BK-

TO HEADLAMP-ON
WARNING BUZZER
Wl -M16-20BK-
(SEE ACCESSORY M16A-20BK-
HEATER BLOWER -G11-20GY-
-L6-I8BK/Y< MOTOR RESISTOR -18BR LOW-
¯L6A-I8BK/Y·— -D31-18BK*-
-MED C5-l<
TO BLOWER -D2-18R-
MOTOR
16LGN HIGH-

-2OBK*_
C5-16DGN-
ACCESSORY FEED FOR ¯C4-I6LGN-
R2B AIR CONDITIONER & HEATER CONTROL C3-18BR-
2OBK* I I— REAR WINDOW DEFOGGER
(SEE
YELLOW ACCESSORY DIAGRAM)
MOLD

HORN
HORN RELAY & _HI-I6V_FEED
KEY-IN BUZZI VOLTAGE
¯H3-2OBK*-GROUND LIMITER
¯H2-I6DGN/R*¯ (12V FEED)
WINDOW LIFT
KEY-IN BUZZER IRCUIT
M16-20BK — | BREAKER
18 O -J2B-I2DBL*¯
-INSTRUMENT LAMPS ¯Ht¯F·L¯l¯
-18T-INSTRUMENT FEF*-1—LJ=E=¿ \ .
FEED
Q4-I6T¯ACCESSORY
<EATER OR AIR CONDITION- — ¾ T : `^CLOCK
PART OF INSTRUMENT -XI2-I8R*-RADIO- .HORN
RELAY
PANEL MAIN HARNESS V-B1-18W-BACK UP L A M P S — ^
HAZARDI -D3-18P—
TO PARKING I ^1-14BK· ACCBUSSBAR FLASHER
SEAT BELT RELAY WITH BRAKE LAMP
MANUAL TRANSMISSION SWITCH BAH BUSS BA -Q2A-12BK-ACCESSORY FEED- -H2-16DGN/R*-
FUSE BLOCK —B3-2OBR/Y*-
B1-18W-
-L6-18BK/Y*-
-M16B-20BK-
PF7O4 SHEET 1 OF 2 lìÕ8Tl
Fig. 9—Instrument Panel Wiring—Coronet, Charger (Standard Cluster)

MyMopar.com
 WIRING DIAGRAMS 8-133
IUKN 5lüNAL INDICATOR LAMP LEFT TURN SIGNAL
INDICATOR LAMP÷GRD

HEADLAMP SWITCH

16LGN
-EM8T_
HI-BEAM
INDICATOR LAMP

®
SPEEDOMETER
w
X10A-18BK- INSTRUMENT LAMPS
-E2D-18 O D10-20LGN-LEFT TURN SIGNAL INDICATOR LAMP -LI-12BK"
L5-16R-HIGH BEAM INDICATOR LAMP
G4-2ODBL-FUEL GAUGE-SENDING UNIT
¯L6AI8BK/Y* '
G2-2OV-TEMPERATURE GAUGE SENDING UNIT
MED 18BK
OIL PRESSURE FEED
G6-2OGY—WARNING LAMP—SENDING UNIT—
5A-2ODBL* 12V FEED — VOLTAGE LIMITER - O I L -
P5-2OBK*—BRAKE SYSTEM WARNING LAMP PRESSURE
¯D9-2OT RIGHT TURN SIGNAL INDICATOR LAMP
HEATER
PRINTED CIRCUIT BLOWER
J5A-2ODBL* SWITCH
L6A-18BK/Y* C3·I8BR
"LOW
LR6A-I2BK HlGHx*"
-Q3-l ¯R6-I2BK— C4-16LGN
-J2B-12DBL* J2A-I2DBL¯
-E2G-18 E2D-18 O -
-E2A-18 E2E-18 O ¯
E2B-18 O -
-E2C-18 -18 O ¯ -E2F-18
-CI-UBK·
12DBL* TITLE LAMPS
HORN
— RIGHT REAR WINDOW DEFFOGGER GROUND
— TAIL GATE WINDOW LIFT CABLE
-G10-20DBL-
— POWER DOOR GATE RELEASE H5-18BK
¯G5B-2ODBL*
— CONSOLE GEAR SELECTOR LAMP
(SEE ACCESSORY DIAGRAM) (2857741)
—S2-12Y- O¯ —12Y START-
-Q2A-12BK- Q2-12BK O¯ —12BK—ACCESSORY-
J2A-I2DBL*¯ 0--12DBL-IGNITION·l·
J3-12BR- O4¯-I2BR — IGNITION 2-
HAZARD J1-12R- 12R BATTERY-
FLASHER LEFT FRONT
E2B-18 O - o ¢ZH8O¯GEAR SELECTOR DOOR
M16-20BK—-I— o O-2OR-KEY-IN BUZZER AUTOMATIC
o CD-2OR -KEY-IN BUZZER SWITCH SWITCH
S2 STARTER & IGNITION SWITCH
D31 12Y
¯I8BK< D4-18W j STOP LAMP
D7-18BR o- 18BR RIGHT REAR
D8-18DGN o· -18DGN-LEFT REAR
_D2. D2-18 o- -18R TURN SIGNAL FLASHER
18R D32-18 o -18P HAZARD FLASHER
18P D9-2OT o- -18T RIGHT FRONT
D5-18T O- -18LGN-LEFT FRONT
D10-20LGN—O1 O o- -18BK HORN
Go
2OGY D6-18LGN A¾ TURN SIGNAL SWITCH
H3-2OBK*_ H3-2OBK* -J
C5-16DGN-

P2 _ _ , _ P A R K I N G BRAKE
V3 ¯ ¯ 2 0 B K < ^ 3 S ï L A M P SWITCH
18BR4
Ró
12BK
-L5-16R- L3-16R-
V6-18DBL
D6-18LGN 'V5-18DGN

13 ¢ `D5-I8T -M1A-18P-
14 10 BULKHEAD
15 DISCONNECT
12
STOP LAMP
SWITCH

-D3-I8P¯
I A1-12R-
r .D3-18P-
pD4-!8W-

•B2-18W*-
-H2-16DGN/R* -H2-16DGN/R'
-B3-2OBR/Y*— -L3-16R- - -HIGH
-B1-18W -B1-18W-
-L6-18BK/Y'
-M16B-20BK
PF7O4
SHEET 2 OF 2
Fig. 9—Instrument Panel wiring—Coronet, Charger (Standard Cluster)
MyMopar.com
8-134 WIRING DIAGRAMS
AM RADIO
GLOVE BOX LAMP (FOR OTHER RADIOS
SEE ACCESSORY
DIAGRAM)

LAMP GROUND FOR BATTERY FEED

— MAP/COURTESY LAMP (SEE ACCESSORY
— OPEN DOOR INDICATOR LAMP DIAGRAM)
— REAR DOOR LIGHT SWITCH
— IGNITION SWITCH LAMP
TIME DELAY RELAY
)RY DIAGRAM)

L6A-I8«C/Y·-
E1-18T-
20BK-
ASH
RECEIVER C Ç - J 8 B3.20BR/Y
G11-20GY

RIGHT FRONT
DOOR

G10-20DBL X10-18BK
G5B-2ODBL*
G5D-2ODBL

E2A-18 O
G5A-2ODBL*
TO POWER WINDOW
WIRING (AND/OR DECK
LID SWITCH WIRING)
(SEE ACCESSORY DIAGRAM )
E2N-18 O ¯

Q2-12BK-

TO HEADLAMP·ON
WARNING BUZZER M16B-20BK-
WIRING (SEE M16-20BK-
ACCESSORY DIAGRAM) M16A-20BK-
L6A·I8BK/Y*
L6-18BK/Y
TO BLOWER MOTOR f

HEATER BLOWER
SEAT BELT RELAY
MOTOR RESISTOR
B3A-2OBR/Y*
C4-16LGN

ACCESSORY FEED FOR

— AIR CONDITIONER &
HEATER CONTROL H3-2OBK*
— REAR WINDOW G11-20GY
DEFOGGER
— TACHOMETER L6-18BK/Y*
(SEE ACCESSORY B3-2OBR/Y·
DIAGRAM)
HORN RELAY &
KEY-IN BUZZER

INSTRUMENT BRAKE SYSTEM

FEED WARNING LAMP
(12V)
-Ml 6-20BK
PART OF 1
—E1-18T
INSTRUMENT
PANEL MAIN LAMPS
HARNESS Q4-16T ACCESSORY FEED HORN RELAY-H1-16V-
4C1-14BK* HEATER OR HAZARD FLASHER
AIR CONDITIONER
OP LAMP-D3-18P
RADIO CIGAR LIGHTER-
B1-18W—BACKUP
TO PARKING
BRAKE LAMP FUSE BLOCK
BATTERY FEED-Q3-12R
SWITCH B1-18W-
ACCESSORY BUSS BAR/ ACCESSORY FEED—Q2A-12BK
¡ (SEAT BELT RELAY WITH
BATTERY BUSS BAR' D3-18P-
I MANUAL TRANSMISSION) C4-16LGN-
IPF7O5

Fig. 10—Instrument Panel Wiring—Coronet, Charger (ftalfye Cluster)

MyMopar.com
 WIRING DIAGRAMS 8-135
-X10A-18BK- INSTRUMENT PANEL CLUSTER WITHOUT CLOCK OR TACHOMETER (SEE ACCESSORY DIAGRAM
NOTE = INDICATES C 0
-X10-18BK- y F O R INSTRUMENT PANEL CLUSTER WITH CLOCK OR TACHOMETER)
CLUSTER ILLUMINATION LAMP

NOT USED WITH BRAKE SYSTEM

60-65 OR 100 AMP WARNING LAMP HEADLAMP SWITCH
LTERNATOR HIGH BEAM J L El
INDICATOR 18T
-G2-20V LAMP
LEFT TURN SIG- M2B
INDICATOR
V
- 1 8 O ^ OLTAGE LIMITER LAMP
¯E2C-18 O
-Ái-I2R—

¯L6A-I8BK/Y·
¯EM8T —

G5B-2ODBL*
G10-20DBL

AIR
CONDITIONER GROUNDU
-X10-18BK OR HEATER (LOWER `®
CONTROL REINFORCEMENT)
-J2B-I2DBL« LAMP

J2A-I2DBL<
V6-18DBL
V5-18DGN
-E2A-18 O- ACCESSORY TITLE LAMPS
G5A-2ODBL" .(SEE ACCESSORY DIAGRAM)
-C1.14BK* H5
18BK
(2857741)
-E2C-18 O-
— POWER DOOR GATE RELEASE
E2N-18 O¯ - CONSOLE GEAR SELECTOR LAMP
/-V1-12P 16LGN
Q START
-Q2-12BK- HIGH
12BK O--12BK—ACCESSORY
J2A-12DBL* O - - 1 2 D B L — IGNITION 1
J3-l2BR-f†O 12BR IGNITION 2
J1-12R- O O4-12R BAHERY
• 18 O GEAR SELECTOR LAMP-

7
* 2 O R KEY-IN BUZZER SWITCH
_D3l_ STARTER & IGNITION SWITCH
!8BK<
O±- 18W — STOP LAMP
O 18BR — RIGHT REAR
D8-18DGN o 18DGN — LEFT REAR
D2-18R- D2-I8R_ -o ¢> -18R — TURN SIGNAL FLASHER
— D32-18P- -O O - 1 8 P — HAZARD FLASHER
HAZARD D9-20T- ,o O- - 18T — RIGHT FRONT-
FLASHER O· - 1 8 L G N — LEFT FRONT
H0-20LGN-< 9 j 18BK — HORN
R6-12BK D6-I8LGN^=P TURN SIGNAL SWITCH
H3-2OBK*- -H3-2OBK* 1
G11-20GY- G11-20GY-
•L5-16R
L3-16R-
L6-18BK/Y* 'V5-18DGN P2 PARKING BRAKE
B3-2OBR/Y* 2OBK LAMP SWITCH
B3
V4-18R 2OBR/Y*
S2-I2Y~
J3-12BR- -D8-18DGN
D7-18BR
J2-12DBL*- V3
-V6-18DBL- 18BR*
Ml
-G6-2OGY ¯i8_P-\

•H2-16DGN/R* L -G2-20V
22 BULKHEAD
J2-I2DBL·^ DISCONNECTOR
23 19
-P2-2OBK -P5-2OBK 24 20

-V10-18BR.
-D4-i8W--£ü] STOP LAMP
-A1-12R SWITCH
D3
18P
D5-18T- -B2-18W*-
-BM8W- —B1-18W-
-L4-16V*-
P2-2OBK
-D3-18P—
-M1-18P-
-C4-16LGN
FOOT DIMMER SWITCH
PF7O5
SHEET 2 OF 2
Fig. 10—Instrument Ppnel Wiring—Coronet, Charger (Rallye Cluster) MyMopar.com
8-136 WIRING DIAGRAMS

GLOVE BOX LAMP

Ail-2OR·-
WITHOUT OIL GAUGE RI6-2OBK·¯
OR LOW FUEL RELAY
TEMPERATURE
GAUGE
LIGHT TURN
SIGNAL INDICATOR
SEAT BELT SPEEDOMETER LAMP
TO FRONT SPEAKER
ARNING LAMP
2ODBL*¯
TURN2ODBL
SIGNAL OIL PRESSURE
INDICATOR 1NDICATO
HEATER
BLOWER SWITCH
LAMP
D9-2OT¯¯
" «ÆT
I6DGNMED-
16BR LOW
CLUSTER
GROUND.
1EATER BLOWER HIGH
MOTOR RESISTOR VENTILATION

X12-18R* —i
TO MOTOR •UAL
ORANGE
BRAKE
C1.12BK* WARNING
LAMP

KEY-IN 2OR
STEERING BUZZER 2OR
COLUMN WITHOUT
BATTERY 12R
TILT WHEEL
IGNITION 2 14BR
IGNITION 1 16DBL
ACCESSORY 12BK
STARTER 18Y

18LGN LEFT FRONT

18T RIGHT FRONT
18P HAZARD FLASHER
18R TURN SIGNAL FLASHER
18DGN LEFT REAR
Î5 18BR RIGHT
CONNECTION (FOR MANUAL
ISEAT BELT TRANSMISSION
WIRING] SEE INSET)
LAMP J
SWITCH I | l·-
D3-1

16T f-J2A-!2DBL·
LJ2B-I2DBL*
ACCESSORY FEED

PANEL LAMP DIMMER SWITCH

TO RIGHT REAR
DOOR SWITCH INSTRUMENT
WIRING LAMP WARNING LAMP FEED
1
—E2-18 O
WARNING LAMPS -W9-20T
Q4A-16T H1-16V HORN
WITHOUT TILT WHEEL 1 ACCESSORY FEED STOP LAMPS
CM2BK*-CQ HAZARD FLASHER M1B-18P-
LIGHTER X1-16R-

L8-18P
B1-18W- BACK/UP LAMPS

FRONT
DOOR AUTOMATIC
SWITCH

PF7O6 SHEET 1 OF 2

Fig. I I —Instrument Panel Wiring—Polar a, Monaco

MyMopar.com
 WIRING DIAGRAMS 8-137
B3A-2OBR/Y* f
SEAT BELT B3A-2OBR/Y*

WINDSHIELD WASHER
& WIPER SWITCH
V1-16P

V10-18BR
V5-18DGN
V3-I8BR· SEAT BELT
RELAY TO PARK
BRAKE SWITCH
WIRING
P2A-2OBK
11-20GY~í

PARKING BRAKE
SWITCH WIRING
(MAIN ASSEMBLY)
Ò) GROUND
(LOWER
REINFORCEMENT ) PARKING
BRAKE LAMP
— D1-18BK SWITCH
(3588584) SEAT BELT
—G1-18BK TO PARK BRAKE SWITCH WIRING

HEADLAMP REMINDER
BUZZER WIRING

TIME DELAY
RELAY WIRING

M16A-20BK
M16-20BK

J1-12R
O H - J3-12BR
O -J2-Ì2DBL

TURN
H3-2OBK* SIGNAL
FLASHER
D6-18LGN
D5 -18T
D32-18P
D2-18R*
D8-18DGN
D7-18BR

HEADLAMP DELAY
RELAY FEED

BULKHEAD
DISCONNECT

M6A-2OY* TO DOME
-M2E-2OY LAMP
-S2-12Y- M2D-2OY WIRING
(BODY)
-P2-2OBK
-P5-2OBK

TO LEFT REAR DOOR

H2-16DGN/R* H2-16DGN/R* SWITCH WIRING
G6-2OGY
B1-18W R6-10BK -L5-16R-L3-16R
—L7B-I8BK/Y· LEFT FRONT
DOOR HANDBRAKE SWITCH
-V5-18DGN (FOR MANUAL
-V3-I8BR· AUTOMATIC TRANSMISSION
SWITCH SEE INSET)
SHEET 2 OF 2 PF7O6

Fig. I1 —Instrument Panel Wiring—Polar af Monaco

MyMopar.com
8-138 WIRING DIAGRAMS-
STEREO ¯l8DGN-i
&TAPE
CON- I LAMPS FEED E2H-18 O
NECTOR f ì FOR (SAME CLUSTER CLUSTER
(SEE A C - 18 O 8 AS STANDARD DIAGRAM) LAMP . LAMP
CESSORY , , ^ O R A N G E MOLD VOLTAGE
DIA- h C — E2C-18O LIMITER RIGHT TURN SIGNAL LEFT TURN SIGNAL
GRAM) L J FASTEN SEAT/BRAKE SYSTEM INDICATOR LAMP
\ f | BELT L A M P / ^ WARNING LAMP

TO
BODY WIRING
(8 WAY
[SEE STAN- TO TURN SIGNAL TO TURN SIGNAL INSULATOR)
DARD DIA- SWITCH (SEE SWITCH (SEE
-GRAM) STANDARD DIAGRAM) STANDARD DIAGRAM)

TO
HEADLAMP
TO TURN SWITCH
' SIGNAL SWITCH

T13-20DBL
2ODBL G2-2OV
BATTERY TURN J1-12R
FEED FOR 2Ì SIGNAL FLASHER
(SAME AS 1 6 R STARTER AND IGNITION SWITCH
STANDARD
DIAGRAM)
O -12BK-ACCESSORY
J2A-12DBL* O -12DBL-IGNITION 1
STEERING
J3-l2BR4jO O -12BR—IGNITION 2
COLUMN
J1-12R- O O+-12R-BATTERY
E2A-18 O - - o o
E2-18 O - ^ t JO O ¢ Z H 2 O Y * - K E Y - I N BUZZER
O í = l · 2 O Y * - K E Y - I N BUZZER
18 OGEAR SELECTOR LAMP

TURN SIGNAL SWITCH

(SAME AS STANDARD
DIAGRAM)

^GROMMET
TO ENGINE
T11-20GY* COMPARTMENT
WIRING

TO
TURN
INSTRUMENT LAMPS SIGNAL
SWITCH
B3-2OBR/Y* .

BULKHEAD
HORN RELAY AND J2B G5 BRAKE SYSTEM
DISCONNECT
KEY-IN BUZZER 12DBL* 2ODBL* WAR _N"NG
1-16V
WINDOW
LIFT CIRCUIT
BREAKER
H2-16DGN/R
TO PARKING f_P2-2OBK
BRAKE LAMP r
SWITCH

HORN RELAY
RADIO XI-16R
X12-18R* ® H2-16DGN/R" TO FOOT
TO TURN DIMMER
BACK-UP LAMPS SIGNAL SWITCH
TAIL LAMPS SWITCH
Q2A-12BK ACCESSORY FEED Q3-12R BATTERY FEED—'

TO SEAT
BELT WIRING
(BODY)

PF7O3

Fig. ¶2-lnstrument Panel Wiring-Challenger (Rallye Cluster)

MyMopar.com
 AIR CONDITIONER AND -C2-18DBL RIGHT SPEAKER
BLOWER SWITCH CENTER SPEAKER LEFT SPEAKER
HEATER VACUUM SWITCH
-C4A-14BR-LOW HEAT-

BLOWER
MOTOR
RESISTOR -X57-2OLGN*
MED-C6-16LGN C6-16LGN

HIGH-C5A-14DGN C5A-14DGN
C5B-14DGN (REFERENCE)
BLOWER MOTOR BLOWER SWITCH
WIRING IS PART OF
LOW SPEED AIR INSTRUMENT PANEL
CONDITIONER MODE MAIN HARNESS
C7-14T CROSSOVER
C7-I4T¯
¯x^YELLOW MOLD 18DGN—
CIB-I8LGN-C3ÏO
j¾C(
ACCESSORY PART OF INSTRUMENT -18LGN
18DBL
FEED CONNECTOR PANEL MAIN HARNESS INSTRUMENT PANEL STEREO SPEAKERS W I R I N G (WITHOUT REAR SPEAKER)
CAVITY #4-AIR FEED
CONDITIONER MOTOR HEATER ANDAIR NNSTCUM¶NT RIGHT SPEAKER CENTER SPEAKER LEFT SPEAKER
CAVITY #2O-AIR CONDITIONER FEED CONNECTOR PANEL
CONDITIONER CLUTCH
AIR CONDITIONER CONTROL WIRING MAIN HARNESS
FRONT SPEAKER X50D-20BK

, _ ^ — X50C-20BK-
Lg^ X58-2ODGN< -X58-2ODGN*
F22-18BK F25-18DGN—,
X50B-20BK
RADIO -18BK
WITHOUT
-18DGN-CZ] Q Z j J F23-18DGN
STEREO
F21-18DGN
•†— X50-20BK U_ J\
X52A-18DGN X53-2ODBL fT¯2¯i
TO BODY WIRING PART OF INSTRUMENT
REAR SPEAKER FADER CONTROL SWITCH WIRING (REAR SPEAKER) PANEL MAINf X54-2OR \±¦¿H
RADIO _ HARNESS X59-2OLGN———I i8LGh
MAP/COURTESY CONNECTOR i 18R
LAMP SWITCH,
I—18DGN TO BODY WIRING
STEREO
(REAR SPEAKER
CONTROL CONNECTOR)
SWITCH J†-U ||
Y RELAY -X52-2ODGN-
X51A-18V—I
INSTRUMENT PANEL A N D REAR COMPARTMENT STEREO SPEAKERS
•BLOWER SWITCH REVERSE

BATTERY FEED
r¾ ¯ INDICATOR LAMP
WIRING
LINE

18GA BLACK-
CONNECTOR
ACCESSORY LAMPS AND TIME DELAY RELAY TO ENGINE
REAR WINDOW COMPARTMENT
1—LEFT CHANNEL OUTPUT
2—AUDIO GROUND DEFOGGER ART OF INSTRUMEN MOLDED GROMMET WIRING
RADIO 3—LEFT CHANNEL INPUT WIRING PANEL MAIN HARNESS
AM—DUAL AUDIO 4—RIGHT CHANNEL OUTPUT PART OF INSTRUMENT
5—RIGHT CHANNEL INPUT CLOCK
AND 'PANEL MAIN HARNESS
AM—FM MULTIPLEX 6—BATTERY NEGATIVE X12-20BK
7—BATTERY POSITIVE LAMP
ONLY C—RADIO CHASSIS
AMMETER TO CLOCK CABLE PART OF INSTRUMENT
ORANGE MOLD A S H R E C E |VER\AMP a
(STANDARD CLUSTER ONLY) MAIN HARNESS ASH RECEIVER LAMP CABLE
TO ENGINE TO BODY WIRING
COMPARTMENT (RIGHT SIDE COWL)
CHRYSLER WIRING
ION]
CORPORATIO (STARTER RELAY JUMPER) E2D-18 O -
MIKE
SWITCH OPEN
SCHEMATIC CLUTCH
CH P
PEDAL RELEASED
PART OF INSTRUMENT
ANEL MAIN HARNESS c/>
Q—I y¯"pkcLUTCH START SWITCH
DIAGRAM
SWITCH CLOSED
STEREO CASSETTE UNIT TO RADIO WIRING J (MANUAL TRANSMISSION ONLY) CLUTCH PEDAL DEPRESSED CONSOLE GEAR
LEVE¡L CLUTCH START SWITCH CABLE SELECTOR LAMP CABLE! PF7O9

Fig. 13—Instrument Panel Accessory Wiring—Challenger MyMopar.com

8-140 WIRING DIAGRAMS
PART OF INSTRUMENT
PANEL MAIN HARNESS
ORANGE
MOLD
E2P-18-O- M2F-2OY M2G-2OY
TO CONSOLE WIRING ACCESSORY TITLE
(BODY) (RIGHT SIDE COWL) TO BODY WIRING TO BODY WIRING
LAMPS CONNECTOR
(RIGHT REAR SWITCH CABLE) (RIGHT REAR SWITCH CABLE)
(LEFT SIDE COWL) (RIGHT SIDE COWL)

CONSOLE GEAR SELECTOR LAMP CABLE LAMP ART OF INSTRUMENT

PART OF SEAT BELT LAMP WIRING GROUND ANEL MAIN HARNESS
SEAT BELT LAMP (LOCATED O N LEFT SIDE OF CONNECTOR
INSTRUMENT PANEL)
(SEE MAIN SEAT BELT
DIAGRAM) LAMP
CONNECTOR

GROUND! -G5H-I8DBL< DOME LIGHT SWITCH WIRING (REAR DOOR)

G10C-18DBLH
G5H- G10C-
18DBL* 18DBL PART OF INSTRUMENT PART OF INSTRUMENT
PANEL MAIN HARNESS PANEL M A I N HARNESS
L_ G5G-18DBL* G10D-18DBL
-20Y M5B-18P
LAMP
SEAT BELTS BATTERY FEED
LAMP CONNECTOR GROUND 2
CONNECTOR
PART OF INSTRUMENT CONNECTOR
PANEL MAIN HARNESS
SEAT BELTS LAMP WIRING
FRONT SPEAKER
i <¿—O?l·l·
)PEN DOOR
INDICATOR LAMP
M5C-18P

Û
PART OF INSTRUMENT
PANEL MAIN HARNESS

OPEN DOOR INDICATOR LAMP

RADIO
CONNECTOR GROUND
18 0
18R
L FADER
CONTROL
JUMPER
BLOWER SWITCH

-Cl 0-18LGN — U R \ Cl 2-18W-LOW

WIRING
(SUBURBAN
AM-FM ONLY) C1U8BK-HIGH
MULTIPLEX OR RIGHT
AM DUAL PART OF INSRUMENT
RADIO CHANNEL PANEL MAIN HARNESS
ra\—Ì—I
18BK PART OF INSTRUMENT
PANEL MAIN HARNESS CXÇJ-
r T T l · - 18
18 0
STEREO ACCESSORY FEED ^J-L_r¯
TO BODY WIRING F22-18DGN
SPEAKERS CONNECTOR ACCESSORY TITLE
(REAR SPEAKER) TO BODY WIRING SWITCH
WIRING (ALL CARS EXCEPT SUBURBAN) (REAR SPEAKER) LAMPS
TITLE LAMP
CONNECTOR
REAR WINDOW DEFOGGER WIRING
15 AMP CIRCUIT BREAKER AMMETER

PART OF INSTRUMENT DECK LID SWITCH

SWITCH PANEL M A I N HARNESS
FEED
TITLE
FUSE BLOCK LAMP
BATTERY ACCESSÖRYTITLE
X34-14P—, LAMPS X42A-14LGN X42B-14BK
X31-14R CONNECTOR
FUSE IGNITION TO INSTRUMENT PANEL
X33-140 MAIN HARNESS
(FUSES SIDE OF UN-LOCK' TO BODY WIRING (POWER WINDOW TO BODY WIRING
FUSE BLOCK, POWER (LEFT SIDE COWL) CONNECTOR) (LEFT SIDE COWL)
D O O R GATE

RELEASE SWITCH-I
POWER DOOR GATE RELEASE WIRING ELECTRIC DECK LID RELEASE WIRING
(STATION W A G O N ONLY) (NOT APPLICABLE TO STATION WAGONS)
PF710
SHEET 1 OF 4
Fig. 14-Instrument Panel Accessory Wiring—Coronet, Charger MyMopar.com
 WIRING DIAGRAMS 8-141
BLOWER SWITCH FEED PART OF INSTRUMENT AIR
PANEL MAIN HARNESS CONDITIONER
D HEATER
FUSE
AIR CONDITIONER C1-14BK*
AND HEATER
CONTROL SWITCH

FUSE BLOCK
(FUSES ARE O N
LOW OPPOSITE SIDE)
C6-16LGN
C1A-
18LÖN*
CLUTCH FEED FEED
C7A-14T
C7-14T-
AIR COMPRESSOR BLOWER
SWITCH
#20
CAVITY
AIR CONDITIONER
BLOWER MOTOR
EXEk—C5B-14DGN- C5B-14DGN
#4 \C5A-I4DGN- HIGH
CAVITY C7-14T
V C1A-18LGN*
T O BULKHEAD C5A-14DGN
DISCONNECT -C6-16LGN
-C4A-14BR
ACCESSORY |™|
FEED CONNECTOR L J BLOWER MOTOR
OF INSTRUMENT PANEL RESISTOR
MAIN HARNESS

AIR CONDITIONER AND HEATER CONTROL WIRING

AMMETER
Q1-10R*

HORN RELAY &

KEY-IN BUZZER
30 AMP
C/BRKR
WINDOW LIFT
¿ SAFETY RELAY
W9-2ODBL* —
FUSE BLOCK W5A-12R GROUND
(FUSES SIDE OF W10-18BK
FUSE BLOCK)

W9-2ODBL TO BODY
WIRING

POWER
WINDOW TAIL GATE
CONNECTOR WINDOW LIFT ORANGE
MOLD
PART OF INSTRUMENT TAIL GATE
¯PANEL MAIN HARNESS SWITCH 18 O
ACCESSORY TITLE
SWITCH TITLE LAMP LAMP CONNECTER
.PART OF INSTRUMENT
PANEL MAIN HARNESS
TAIL GATE AND POWER WINDOW WIRING
(STATION WAGONS ONLY)
PF710
SHEET 2 OF 4
Fig. 14—Instrument Panel Accessory Wiring—Coronet, Charger MyMopar.com
8-142 WIRING DIAGRAMS
GROMMET
LEFT
SPOTLIGHT RIGHT
SPOTLIGHT
MAP LAMP
FUSE BLOCK^
(FUSES SIDE OF /
SWITCH
FUSE BLOCK) / "
LEFT SIDE RIGHT SIDE
COWL COWL
L41-1 1G-OR-18GA
18BK GRAY OR BLACK
L42- PART OF PART OF
18BK INSTRUMENT INSTRUMENT
PANEL MAIN PANEL MAIN
HARNESS HARNESS

SPOTLIGHT WIRING
TO ENGINE RED MOLD LAMP GROUND
DASH LINE COMPARTMENT ÌATTERY FEED CONNECTOR
WIRING CONNECTOR
18GA BLACK
GROUND
MOLDED GROMMET
MAP/COURTESY LAMP WIRING
FRONT
SPEAKER

REVERSE INDICATOR LAMP WIRING

AMMETER
Q1-10R* )RED¢ / ^ — 1 — F23- 2ODGN
W5-12R F21-20DGN
HORN RELAY F26-2OBK
& KEY-IN BUZZER

WINDOW LIFT
SAFETY RELAY

W9-2ODBL* GROUND
FUSE BLOCK W5-12R (LWR REINF)
(FUSES SIDE OF W10-18BK
FUSE BLOCK)
L3 W1-12T TO BODY WIRING
PART OF (REAR SPEAKER) ! FADER ITO BODY WIRING ¯ R J
TO BODY WIRING SWITCH (REAR SPEAKERS ) (LEFTSIDE COWL)
(SIDE COWL) INSTRUMENT FADER CONTROL
JUMPER WIRING (ALL CARS EXCEPT SUBURBAN)
POWER WINDOW WIRING [SUBURBAN ONL FADER CONTROL WIRING
BATTERY FEED
RED M O L t f ONNECTOR PART OF c

PART OF INSTRUMENT
PANEL MAIN HARNESS
cx:
PART OF
INSTRUMENTS
PANEL MAIN 3
HARNESS 7
VIEW IN CIRCLE 'A'
1-LT CHANNEL OUTPUT
2-AUDIO GROUND
INSTRUMENT ACCESSORY 3·LT CHANNEL INPUT
PANEL MAIN TITLE LAMPS 4-RT CHANNEL OUTPUT
C¤O—M6-2OY HARNESS CONNECTOR 5-RT CHANNEL INPUT
\ORANGE RADIO AM-FM 6-BATT NEGATIVE
LAMP GROUND IGNITION SWITCH MOLD MULTIPLEX 7-BATT POSITIVE
CONNECTOR LAMP TIME DELAY
RELAY Cg C-RADIO CHASSIS

IGNITION SWITCH
IGNITION SWITCH TIME DELAY RELAY WIRING LAMP
BRACKET MOLDED TO ENGINE
COMPTARTMENT WIRING
(STARTER RELAY JUMPER)
CLUTCH START CABLE 18GA >*'
SWITCH DARK GREEN

DASH LINE SWITCH OPEN

CLUTCH PEDAL RELEASED
PART OF CASSETTE
LEVER UNIT TO RADIO WIRING
SWITCH CLOSED
CLUTCH START SWITCH CABLE
(CLUTCH PEDAL STEREO CASSETTE UNIT TO RADIO WIRING
(MANUAL TRANSMISSION ONLY) DEPRESSED)
PF710
Fig. 14-lnstrument Panel Accessory Wiring-Coronet, Charger MyMopar.com
 ¤· WIRING DIAGRAMS 8-143
TEMPERATURE
GAUGE

MOLDED
GROMMET

AMMETER PART OF
INSTRUMENT DASH LINE
PANEL MAIN
HARNESS YELLOW PART OF
MOLD INSTUMENT
T13-20DBL -PANEL MAIN
HARNESS

RALLYE CLUSTER WITH CLOCK TACHOMETER WIRING

TEMPERATURE
GAUGE

PART
INSTRUMENT PANEL
AMMETE MAIN HARNESS

E2J-18O
ILLUMINATION
LAMP

RALLYE CLUSTER WITH CLOCK TO AMMETER WIRING

PART OF HEATER
CONTROL WIRING
TO INSTUMENT ASSEMBLY
PANEL MAIN (SEE MAIN DIAGRAM)
HARNESS
KEY-INBUZZER M16A-20BK ©aa C1-12BK*-
GROUNI M16-20BK
E2B-18O
J1-12R
^C5-I6DGN LOOSE INSULATOR
C1-12BK*-
1
-J3-12BR ClA-i8LGN*f
J2-12DBL*
C7-14T PART OF
-Q2-12BK *¯C2 -18DBL IR CONDITIONER AND
S2-12Y HEATER CONTROL WIRING
ASSEMBLY

HEATER OR AIR
CONDITIONER
S2-12Y- ACCESSORY WIRING
-D4-18W —18BK* ASSEMBLY
D7-18BR 18DGN J3-12BR
D8-18DGN 5l·-l8BK/Y* J1-12R
D2-18R 1-18P J2A-12DBL*
D32-18P 8-18BR Q2-12BK
D5-18T -18DBL C1C-14BK*
C1-12BK*
D6-18LGN 18DBK/BL FUSE O-2OA
H3-2OBK* — 18BK
M16-20BK 13 —2OP STARTER AND
M16A-20BK 2OBK \,STEERING IGNITION SWITCH
18GY COLUMN PART OF
GEAR SELECTOR LP INSTRUMENT
PANEL MAIN
HARNESS
(TURN SIGNAL SWITCH)
HORN H3-2OBK - l · o H3-2OBK-^
LEFT FRONT— D6-i8LGN-f-O O4H>6-I8LGN' DIO-2OLGN
RIGHT FRONT D5-18T D9-2OT i D5-18T
HAZARD FLASHER D32-18P— D32-18P—f
TURN SIGNAL FLASHER D2-18R — D2-18R `>
LEFT REAR D8-18DGN -18DGN Í
RIGHT REAR D7-18BR
STOP LAMPS D4 - D4-18W—*
TILTWHEEL STEERING COLUMN SWITCH WIRING TO PF710
SHEET 4 OF 4
fig. 14_Instrument Panel Accessory Wiring—Coronet, Charger MyMopar.com
8-144 WIRING DIAGRAMS
CONCEALED HEADLAMP DELAY RELAY FEED IMP CONCEALED
INSTRUMENT PANEL HEADLAMP
HEADLAMP
STARTER AND HARNESS t WJRING
RELAY
IGNITION SWITCH
o NUT, LOCK WASHER 16DBL
J2-12DBL*
INSULATION 1/Y1

LAMP O N REMINDER WIRING L2

TO 2OB
16-20BK
HEADLAMP— L2-16LGN INSTRUMENT
SWITCH

L3l-I6DBL/Y*¯
TO CAVITY # 2 9 M16A-20BK
BULKHEAD L28-16BK/R*- M16B-20BK
DISCONNECT L7A-18BKY*
CAVITY # 3 0
L7B-18BKY
J2B-12DBL* CONCEALED
PART OF FÍVITYÌM9 H/LP RELAYS
HEADLAMP CAVITY_#L2 L2A-16LGN N O T E : THESE
DELAY RELAY ' •-2 RS
WIRIN
L2B-16LGN
INSTRUMENT PANEL WIRING WITH CONCEALED HEADLAMP

r¯yG4A G2A18BK
¦ WITHOUT LOW
DODGE M O N A C O
ONLY
ALARM ENGINE
PANIC
BUTTON
H.7-18BKYX- II GROUND-
S-L2-16LGN— X23-2ODBL
^-X22-20 X22-2ODBL-
L O W
1 5 GAA X24A-2OR
2OGY FUEL *-X24-2OR-
2 0 G Y
2 6 on-4 RELAY .SECURITY ALAR/A.WIÄJ
11
37
4 8 M
12116
ITY ALA
X24-2OR
u y ACCESSORY FEED M A I N HARNES
—Q2-2OBK

OIL PRESSURE GAUGE WIRING L2-16LG

H/LP
L2A- DELAY RELAY
DECK LID SWITCH INSTRUME
X42C16LGN - Q WINDOW 16 PANEL
X42B-14LGN TO WINDOW LIFT LIFT L G N
FUSE M A I N HARNESS
SAFETY RELAY MAIN SAFETY
HARNESS RELAY L¢D-L2A-I6LGN L2A-16LGNATTERY

r
L2B-16LG 2-16LG FEED
X42A-14LGN B/HEAD
CAVITY
c C ¯ J cccO L2-16LGN j #28
HEADLAMP DELAY RETAY SECURITY ALARM SECURITY ALARM
ELECTRIC DECK LID WIRING NOTE: CHRYSLER ONLY

AIR CONDITIONER
-C7B-14T-LOW
BLOWER RELAY
,
r i r i i l VACUUM TERFFEED
HEATER ACCESSORY FEED
C4C-14BR SWITCH" CONNECTION CONNECTION

C6C-16LGN -MEDIUM^ W9-2OT TO INSTRUMENT PANEL MAIN HARNESS

C5C-14DGN-HIGH— CLUTCH SOLENOID'
:2D-I8DBL* C2D-18DBL* TH T O E N G I N E
H
C5B14DGN-MOTOR- C5B-14DGN 1 ¯J COMPART-
BLOWER M O T O R MOLDED GROMMET MENT
RESISTOR DASH LINE MOTOR
AIR CONDITIONER AND HEATER WIRING
WITHOUT AUTOMATIC TEMPERATURE CONTROL PF711
SHEET 1 OF 4
Fig. 15—Instrument Panel Accessory Wiring—Polara, Monaco MyMopar.com
 •WIRING DIAGRAMS 8145
TO GROUND TO TRAILER TOWING WIRING
(LEFT SIDE COWL)

INSTRUMENT PANEL RELAY

K21-
14LGN
WIOA-I6BKJ

PART OF INSTRUMENT
PANEL MAIN HAf
X52-2ODGN
PART
STOP OF INSTRUMENT
LAMP <¡ PANEL MAIN HARNESS
SWITCH
D4-18W

TO ELECTRIC BRAKE
CONTROLLER -18LGN*
ELECTRIC BRAKE CONTROL 18DGN* X58-2ODGN*
STEREO TAPE WIRING WITHOUT REAR SPEAKER
TAILGATE DOOR LOCK SWITCH RIGHT SPEAKER FRONT SPEAKER LEFT SPEAKER
X33-14O-

FUSETO FUSE BLOCK LIFT SAFETY

ACCESSORY RELAY WIRING
TERMINAL
TAIL GATE LOCK RADIO WITH
STEREO
& TAPE

M2A-2OY M2-2OY—f PART OF INSTRUMENT

MIA-2OP—i M1-20P [ PANEL MAIN HARNESS
18R X54-20
LEFT FRONT DOOR RIGHT FRONT DOOR STEREO 18DGN—| X52A-2ODGK h
COURTESY LAMP COURTESY LAMP
CONTROL 18BK X5OE-2ÒBK
SWITCH 18DBL X53-2OJDBL¯h
BATTERY FEED LAMP CONNECTION
18V X51A-20V X5
20V
1
TO INSTRUMENT PANEL X59-2OLGN X52- 2ODGI
MAIN HARNESS —18LGN
—18DGN—H —X54A-2OR-
COURTESY LAMP WIRING CROSSOVER —18V —X53-2OD¾L-I
X53A-2ODBL
ENGINE COMPARTMENT WIRING
G —18BK — X50-20BK
*-X35-180* | X3518 11
X35-18O
-18 LG X57-2ODGN—>
X63-2OW — i -18DGN X58-2ODGN
•-X63-20W
STEREO TAPE WIRING WITH REAR SPEAKER
X62-2OV
i-X62-2OV-H MOTOR RESISTOR
f-X6i¯2OBR C5-16DGN
X35-180*-
C6-16LGN-
X63-2OW-
X63A-2OW CÍ-16BK-
X62-2OV - 1
X62-2OV
X62A-2OV—S C4-18BR
X35-18O* HEATER FEED
X61-20BR X61-20BR—i
TO INSTRUMENT PANEL MAIN HARNESS
SECURITY ALARM ENGINE TO OR TILT WHEEL FEED JUMPER
BODY WIRING >BODY
WIRING HEATER WIRING WITH UPPER VENTILATION PF7ll
SHEET 2 OF 4
Fig. 15—Instrument Panel Accessory Wiring—Po¡ara, Monaco MyMopar.com
8-146 WIRING DIAGRAMS
TO ELECTRIC RED BATTERY FEED FUSE L41-18BK v I L40-18BK
BRAKE CONTROL WIRING FUSE BLOCK \/

a
CZ3¯K21-14 LGN Al-IOR-4
A22-12P

FUSE TO LEFT TO RIGHT

RED SPOTLIGHT SPOTLIGHT
A1-12P

TRAILER TOWING PACKAGE

YELLOW MOLD Q3A-12R—f
TO
i-Q4-l6T-¢T¯Hc¤D— AIR CONDITIONER OF BACK SIDE
ACCESSORY FEED CONNECTOR SHUT-OFF SWITCH FUSE BLOCK SPOTLIGHT WIRING
(MAIN HARNESS) C1F-18LGN- STEERING COLUMN TO
WITHOUT TILT WHEEL ACCESSORY
-C1E-18LGN
CIA YELLOW MOLD FEED
H8LGN-CH 18V fi\
AIR CONDITIONER RT LAMP 1 8 T - W * - H
HARNESS AIR CONDITIONER LT LAMP 18LGN kJ
SHUT-OFF SWITCH (POLICE ONL1 BK* 8LGN*\
PART OF INSTRUMENT PANEL MAIN HARNES! TO CORNERING LAMPS
E10A-20BK—,
PART OF INSTRUMENT

>-¤
PANEL MAIN HARNESS
CLOCK X21-20GY CORNERING LAMPS WIRING (DODGE ONLY]

CLUSTER Dl
X21A-20GY GROUND
RED
CLOCK WIRING POWER
TO BATTERY FEEDBULKHEAD FEED
YELLOW
CAVITY #28 _ _ TO ACCESSORY -A1-10R
-Q2-2OBK
RED FUSE BATTERY FEED CABLE
L2-16LGN TO BATTERY FEED CABLE TO BULKHEAD
-Q3-12R Q1-10R* CAVITY # 2 8
PART OF INSTRUMENT PANEL
MAIN HARNESS
HEADLAMP DELAY RELAY
Q1A-12R TO BODY WIRING
TO MAIN INSTRUMENT HARNESS (CIRCUIT BREAKER
SWITCH AUXILIARY LAMP BATTERY FEED)
FEE^ RED
I G N I T I O N SWITCH LAMp M5-18P
( O N STEERING_COLUMN) POWER ASSIST 3OAMP CIRCUIT BREAKER
(WITHOUT POWER W I N D O W OR TAILGATE)
CO—8 PART OF WINDOW
^^ YELLOW PART OF WINDOW LIFT SAFETY RELAY Wl RING
M6-18Y*- LIFT SAFETY RELAY WIRING Wl -12T*—CQ CZl·-W5F
RELAY fW5CI2R FEED 12R
f—M6-2OY* INSTRUMENT PANEL MAIN HARNESS
TIME DELAY RELAY WIRING [¡l·W25-12Y
YELLOWVC__KM2A 20Y COURTESY LAMPCONNECTOR J--W1.12T*
M2-2OY V¯H¢D W5-12R
0-|-W15-12BR
YELLOW^ — - W15-12BR
RED GROUND
MI-2OP X2-12BK \ZÇO) W25-12Y
RED. TO BODY WIRING (TAIL GATE
MIA-2OP BATTERY WINDOW LIFT CONNECTOR)
FEED NDOW LIFT
OPEN DOOR INDICATOR PART OF INSTRUMENT LIFT SWITCH WIRING RED
LAMP W I R I N G (TAXI) PANEL M A I N HARNESS TO BODY WIRING
LOCK DOOR LAMP TO BODY
WIRING W
(CIRCUIT BREAKER FEED) W5C-12R
LOW FUEL LAMP (WAS (WAS LEFT TURN W11B
B
RIGHT TURN SIGNAL) TEMPERATURE (POWER
GAUGE Ì I G N A L > dWINDOWS)
QWIA 5A-12R

W5B-12R TO
W10-20BK TO BAHERY BULKHEAD CAVITY
FEED CABLE
—W9-20T- WINDOW LIFT L n r ^ ^ «#28
'">
SAFETY R E L A Y Q M 0 R * - O þ p <
i t¿_Gn-2OLGN*_l -E(O)GROUND
—ŒDYELLOW TOTIME DELAY
K? TO INSTRUMENT
N / TO ACCESSORY FEED WIRING RELAY PANEL LOWER REINFORCEMENT
LOW LOW FUEL & LOCK DOOR INDICATOR WIRING WINDOW LIFT SAFETY RELAY WIRING
FUEL RELAY PF7ll
SHEET 3 OF 4
Fig. 15—Instrument Panel Accessory Wiring—Polara, Monaco MyMopar.com
 WIRING DIAGRAMS 8-147
18BK FRONT TO LOWER STEERING
AM RADIO COLUMN CLAMP
DUAL
CHANNEL
_18V [fl H5-18BK
TO BRAKE SUPPORT
ONLY .18 DGN——r BRAKET BOLT
HORN GROUND CABLE
TO INSTRUMENT PANEL WIRING
CASSETTE 1 (BUZZER CONNECTOR) m
TAPE
—F24-18BK •
L7-18BK/Y* —-r¾
PLAYER F25-18V LJ M16-18BK O
TO REAR SPEAKER
WIRING (BODY) LAMP O N REMINDER
STEREO CASSETTE UNIT WIRING BUZZER RELAY
F26-18BK LAMP O N REMINDER BUZZER WIRING
STANDARD 18BK
F24-2OB TO BODY WIRING (REAR
RADIO L·mm
HIGH C22 BLOWERCONNECTOR
WITHOUT 18DGN—DnDr F21-20DGN BATTERY"I6DGN
L J
STEREO LOOSE ¯ X _ F23-2ODGN ¯¡7^ C10A-16LGN
18R X12-18R*-4 ^ ^ ^`2O-I6BR
BLOWER SWIT(
INSTRUMENT PANEL MAIN HARNESS
F21-20DGN REAR AIR CONDITION (TO ACCESSORY
FADER BLOWER SWITCH WIRING FEED)
CONTROL F26-2OBK- (STATION WAGON ONLY)
SWITCH TO BODY WIRING
18GY F22-2OBK* HIGH (REAR WINDOW DEFOGGER
TO REAR SPEAKER WIRING BATTERY -C10-18LGN-
(BODY) LOW
P<g F24-2OBK- -C12-18W-
DEFOGGER SWITCH YELLOW
UH F25-2ODGN
REAR WINDOW DEFOGGER (TO ACCESSORY
FADER CONTROL SWITCH WIRING SWITCH WIRING FEED)
TO INSTRUMENT PANEL MAIN HARNESS
(STARTER AND IGNITION SWITCHCONNECTOR).
¯ Q13A-18BK M16-20BK- :i-!2BK*—i
4BUZZER MI6A-2OBK
GROUND
_4-UATTERY J1-12R-
IGNITION-2 J3-14BR-
IGNITION 1 J2-16DBL-
ACCESSORY Q2-12BK
—START S2-18Y-

PART OF HEATERÎ
WIRING 1 2 B K

TURN SIGNAL SWITCH

-18BK!

o
—D4-18W P
-D7-18BR 18DGN-
-D8-18DGN —18BK/Y*-
-D2-18R 18P—
-D32-18P —18BR—
START -S2-12YJ
— D5-18T- —18DBL—
IGNITION 2 _ J 3 - I 2 B R J
-D6-18LGN —18BK/BL* BATTERY J1-12R 1
-H3-18BK* 7 -18BK- IGNITION 1—J2-12DBL '
ACCESSORY—Q2-12BK
-Q13A-18BK 13 -20P-
-Q13-18BK 14 2OBK
CORNERING LAMPS IZH
(DODGE ONLY) STARTER AND
D29-18T* 10 -18BK*- IGNITION SWITCH
D28-18LGN* 12 -18GY- STEERING COLUMN
D27-18V _n -18BR-
HORN- -H3-18BK —H3-20BK—
LEFT FRONT- D6-18LGN -D6-18LGN-
RIGHT FRONT —D5-18T D5-18T —
HAZARD FLASHER -D32-18P — D32-18P—
-TURN SIGNAL FLASHER —D2-18R D2-18R —
LEFT REAR D8-18DGN -D8-18DGN
-RIGHT REAR — D7-18BR D7-18BR-
STOP LAMPS —D4-18W D4-18W
FEED D27-18V Pol D27-18V
TO INSTRUMENT PANEL MAIN HARNESS
RIGHT LAMP D29-18T*—߯o I Cjl o f D29-18T*
(TURN SIGNAL SWITCH CONNECTOR)
LEFT LAMP — D 2 8 - 1 8 L G N * - t d ^ ) D28-I8LGN*¯
TILT STEERING COLUMN WIRING CORNERING LAMPS WIRING (DODGE ONLY) PF7ll
SHEET 4 OF 4
Fig. 15—Instrument Panel Accessory Wiring—Poforo, Monaco MyMopar.com
8-148 WIRING DIAGRAMS
ELECTRIC TO CAVITY 16 IN ,
ALTERNATOR CHOKE BULKHEAD
GROUND
oì -R4-16BR-
PART OF
ALTERNATOR J1 Q3
ASSEMBLY i
ALTERNATOR
8BK I
REGULATOR
Al
=UL 6 8 ONLY 12R
GROUND

IGNITION FIELD
R3-18DGN ENGINE IDLE
SOLENOID I12BK
ALTERNATOR (IF SO EQUIPPED) I /
24 20
I / 20 24
-J2B-16DBL*- J2-16DBL— 23 19 I I 19 23
BULKHEAD 2 2 1 8 L_üf 18 22
R6C CONNECTOR ( 21 17
6BK -J2A-16DBL/* 17 21
IGNITION
BALLAST
BULKHEAD
CONNECTOR
R6A
_FUSÌBLE LINK 12BK
ENGINE TERMINALfÕ
GROUND BLOCK iI CUT A N D
TAPE
(p) R6C-6BK A1-16DBL A1-10R-
I BOTH ENDS

FUSIBLE LINK
BK
oS -R6B-6BK R6B-6BK
A1B-10DGN A1C-6R A1A-6R A1A-6R
BATTERY DASH PANEL AMMETER
TERMI BLOCK STARTER RELAY

Fig. 16—65 Amp Alternator Wiring-Coronet, Charger

ELECTRIC J2E-18LBL/Y*-
PART OF IGNITION AIR CONDITIONER
ALTERNATOR CONTROL WIRING
ASSEMBLY J7¯ (SEE M A I N DIAGRAM)
18GY*
R7-4G-BK—
R4-16BR
ALTERNATOR R3-18DGN
R6C-6BK

AIR
CONDITIONER
CLUTCH

DISTRIBUTOR
SOLENOID
(IF SO EQUIPPED)

DISTRIBUTOR

IGNITION

ELECTRIC
CHOKE ELECTRIC
CHOKE
LOW OIL CONTROL
PRESSURE
SWITCH
THROTTLE
SOLENOID
(IF SO EQUIPPED)
TEMPERATURE/
GAUGE \ ^ / B SEE M A I N
ASSEMBLY
SEE MAIN
ASSEMBLY AlB-lODGN-[QlD- TERMINAL BLOCK PF714

Fig. 17-65 Amp Alternator Wirìng-Polara, Monaco

MyMopar.com
 WIRING DIAGRAMS 8-149

Q3-H2A-16DGN/R* ELECTRIC CHOKE

HORNS

HOOD LATCH LOCK

18BR*
18V

L7-18BK/Y*—
—L2-16LGN
X22·2ODBL
X24-2OR

X35-18 O*—i
X63-2OW
X62-2OV-
X61-20BR-
YONLY
PF715

Fig. 18—Security Alarm System Engine Compartment Wiring—Polara, Monaco

TO INSTRUMENT PANEL WIRING
MM8P • K20-14LBL-
M2-18Y

TO INSTRUMENT
PANEL WIRING

TO BODY
WIRING

GROUND BACK-UP LAMP

RELAY

L— D8A-
16DGN
-L7B-14BK*
TO TRAILER -L7-14BK*- _, TAIL,UCENSE AND
WIRING C O N N E C T O R ^ SIDE MARKER LAMP
LEFT STOP AND C ^ K20-14DBL- ^ELECTRIC BRAKE
TURN SIGNAL
RIGHT STOP AND -B2-14V*- -íBACK-UP LAMP
TURN SIGNAL
GROUND' X2-12GY Í-A2O-I2Y{ A20-12Y
SPARE PF718

Fig. 19-Trailer Towing Wiring—Rear Body Area—Dart

MyMopar.com
8-150 WIRING DIAGRAMS-
RELAY LOGIC
-A21A-14P
SPARE TAIL LAMP RELAY
-A21-14P-

-A20-12Y
TO INSTRUMENT
PANEL WIRING

Mil CIRCUIT FOR RW-0-00 RIGHT STOP

EXCEPT RW-45 AND 46-n
AND TURN SIGNAL
>7^TiEFT STOP AND
RN SIGNAL
TO INSTRUMENT
PANEL WIRING
LEFT SIDE COWL TRAILER WIRING
CONNECTOR

TAIL, LICENSE
B2- I AND SIDE
14V* k MARKER LAMP
I K2O>
BACK-UP LAMP • [ l4DBL`
^ELECTRIC
BRAKE
L7-18BK GROUND
PF719

Fig. 20-1 raifer Towing Wiring-Rear Body Area Coronet, Charger

5 5

TO TRAILER TOW RELAYS

TAIL
LICE
:ENSE
L7A-I4BK*¯ A N D SIDE
MARKER
LAMPS
K20-14DBL- -ELECTRIC
BRAKE
B2A-I4V*-BACKUP
LAMP
X2-12GY—GROUND
RIGHT
STOP AND
7-16BR RN
SIGNAL

TO TRAILER-
TO INSTRUMENT WIRING
PANEL WIRING CONNECTOR —TRAILER WIRING
COKNNECTOR

TO FEED WIRING C D A __
O N INSTRUMENT —SPARE A20-12Y—¦\_ A20-12Y- SPARI
PANEL
SPARE SPARE PF72O
Fig. 21-Trailer Towing Wiring—Rear Body Area—Polara—Monaco
MyMopar.com
 •WIRING DIAGRAMS 8-151

CONNECTOR

A2-12P A2A-12P -A2B-14P

CONNECTOR FUSE HOLDER ASSEMBLY
AMMETER BODY
(30 AMP FUSE) WIRING

K21-14LGN
-CZJ
ELECTRIC BRAKE
WIRING

PF722

Fig. 22—Trailer Towing Wiring—Instrument Panel

Area—Dart
TO TRAILER TOWING WIRING TO RELAY
(LEFT SIDE COWL)

D4-18W W10-16BK

1D3-18P

K21-14LGN
K20-14DBL

W10A-16BK

-W10A-16BK

TO GROUND
D4-18W
D3-18P

W10- K20- K2l-

16BK UDBL 14LGN

1 1 1
TO ELECTRIC
BRAKE CONTROLLER TO STOP LAMP SWITCH PF72l
fig. 23-£fecf ric Brake Control Wiring

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8-152 WIRING DIAGRAMS

DART COMPLETE BODY AND CHASSIS WIRING DIAGRAM

LOCATING A SYSTEM OR COMPONENT

Using the alphabetical index, locate the item and determine the zone location. This code corresponds to
the numbers across the top and the letters down the side of each page of a diagram, just like a road map.
As an example: the Ballast Resistor is shown in zone "E-3". Go across the top of the wiring diagram until
you come to "3", then go down the left side until youfindthe letter "E". Where these sections intersect you
will find the Ballast Resistor and the corresponding components of the circuit.
Adjacent to the component on the diagram is a small code number inside an oval. The one beside the
Ballast Resistor is C«2> . Turning to the section marker "Connectors" we find the one corresponding
to C«2> i s entitled, "Ignition Ballast Resistors". It also states that they are located on the left side of
the dash panel in the engine compartment.
There are three groups of these sections entitled, "Connectors", marked CB, CE and CI. CB—indicates
parts and connectors located in the body of the car, CE—the engine compartment and CI—the instrument
panel.

CONTENTS

Page
ALPHABETICAL INDEX .. 152
CONNECTOR CHARTS
CB—BODY 171
CE—ENGINE COMPARTMENT 164
CI—INSTRUMENT PANEL 167
WIRE COLOR CODE 164
WIRING DIAGRAMS 152

ALPHABETICAL INDEX

ZONE ZONE
NAME LOCATION NAME LOCATION
Air Conditioning Resistor Block C36 Brake Warning Lamp D6
Air Conditioning Clutch E35 Console Lamp C14
Alternator Bl Dome Lamp C12
Battery B2 Gearshift Selector Lamp E38
Ballast Resistor E3 Glove Box Lamp D12
Choke Control Dl Headlamp—Left D12
Choke Heater El Right E16
Cigar Lighter A12 High Beam Indicator Lamp D13
Distributor C3 Ignition Switch Lamp D10
Electronic Ignition Control D3 Instrument Cluster Lamps C15, C16
Engine Idle Solenoid CI License Lamp C18, B2l, C23
Flashers: Map Lamp D12
Hazard B14 Oil Pressure Indicator Lamp D6
Turn Signal A19 Park and Turn Signal Lamp—Left . . D14
Fusible Link B3, C3 Right. E18
Gauges: Reverse Gear Indicator Lamp D27
Ammeter C3 Seat Belt Warning Lamp B7
Fuel D7 Side Marker Lamp, Front—Left D13
Temperature D7 Right.... E19
Heater Resistor Block A35 Side Marker Lamp, Rear—Left C18, B22, D23
Horns B15 Right.... C18, B22, D23
Ignition Coil C4 Tail, Stop and Turn
Lamps: Signal Lamp—Left Bl8,B2l,C23
Air Conditioning Switch Lamp E4O Right Dl8,C2l,D22
Ash Receiver Lamp D4O Trunk Lamp B12
Back-Up Lamp—Left Dl9,C2l,D22 Turn Signal Lamp, Front—Left D14
Right D18, C2l, E22 Right E18
MyMopar.com
 WIRING DIAGRAMS 8-153
ALPHABETICAL INDEX (Cont'd)
ZONE ZONE
NAME LOCATION NAME LOCATION
Lamps {Cont'd) Switches (Cont'd)
Turn Signal Indicator Automatic Transmission Neutral
Lamp, Inst. Panel A18 Start Switch C25
Turn Signal Indicator Back-Up Lamp Switch:
Lamp, Fender—Left D15 Automatic Transmission C25
Right E18 Manual Transmission C26, C27
Motors: Brake Warning Switch E6
Air Conditioning Blower Motor D36 Clutch Start Switch C4
Heater Blower Motor A36 Defroster Switch C34
Rear Window Defogger Blower Motor D34 Door Switch—Left D10
Starter Motor B3 Right E10
Windshield Washer Motor A3l Fader Control Switch B38
Windshield Wiper Motor (2-Speed) .. B29 Foot Dimmer Switch E14
Windshield Wiper Motor (3-Speed) .. B3l Glove Box Lamp Switch D12
Radio D38 Handbrake Release Switch E6
Rear Window Defogger Blower Hazard Flasher Switch A15
Motor Resistor D34 Headlamp Switch CIO
Relays: Heated Rear Window Switch B5
Heated Rear Window Relay B6 Heater Blower Switch A34
Horn and Key-In Buzzer Relay B13 Horn Switch B14
Seat Belt Relay D8 Ignition Switch BIO
Starter Relay B4 Key Switch Dll
Time Delay Relay Dll Low Oil Pressure Switch E6
Seat Belt Buzzer B6 Map Lamp Switch E12
Sending Units: Neutral Starter Switch C25
Fuel E8 Rear Window Heater Switch B5
Temperature E7 Seat Belt Retractor Switch—Left... D8
Speakers: Right.. B7
Front A37 Seat Switch—Right B8
Rear A39 Start and Ignition Switch BIO
Switches: Stop Lamp Switch A13
Air Conditioning Blower Trunk Signal Switch C12
Motor Switch C35 Turn Signal Switch B15
Air Conditioning Low Windshield Washer Switch C3l
Pressure Switch D34 Windshield Wiper Switch (2-Speed).. D29
Air Conditioning Temperature Windshield Wiper Switch (3-Speed).. D3l
Control Switch C34 Voltage L¡miter C7
Air Conditioning Vacuum Switch B35 Voltage Regulator C2

LEGEND

NORMALLY OPEN CONTACT -MA- RESISTOR

NORMALLY CLOSED CONTACT VARIABLE RESISTOR

THERMAL ELEMENT (BI-METAL STRIP) DIODE

CIRCUIT BREAKER GROUND

FUSIBLE LINK CONNECTOR

COIL SWITCH NORMALLY CLOSED

—nnr-
SWITCH NORMALLY OPEN
LAMP
FUSE PF735

Electrical Illustrations

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8-154 WIRING DIAGRAMS

WITHOUT R6 i
6 0 AMP I2.BK[ WITH
ALTERNATOR RCE 6 0 AMP
IN LINE FUSE
BATTERY QCE 39 (30 AMP)
Al 6B RED

\S STARTER MOTOR
AJA 10 R
B

ELECTRIC
VOLTAGE
REGULATOR

CEQ DISTRIBUTOR.

ELECTRONIC
IGNITION
ELECTRIC CONTROL
CHOKE
CONTROL

ELECTRIC
CHOKE
HEATER S4 I 8 B R / Y I

P F 3 4 5 SHEET I OF 10

Dart Complete Body and Chassis Wiring Diagrams

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 WIRING DIAGRAMS 8-155

Q3 \Z R * Q3 \Z R *
LI I 2 B K - * LI !2BK*

REAR WINDOW REAR WINDOW HEATER

HEATER-RELAY
» - C I 5 14 BK *—i 7<FÌ4BK—»I6BK
CI5
14 B K *
TIMER W
HEATER
Cl 35 — INDICATOR LAMP

H8BK—<¾-Gl2 I8R
CB_I4 RT SEAT SWITCH
RT SEAT Gil
BELT RETRACTOR J8 GY
SWITCH LT
REAR WINDOW BELT
HEATER SWITCH RETRACTOR SWITCH
SEAT BELT 8BK « - G I O I8DBL
ÇCI 3 9 > BUZZER CB II ) >»>¯I8BK
2ODSF*¾-GIO 18 DB CBI2
10 2ODBL
SEAT BELT
WARN LAMP

PRINTED
CIRCUIT VOLTAGE LIMIT ER
BOARD-

TRANSMISSIONp
2OBK
20 ) « ¯l L

MANUAL - s - - AUTOMATIC
TRANSMISSION~ SEAT B TRANSMISSION
RELAY

2O¿f«>LJ f

HAND BRAKE
BRAKE WARN
RELEASE SWITCH TEMP GAGE FUEL GAGE
SWITCH SEND UNIT SEND UNIT

PF345SHEET2OF 10

Dart Complete Body and Chassis Wiring Diagrams

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8-156 WIRING DIAGRAM!

10 I2

- Q 3 12 R

B
18P TRUNK

ÇJ__2
HEADLAMP SWITCH B2 INSTRUMENT
PANEL
LAMP TRUNK
LAMP
SWITCH

L6 2OY * L6 I8BK/Y*
L2 16 LGN L2I6LG*
M2 2O Y X

LT DOOR
SWITCH ¾2y

M 3 GLOVE BOX LAMP GLOVE BOX

18 P /*¯`N • LAMP SWITCH
TIME DELAY
RELAY
Cl 21 M5 2 0 P
18 V <K J52O M3 2 0 P

IGNITION
SWITCH LAMP

MAP LAMP
SWITCH CCI 30

- 0 3 I2BR ¯ RT FRT
DOOR SWITCH
-S4 I8BR/Y*

-J2K I2DBL*· Q2 12 BK Q2 12 BK-

PF 345SHEET 3 OF 10

Dart Complete Body and Chassis Wiring Diagrams

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 -WIRING DIAGRAMS 8-157

STOP LAMP SWITCH

CI¯KT`>. ><^~CMCT> C ¤ 23
4 18 W

—H3 2OBK#-»-l8B
INSTRUMENT
CLUSTER LAMPS

LT PARK
I TURN SIGNAL LT FENDER
LAMP TURN SIGNAL
CE 12 INDICATOR LAMP
LT FRONT
SIDE MARKER M -±=
LAMP CE .«, GROUND
L9 18 BK ' ` L9 18 BK — ' > L9 18 BK
l2
^> - — PRINTED CIRCUIT BOARD
L5 I8R

HI-BEAM
INDICATOR
LAMP
2 I6LGN

FOOT DIMMER
SWITCH

PF345SHEET4 0 F I 0

Dart Complete Body and Chassis Wiring Diagrams

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8-158 WIRING DIAGRAMS

I7 I8 20

- L 7 I8BK — CM2_
- 0 2 I8 R * · -Dl I8 BK
A
- 0 7 I8BR·

—DI0I8LGN
PRINTED CIRCUIT BOARD

\
TURN
SIGNAL
FLASHER tì B2 I 8 W *

LT TURN SIGNAL ¯=¯ RT TURN SIGNAL

INDICATOR LAMP INDICATOR LAMP
— D9 I8 T·

B LEFT
TURN-STOP-TAIL
LAMP

FOR SPORT a DUSTER

¾-L7l8BK/OPTLBL*- SEE ZONES 21 THRU 24
LT. REAR SIDE FOR OTHER MODELS
MARKER LAMP

7I8BK/0PT Y*

ÇB_6
RT. REAR SIDE
MARKER LAMP

2 18 GY # - » - * • ' W P + < S — L7 18 BK

RT. TURN-STOP-TAIL LAMP

^ - 7 •8BK/OPT W *

LT. BACKUP
LAMP

X2 I8GY/Í)PT
RT. BACKUP LAMP

X2 I8GY/OPT T * B2 18 V/OPT T*

RT PARK
RT. FENDER 18 BK/ ¿ TURN SIGNAL RIGHT FRONT
TURN SIGNAL LON * LAMP SIDE MARKER
INDICATOR LAMP LAMP

- Q 2 I2BK

PF345SHEET5OFtO

Dort Complete Body and Chassis Wiring Diagrams

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 -WIRING DIAGRAMS 8-159

2I 22 23 24

-DlI8 8K -Dl I8BK —

- B2 I8 W * -B2 I8W*¯-

FOR " v "

LT. TURN-TAIL-STOP LAMP

L7 I8 8 K / 0 P T LBL*·
L7 I8BK
¯¯»— L T R E A R SIDE M A R K E R L A M P
D7 I8 BR
L7 I8BK/ÒPT Y *

L7 18 8K/OPT R *
CB6Ì> RT. REAR
SIDE MARKER LAMP

RT. TURN-STOP-TAIL LAMP FOR

SCAMP
L7 I8 BK/OPT W l SWINGER
DART

LT. BACKUP LAMP

l Ö V - » — B2 18 V
LT. TURN-STOP-TAIL LAMP
CB 7 j / r f l i r v v - Ä - D f l 18 DGN
RT. BACKUP LAMP CB3^> OPTW* I8BK

LT. REAR SIDE MARKER LAMP

RT. REAR SIDE MARKER LAMP

2 18 GY*-*>-KJUL>4-«*-L7 18 BK

CB
* - L7 18 BK L7 I8BK/OPT
D7 18 DGN D7 18 BR
RT. TURN-STOP-TAIL LAMP
LT. BACKUP LAMP

I ( < Tflr4«B2 18V—«·62 I8V/OPT W *

RT. BACKUP LAMP

-S4 S4 l8BR/Y-»

-E2 18 0 E2 18 0 -
-Q2 12 BK Q2 I2BK

PF34¾ SHEET 6OF 10

Dart Complete Body and Chassis Wiring Diagrams

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8-160 WIRING DIAGRAMS

25 26 27 28

- D l 18 BK
- B 2 l8W-*¯·

B2
18 BK

AUTO.
TRANS
NEUTRAL
START 4
BACKUP LAMP
SWITCH MANUAL TRANS MANUAL TRANS
GRD IN PARK (3 SPEED) (4 SPEED)
* NEUTRAL - d = BACKUP LAMP BACKUP LAMP
POSITION SWITCH SWITCH
ONLY

S4
18 B R / Y *
BI
18 BK

REVERSE
GEAR
INDICATOR
LAMP

01 18 BK

- S 4 18 BR/Y *

Bl 18 W -
-E2 18 0 - • E2 18 0
- 0 2 12 BK - Q 2 I2BK

PF 3 4 5 SHEET 7 OF 10

Dart Complete Body and Chassis Wiring Diagrams

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 -WIRING DIAGRAMS 8-161

WINDSHIELD WASHER
PUMP MOTOR
TWO SPEED
WINDSHIELD WIPER MOTOR

THREE SPEED
WINDSHIELD WIPER MOTOR

WIPER
MOTOR
RESISTANCE

TWO SPEED
WINDSHIELD WIPER SWITCH WINDSHIELD WIPER SWITCH

PF 3 4 5 SHEET8 OF IP

Dart Complete Body and Chassis Wiring Diagrams

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8-162 WIRING DIAGRAMS

33 35 36

X I2 I4 R

HEATER BLOWER HEATER BLOWER

HEATER BLOWER MOTOR
MOTOR RESISTANCE
MOTOR SWITCH
C5 I6DCN »— I6 DGN — {f \ 1

C4 I6BR

Cl I4BK*
CIA IS LCN
B
AIR CONDITIONER
ö HEATER
VACUUM
SWITCH
REAR
1
WINDOW
DEFOGGER
SWITCH

CM Cl 19 J>fc i
16 BK
CI2
I8JBK* AIR CONDITIONER
8 HEATER BLOWER >
MOTOR RESISTANCE <
REAR
C6 16 L G N - « — —•
WINDOW
DEFOGGER
MOTOR

LOW
REAR PRESS
WINDOW SWITCH
DEFOGGER
MOTOR C5 l4DGN—¯<¢-l4DGN
CE 20
AIR CONDITIONER io Bk
AIR CONDITIONER a HEATER BLOWER
COMPRESSOR MOTOR
CLUTCH 'CE 20

- QZ 12 BK

PF34 5 S H E E T 9 0 F I 0

Dart Complete Body and Chassis Wiring Diagrams

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 WIRING DIAGRAMS 8-163

37 38 39 40

•XI2I4R*—

FRONT SPEAKER | J
(WHENEQUIPf , I8 BK- -l8OGN-«—F25I8 REAR SPEAKER
WITH FRONT a j - J — »
REAR SPEAKER)'
F24
I 8 BK
FAOER
SWITCH

¢CCB i6
XI38>*í

I8OGN I8 BK I8 BK

18 OGN

FRONT SPEAKER

'î I
I8 OGN
18 BK

DIAL LAMP
I8R

RADIO

18 0
ASH RECEIVER
GEAR SHIFT LAMP
INDICATOR LAMP
- E2 20 O — « • 2 0 0

18 0

OR HEATER
SWITCH LAMP
-Bl 18 W -
•E2 18 0 E2 18 0- ÍL„„„A E2 18 0 H4 2 0 BK
CT37>‡

PF3 4 5 SHEET 10OF 10

Dart Complete Body and Chassis Wiring Diagrams

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 BK
COLOR CODE
BLACK
ENGINE COMPARTMENT
BR BROWN
DBL DARK BLUE IGNITION COIL ALTERNATOR IGNITION BALLAST
DGN DARK GREEN RESISTORS
GY GRAY
LBL LJGÌHT BLUE J2F 18DBL
LGN LJ(s>HT GREEN
0 ORANGE
P Ptø K R3 I8D6N J 3 I4BR
R RED
J2A I6DBL
T TAIH
V VIOLET J2D I8BK
WHITE J2D I8BK
w
Y YELLOW
INTAKE MANIFOLD — R.R.SIDE
R6E 8BK R6 I2BK J2E I8LBL/Y*
* WITH TRACER
W/6O AMP W/D 6 0 AMP
BULKHEAD DISCONNECT
DASH PANEL—LEFT SIDE
RI6HT FRONT SIDE OF EN6lNE

MOTOR RELAY LEFT HEADLAMP

fw/6(
AIE I6DBL (AMP.-
IÄIALT.

S4 18 DGN
B2 18 BK/* -J2 I6DBL/*
- Bl 18 BK R6A 12 BK
AUTO.
S4 2OBR/Y* J 3 I4BR TRANS.
-VIO I6BR/* 62 2OV
V3 I8BR ¯D6 I86K/LGN* S2 I8Y
V4 18 R H2 I6DGN/R«
V5 I8O6N -L6 I 8 B K / Y * LEFT FENDER—SIDE SHIELD, REAR OF BATTERY CË9> RIGHT HEADLAMP
-V6 I6D8L ¯D5 I8BK/T*·
AIC I6OBL C2 18 DBL CE 6 } ELECTRONIC VOLTAGE REGULATOR
66 2O6Y -L4 I 8 V / *
S2 I8Y - L 3 I8R
P5 2OBK -C5 I4D6N

PANEL-LEFT SIDE, BELOW W/WIPER MOTOR

-J2B I8LBL
FUSIBLE LINK R3 I8D6N

AIC I6DBL AIB IOR

ABOVE BULKHEAD CONN. DASH PANEL—LEFT OF w/WIPER MOTOR PF 346 SHT I OF 9

Dart Electrical Connector Chart D

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 ENGINE COMPARTMENT
LT. PARK & TURNSIGNAL LEFT FRONT TURNSIGNAL AIR CONDITIONER LOW PRESSURE
CONNECTOR CUT-OFF SWITCH
D6 I8BK/LGN*
CONNECTOR
D6 I8BK/LGN* D6
I8BK/LGN* CHI )—I8BK —
L6 I8BK/Y*
L9 I8BK
L9 I8BK BEHIND LEFT HEADLAMP
LEFT REAR OF ENGINE

Jr=¾ — I8BK RIGHT FRONT TURNSIGNAL AIR CONDITIONER MOTOR

-I8BK/Y* CONNECTOR CONNECTOR
JJ D5 fj—C5 I4DGN
I8BK/LGN * I8BK/T* ÇE£J )—I8BK —

BELOW CLIP ON RADIATOR YOKE CROSS MEMBER

RT. PARK a TURNSIGNAL BEHIND RIGHT HEADLAMP
CONNECTOR
05 I8BK/T* HEADLAMP GROUND
-05 I8BK/T» DASH PANEL-RT
L6 I8BK/Y* L9 I8BK
L6 I8BK/Y» L9 I8BK . C E 2 T ) AIR CONDITIONER CLUTCH
L9 I8BK SOLENOID CONNECTOR
L9 I8BK
LEFT FENOER H/LP PANEL
I8BK I8DBL-J | | ||— C2 I8DBL

I8BK/Y*·
TRANSMISSION SWITCHES
LEFT FRONT OF ENGINE
I8BK/LGN*
Bl. I8BK
BELOW CLIP ON RADIATOR YOKE CROSS MEMBER LOW OIL PRESSURE SWITCH
B2 I8BK*
CE I2> LT. FRONT SIDE MARKER LAMP
MANUAL AUTO
LOWER LEFT SIDE OF TRANS. G6 2OGY
L6 I8BK/Y* Z SPEED WINDSHIELD WIPER
L9 I8BK
MOTOR
V5 I8DGN
RIGHT SIDE OF ENGINE
V6 I8DBL
LOWER LEFT FENDER
V4 I8R
I I —V3 18 BR*
TEMPERATURE GAUGE
RT. FRONT SIDE MARKER LAMP SENDING UNIT
V3 I8BR

L6 I8BK/Y* V3 I8BR* 62 2OV

L9 I8BK

LOWER RIGHT FENDER CENTER DASH PANEL RIGHT FRONT OF ENGINE

PF346 SHT2OF9
Dart Electrical Connector Chart en
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 ENGINE COMPARTMENT
CE 2 4 > WINDSHIELD WASHER MOTOR BATTERY GROUND CE 32) ELECTRIC CHOKE CONTROL
CONNECTOR
PUMP
-A 2 IOG-BK
J2G I8DBL

LEFT HEADLAMP PANEL

18 BK
BELOW WINDSHIELD WASHER TANK CE 2 9 ) ENGINE BATTERY GROUND

CE 25J> BRAKE WARNING LAMP SWITCH RIGHT REAR SIDE

V8 {4G-BK
A2 ͧJ3) | D LE STOP SOLENOID
G=> P5 2OBK
6 CYL J66-BK

ENGINE BLOCK FRONT LEFT SIDE

BRAKE
J2H I8DBL
TEST
CE 3CD 6 0 AMP. ALTERNATOR
CONNECTOR RIGHT FRONT SIDE CARB
LEFT REAR OF SIDE SHIELD

REVERSE GEAR INDICATOR CLUTCH STARTER SWITCH

AIG 8R AIF 8R
LAMP CONNECTOR CONNECTOR
B2 I 8 B K * S4A I8DGN

R6D 8BK R6E 8BK

I8BK« I8DGN

ABOVE BULKHEAD

HORNS LEFT SIDE DASH PANEL

ABOVE BULKHEAD LEFT OF ASH
3§>; ELECTRONIC IGNITION CONTROL
RECEIVER

BATTERY TERMINALS
I I J2E I8LBL/Y*

H2 I6DGN/R·*
^^-AI 6B-R
J5 I8BK/Y*

;^ -AIA IOR -H2 I6DGN/R*

J4 I8OGN/R*

BELOW BATTERY TRAY LEFT REAR FENDER SHIELD

PF 346 SHT 3 OF 9
Dart Electrical Connector Chart

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 ENGINE COMPARTMENT INSTRUMENT PANEL COMPARTMENT
DISTRIBUTOR CONNECTOR STARTER MOTOR

S5 I2BR
I8BK —
I8BK — t J7 I8GY*
J6 I8BR* BATTERY AI 6B-R AID 12 R

*AID CAPPED-{]B3
RIGHT REAR OF ENGINE LEFT REAR OF ENGINE

CE 3 / > DASH TO ENGINE CONNECTOR CE 403 TRANSMISSION SWITCH

LEFT REAR OF CLUSTER
CONNECTORS
82 18 8K/Y* v | B2 18 BK
3 SPEED \ A SPEED HEADLAMP SWITCH
-B2 I 8 B K / *
R6 I2BK

MANUAL TRANS

J5 I8BK/Y* B2 I8BK* Bl I8BK

S4 2OBR/Y* El I8T
J2F I8DBL R3 I8OGN (2 SPD WPR)
J2G I8DBL L2 I6LGN

B3 I8DBL* LEFT REAR OF CLUSTER

(3 SPD WPR) B2 I8BK*
Bl I8BK FOOT DIMMER SWITCH
AUTO TRANs] S4 2OBR/Y*

Bl I8BK
L4 I8V*
R6A I2BK
L2 I6LGN

L3 I8R

RIGHT REAR OF ENGINE ABOVE BULKHEAD

ELECTRONIC IGNITION LEFT FRONT FLOOR

DASH TO ENGINE CONNECTOR 6 0 AMR ALTERNATOR
CONNECTOR
HORN RELAY
J6 I8BR* — CHl| h—J6 I8BR*
J7 I8GY * — I |J—J7 I8GY* AIF 8R AIE I6DBL
MI6 2OBK —

RIGHT REAR OF ENGINE LEFT FENDER SIDE SHIELD LEFT SIDE COWL PF 346 SHT4OF9

Dart Electrical Connector Chart MyMopar.com

 INSTRUMENT PANEL COMPARTMENT
STARTER a IGNITION SWITCH CIGAR LIGHTER RADIO CONN
CONNECTOR
r¯¯¯H) XI I6R
Bl I8W I8R

¾
XI2 I 4 R *

E2 180 180
S2 I2Y E2 180
Q2 I2BK

M3 I8P LEFT SIDE RADIO

W/IGN LP
TIME DELAY
¤JOPRINTED CIRCUIT BOARD

MI6 2OBK
BEHIND ASH TRAY
MI6 2OBK
G6 2OGY
STOP LAMP SWITCH P5 2OBK

ON STEERING COLUMN
D9 I8T
D3 I8P
LT. FRONT DOOR SWITCH DIO I8LGN

D4 I8W
REAR CENTER OF CLUSTER
MI6 2OBK-LONG
SLEEVE
BRAKE BRACKET-LT OF STRG COL Cl I j T ) WINDSHIELD WIPER SWITCH

E¤=l· M2 2OY—SHORT
SLEEVE HAZARD FLASHER
V5 I8DGN
LEFT SIDE COWL V6 I8DBL
V3 I8BR*
V4 I8R
RT. FRONT DOOR SWITCH
VI I2P VIO I8BR
(W/ELECT WA)
M2 20 Y
BRK PED SUPT 8RKT-LT SIDE LEFT OF RADIO
RIGHT SIOE COWL AIR
CONDITIONER OR HEATER
-£LJ2>TURN SIGNAL FLASHER
IGNITION SWITCH LAMP TIME VACUUM SWITCH
DELAY RELAY CONNECTOR C4 14 BR
C7 I4T
E2 180
E2 180 C2 18 DBL
E2 2 0 0 Dl I8BK Cl I4BK*
D2 I8R*
M2 2 O Y * CIA I8LGN
M2 2OY
M2 2OY
M2 2OY
CENTER REAR /PANEL
TAPED TO MAIN HARNESS INBOARD STRG COL REAR l/PNL-RT SIDE OF ASH REC HSG PF 346 SHT 5 OF 9

Dart Electrical Connector Chart

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 INSTRUMENT PANEL COMPARTMENT
TEMPERATURE CONTROL UNIT MAP LAMP SEAT BELT RELAY
-B3 2OBR/Y»—S
C2 I8OBL M3 2OP
G5 2ODBL*
M5 2OP
Gil 2OGY 611 2OGY-—m
B3 20 BR/Y 5 20 DBL*--[]p
C2 I8DBL
MI2 2OBR

RT SIOE A/C UNIT RIGHT SIDE OF INSTRUMENT PANEL UNDER GLOVE BOX

AIR CONDITIONER a HEATER Cl 23J> TURNSIGNAL SWITCH CONNECTOR

BLOWER MOTOR SWITCH FUSE BLOCK
C6 I6LGN

C7 I4T
C7 I4T D4 I8W I8W A E2A 180
D7 I8BR I8BR
C5 I4DGN 08 I8DGN I8DGN ` E2 180
C5 I4DGN D2 I 8 R * I8R - E2 180
032 I8P I8P
D5 I8T I8T
CTR REAR l/PANEL 09 I8T I8LGN J2B I2DBL*
D6 I8LGN I8BK
DIO I8LGN
AIR CONDITIONER BLOWER MOTOR H3 2 0 B K *
RESISTANCE
LEFT OF STEERING COLUMN

C7 I4THI GLOVE BOX LAMP

M5 2OP C ICM ) M5 2OP

I4BK*
RIGHT REAR FACE OF Ä/C UNIT A
C I A I8LGN
RT R R. SIDE OF GLOVE BOX
A
HAND BRAKE RELEASE SWITCH CIO I8LGN
£L 2 5 ) REAR WINDOW DEFOGGER SWITCH
A/TRANS
CM I8BK FOR Q2,Q3,CIA E2A NOT PART
, _ , P2 2OBK OF MAIN
CIO I8LGN FOR CIO,E2 HARNESS
-WITH M/TRANS
P2 20 BK * - ^ CI2 I8W
FOR ALL OTHERS

LEFT REAR OF INSTRUMENT PANEL LEFT OF STEERING COLUMN LEFT l/PANEL LOWER REIN

IGNITION SWITCH LAMP SEAT BELT LAMP SEAT BELT BUZZER

CONNECTOR

G5 2ODBL¯* GIO 2ODBL

GIO 2ODBL
J 5 2OY
G5 2ODBL* 2ODBL

LEFT OF STEERING COLUMN LEFT REAR OF CLUSTER LEFT SIDE COWL PF346SHT6OF9

o>
Dart Electrical Connector Chart
CD
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 NSTRUMENT PANEL COMPARTMENT
MAP LAMP SWITCH Cl 3 5 } REAR WINDOW HEATER INDICATOR C¡39) REAR WINDOW HEATER SWITCH
LAMP a CONNECTOR
-MI2 2OBR
M2 2OY

LEFT REAR OF l/PANEL

I4BK
I
G5 2ODBL*
-ana
CIS I4BK* CI4 2OW
ASH RECEIVER LAMP CONNECTOR
CI5 I4BK‡
•ED CI6 20V

LEFT REAR l/PANEL

E2 180 C&\ )—20 0
FRONT SPEAKER CONNECTOR
LT SIDE OF I/PANEL

O 4 Q > R E A R WINDOW HEATER RELAY

REAR OF ASH REC HSG

TIME DELAY
CI3 I2BK
DGN

P
18 BK CI5 I4BK*
J5 2OY

REAR OF l/PANEL CI6 20V

HEATER MOTOR TO RESISTOR AIR CONDITIONER LAMP GROUND

CONNECTOR I I CI4 2OW

RT OF GLOVE BOX

C) 4 D HEATER BLOWER MOTOR SWITCH

REAR A/C CONTROL
C4 I6BR
C5 I6DGN SPEAKER FADER SWITCH C5 I6DGN

HORN GROUND CABLE Cl I4BK*

18 BK
LöP— ×I2 I4R*

C4 I6BR
CTR REAR I PANEL
RT SIOE STR6 COL LEFT OF RADIO PF 346 SHT7OF9
Dart Electrical Connector Chart

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 BODY COMPARTMENT
INSTRUMENT PANEL a BODY CB O RT. REAR SIDE MARKER LAMP LEFT REAR SIDE MARKER LAMP
07 I8BR CONNECTOR
\
07 I8BR ¯L7 I8BK/0PT Y *
L7 I8BK
X2 I8GY/OPT* ¯X2 18 GY/OPT Y *

B2

M2 2OY- LOWER RT QTR PANEL LOWER L T QTR PANEL

M2 2 O Y ^ `D3I I8P

RIGHT TURN-STOP-TAIL LAMP CB 9 J FUEL GAGE SENDING UNIT

LOW LEFT COWL

DOME LAMP CONNECTOR °L778IBl8BRK0PTW G4 I8OBL

L7I8BK/DPTW*
X2 l8GY/t>PT W / *
LT REAR J-Lj 'M2 18 BK
07 I8OGN 07 I8OGN FRONT OF GAS TANK
Ml I8BK
W/HOUSE ' » L7 I8BK L7 I8BK
ROOF-INSIDE .CB \6) REAR WINDOW DEFOGGER BLOWER
OF CAR
'A*— VALIANT *Q*_ DART MOTOR RESISTOR
DUSTER
'B SCAMP
SPORT SWINGER
BACK-UP LAMP ON OR ABOVE REAR BUMPER

LICENSE LAMP
B2 18V -Ç | 3 - B 2 18V/
VALIANT ?
OPT W* L7 I8BK/DPTR*· REAR SHELF
X2 I8GY/OPT R·#· PANEL

ABOVE LICENSE PLATES £B I I ) SEAT BELT BODY CONNECTOR

SCAMP ``)
SWINGER?
B2 I8V CB 7J> LT. TURN-STOP-TAIL LAMP
DART J GRD GIO 2ODBL—ƒv. GIO I8DBL

fv
08 I8DGN
L7 18 BK/OPT L B L * ~
íl 08 I8OGN

L7 18 BK/OPT L B L *
Gil 2OGY 1 [
LT SIOE COWL
Gil 2OGY

X2 I8GY/OPT
SPORT CB J2> LT SEAT BELT RETRACTOR SWITCH
DUSTER - B2 I8v/OPT T * 08 I8OGN
08 I8DGN GIO I8DBL
L7 18 BK/OPT LBL*-I L7 I8BK/OPT L 8 L * GIO I8DBL r¯~¯ì I8BK-
X2 I8GY/OPT*
X2 I8GY Gil I8GY
Gil I8GY
U I8BK-
X2 I8GY "A— ALL EXCEPT VALIANT
' B ` — VALIANT ONLY
ON OR ABOVE REAR BUMPER ON OR ABOVE REAR BUMPER LEFT SILL PF 346 SHT 8 OF 9

Dart Electrical Connector Chart

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 BODY COMPARTMENT
J:B i3> RIGHT FRONT SEAT SWITCH XBJ8> RT. REAR TURN-STOP-TAIL TRUNK LAMP
a CONNECTOR DART LAMP CONNECTOR
SCAMP
GI2 I8R / \ 5WINGER
B2 I8v/OPT W * P| I I8BK
Gil I8GY 1 I J |—I8BK

B
tZHJ L7 I8BK- L7 I8BK/OPT
W*
0 7 I8OGN
UNDER FRONT SEAT 07 I8BR I8P
B2 I8V
20 Y
SB I4J> RT SEAT BELT RETRACTOR LOWER RIGHT OECK OPENING •18 Y
SWITCH
LT. REAR TURN-STOP-TAIL DECK LID OPENING
-T~¯l || H GIO I8DBL
DART LAMP CONNECTOR
I8BK GI2 I8R SCAMP CONSOLE LAMP
SWINGER
RT SILL L7 I8BR
L7 I8BR 180
REAR SPEAKER 0 8 I8DGN D8 I8DGN
B2 I8V -B2 I8V

I8OGN LOWER LT DECK OPENING

I88K REAR WINDOW HEATER TAIL LAMP GROUND

C SPORT
-18 GY
LEFT REAR SHELF PANEL ^DUSTER

C B l O REAR SPEAKER BODY CONNECTOR — I6BK

fDART
GY* )J SCAMP
SCAMP
(SWINGER
LT RR I6BK
F24 I8BK W/HOUSE DECK LID LOCK
REINFORCEMENT
F25 I8OGN 14 BK

LOWER LT SIDE COWL

REAR WINDOW MOTOR CONNECTOR
\IJ> REAR WINDOW HEATER DEFOGGER
CONNECTOR

CM I8BK • CM I8BK
14 BK ¢ [ED -CI5 14 B K *
CI2 I8W -jj CI2 I8BK*

LT SIDE COWL LT SIDE COWL

PF 346 SHT. 9 OF 9

Dart Electrical Connector Chart

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 ENGINE 9-1

ENGINE
CONTENTS
Page
CRANKCASE VENTILATION SYSTEM . . . . 74 400-440 CUBIC INCH V8 ENGINES 50
GENERAL INFORMATION 1 REPAIR OF DAMAGED OR WORN
SERVICE DIAGNOSIS 1 THREADS 75
198-225 CUBIC INCH 6 CYLINDER SPECIAL SERVICE TOOLS 90, 91 & 92
ENGINES 3 SPECIFICATIONS 75
318-340-360 CUBIC INCH V8 ENGINES . . . . 25 TIGHTENING REFERENCE 87

ENGINE DESCRIPTION

Engine Type and Number Compression

Displacement Cylinders Ratio Remarks
"RG" 198 Cubic Inch 6 8.4 to 1 lBBLCarb.
"RG" 225 Cubic Inch 6 8.4 to 1 1 BBL Carb.
"LA" 318 Cubic Inch 8 8.6 to 1 2 BBLCarb. Std. Cam
"LA" 340 Cubic Inch 8 8.5 to 1 4 BBL Carb. Spec. Cam
"LA" 360 Cubic Inch 8 8.4 to 1 2 BBLCarb. Std. Cam
"LB" 400 Cubic Inch 8 8.2 to 1 2 BBLCarb. Std. Cam
"LB" 400 Cubic Inch 8 8.2 to 1 4 BBL Carb. Spec. Cam
"RB" 440 Cubic Inch 8 8.2 to 1 4 BBL Carb. Std. Cam
"RB" 440 Cubic Inch 8 8.2 to 1 4 BBL Carb. Spec. Cam

GENERAL INFORMATION

Six Cylinder Engine bearing and seal assembly and steel stamped impel-
The 6 cylinder engine, (Fig. 1) is inclined toward ler. The water pump housing is integral with the
the right at an angle of 30 degrees from the vertical cylinder block.
in the engine compartment. This design permits a
lower hood line and allows space in the engine com- V8 Engines
partment for the long intake manifold branches. The The V8 engines are all the valve-in-head type with
engine has in-line overhead valves and wedge shaped hydraulic tappets. Engines vary in compression ratio,
combustion chambers and a nominal compression piston displacement, camshafts, valve springs, car-
ratio of 8.4:1. buretors, intake manifolds and exhaust systems. All
The lubrication system consists of an externally engines are designed to use regular or low lead fuel.
mounted rotor type pump on the lower right side of Engine oiling system consists of a rotor type oil
the cylinder block. A full flow screw on throw away pump and a full flow oil filter. On the 318, 340 and
type oil filter is mounted on the rear of the oil pump 360 cubic inch engines, the pump is mounted internal-
body. Oil is forced by the oil pump to a series of oil ly (Fig. 2). On the 400 and 440 cubic inch engines,
passages in the engine (Fig. 47). the pump is mounted externally. Oil is forced by the
The semi-series flow cooling system contains an oil pump to a series of oil passages in the engine.
aluminum water pump body with a pressed in ball

SERVICE DIAGNOSIS
Condition Possible Cause Correction
ENGINE WILL NOT START (a) Weak battery. (a) Test battery specific gravity. Recharge
or replace as necessary.
(b) Corroded or loose battery connec- (b) Clean and tighten battery con-
t¡ons. nections. Apply a coat of petroleum to
terminals.
(c) Faulty starter. (c) Refer to "Starting Motor".*
(d) Moisture on ignition wires and d¡s- (d) Wipe wires and cap clean and dry.
tr¡butor cap.
(e) Faulty ignition cables. (e) Replace any cracked or shorted ca-
bles.

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9¯2 ENGINE
Condition Possible Cause Correction
(f) Faulty coil. (f) Test and replace if necessary.*
(g) Incorrect spark plug gap. (g) Set gap at .035 in.
(h) Incorrect ignition timing. (h) Refer to "Ignition Timing."*
(¡) Dirt or water in fuel line or carbu- (¡) Clean lines and carburetor.**
retor.
(j) Carburetor flooded. (j) Adjust float level—check seats.**
(k) Incorrect carburetor float setting. (k) Adjust float level—check seats.**
(I) Faulty fuel pump. (I) Install new fuel pump.**
(m) Carburetor percolating. No fuel in the (m) Measure float level. Adjust bowl
carburetor. vent.** Inspect operation of manifold
control valve.
ENGINE STALLS (a) Idle speed set too low. (a) Adjust carburetor.**
(b) Incorrect choke adjustment. (b) Adjust choke.**
(c) Idle m¡sture too lean or too rich. (c) Adjust carburetor.**
(d) Incorrect carburetor float setting. (d) Adjust float setting.**
(e) Leak in intake manifold. ¢e) Inspect intake manifold gasket and
replace if necessary.**
(f) Worn or burned distributor rotor. (f) Install new rotor.
(g) Incorrect ignition wiring, (g) Install correct wiring.
(h) Faulty coil. (h) Test and replace if necessary.*
(i) Incorrect tappet lash. (6-cylinder) (¡) Adjust to specifications.

ENGINE LOSS OF POWER (a) Incorrect ignition timing. (a) Refer to "Ignition Timing."*
(b) Worn or burned distributor rotor. (b) Install new rotor.
(c) Worn distributor shaft. (c) Remove and repair distributor.*
(d) Dirty or incorrectly gapped spark (d) Clean plugs and set gap at .035 in.
plugs.
(e) Dirt or water in fuel line, carburetor (e) Clean lines, carburetor and replace
or filter. filter.**
(f) Incorrect carburetor float setting. (f) Adjust float level.**
(g) Faulty fuel pump. (g) Install new pump.
(h) Incorrect valve timing. (h) Refer to "Checking Valve Tim-
ing."***
(i) Blown cylinder head gasket. (i) Install new head gasket.***
(j) Low compression. (j) Test compression of each cylinder.***
(k) Burned, warped or pitted valves. (k) Install new valves.***
(I) Plugged or restricted exhaust system. (I) Install new parts as necessary.
(m) Faulty ignition cables. (m) Replace any cracked or shorted ca-
bles.
(n) Faulty coil. (n) Test and replace as necessary.*

ENGINE MISSES ON (a) Dirty, or gap too wide in spark plugs. (a) Clean spark plugs and set gap at .035
ACCELERATION in.
(b) Incorrect ignition timing. (b) Refer to "Ignition Timing."*
(c) Dirt in carburetor. (c) Clean carburetor.**
(d) Acceleration pump in carburetor. (d) Install new pump.**
(e) Burned, warped or pitted valves. (e) Install new valves.***
(f) Faulty coil. (f) Test and replace if necessary.*
ENGINE MISSES AT HIGH (a) Dirty or gap set too wide in spark (a) Clean spark plugs and set gap at
SPEED plug. .035 in.
(b) Worn distributor shaft. (b) Remove and repair distributor.*
(c) Worn or burned distributor rotor. (c) Install new rotor.
(d) Faulty coil. (d) Test and replace if necessary.*
(e) Incorrect ignition timing. (e) Refer to "Ignition Timing."*
(f) Dirty jets in carburetor. (f) Clean jets.**
(g) Dirt or water in fuel line, carburetor (g) Clean lines, carburetor and replace
or filter. filter.**
NOISY VALVES (a) High or low oil level in crankcase. (a) Check for correct oil level.***
(b) Thin or diluted oil. (b) Change oil.***
(c) Low oil pressure. (c) Check engine oil level.**
(d) Dirt in tappets. (d) Clean tappets.**
(e) Bent push rods. (e) Install new push rods.***
(f) Worn rocker arms. (f) Inspect oil supply to rockers.***

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¤¯ 198-225 ENGINE 9-3
Condition Possible Cause Correction

(g) Worn tappets. (g) Install new tappets.***

(h) Worn valve guides. (h) Ream and install new valves with
O/S Stems.***
(¡) Excessive run-out of valve seats or (i) Grind valve seats and valves.***
valve faces,
(j) Incorrect tappet lash. (6-cylinder) (j) Adjust to specifications.
CONNECTING ROD NOISE (a) Insufficient oil supply. (a) Check engine oil level.***
(b) Low oil pressure. (b) Check engine oil level. Inspect oil
pump relief valve and spring.***
(c) Thin or diluted oil. (c) Change oil to correct viscosity.
(d) Measure bearings for correct clear-
(d) Excessive bearing clearance. ance.***
(e) Replace crankshaft or regrind jour-
(e) Connecting rod journals out-of-round. nals.***
(f) Replace bent connecting rods.***
(f) Misaligned connecting rods.
MAIN BEARING NOISE (a) Insufficient oil supply. (a) Check engine oil level.***
(b) Low oil pressure. (b) Check engine oil level. Inspect oil
pump relief valve and spring.***
(c) Thin or diluted oil. (c) Change oil to correct viscosity.
(d) Measure bearings for correct clear-
(d) Excessive bearing clearance. ances.***
(e) Check No. 3 main bearing for wear on
(e) Excessive end play. flanges.***
(f) Replace crankshaft or regr¡nd jour-
(f) Crankshaft jounal out-of-round worn. nals.
(g) Tighten to correct torque.
(g) Loose flywheel or torque converter.
OIL PUMPING AT RINGS (a) Worn, scuffed, or broken rings. (a) Hone cylinder bores and install new
rings.***
(b) Carbon in oil ring slot. (b) Install new rings.***
(c) Rings fitted too tight in grooves. (c) Remove the rings. Check grooves. If
groove is not proper width, replace
piston.***
OIL PRESSURE DROP (a) Low oil level. (a)
Check engine oil level.
(b) Faulty oil pressure sending unit. (b)
Install new sending unit.
(c) Clogged oil filter. (c)
Install new oil filter.
(d) Worn parts in oil pump. (d)
Replace worn parts or pump.
(e) Thin or diluted oil. (e)
Change oil to correct viscosity.
(f) Excessive bearing clearance. (f)
Measure bearings for correct clear-
ance.***
(g) Oil pump relief valve stuck. (g) Remove valve and inspect, clean, and
reinstall.
(h) Oil pump suction tube loose, bent or (h) Remove oil pan and install new tube
cracked. if necessary.

*Refer to the "Electrical and Instruments" Group 8 for service procedures.

**Refer to the "Fuel System" Group 14 for service procedures.
**Refer to the "Engine" Group 9 for service procedures.

SIX CYLINDER ENGINES

INDEX

Page Page
Camshaft 14 Cylinder Head . 8
Camshaft Bearings 15 Engine Assembly . 6
Connecting Rods 19 Installing Piston and Connecting Rod
Crankshaft Identification 19 Assembly . 19
Crankshaft Main Bearings 19 Measuring Connecting Rod Bearing
Crankshaft Main Journals . 19 Clearance . 19
Crankcase Ventilation System . 74 Measuring Main Bearing Clearance . 20
Cylinder Block 16 Oil Filter . 25
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9-4 198-225 ENGINE
Page Page
Oil Pan 22 Special Service Tools 90
Oil Pump . 23 Specifications . 75
Pistons, Pins and Rings . 16 Timing Chain Cover, Oil Seal and Chain 12
Rear Main Bearing Oil Seals 20 Tune-Up . 4
Repair of Damaged or Worn Threads . 75 Valves and Valve Springs 9
Rocker Arms and Shaft Assembly . 7 Valve Timing . 12

SERVICE PROCEDURES

TUNE-UP (3) Tighten intake and exhaust manifold bolts to

120 inch-pounds.
To provide best vehicle performance and lowest (4) Perform cylinder compression test. Compres-
vehicle emissions, it is most important that the tune- sion should not be less than 100 pounds and not vary
up be done accurately, using the specifications listed more than 25 pounds between cylinders. The recom-
on the Vehicle Emission Control Information sticker mended compression pressures are to be used only as
found in each engine compartment. a guide to diagnosing engine problems. An engine in
(1) Test battery specific gravity, add water if good condition may exhibit higher pressures. Many
necessary, clean and tighten battery connections. conditions which are difficult to control cause varia-
(2) Test cranking voltage. See "Starting Motor tions in compression readings. An engine should not
Cranking Voltage" Electrical Group 8. be disassembled to determine the cause of low com-

NF623A

Fig. I—Six Cylinder Engine Cutaway View

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 198-225 ENGINE 9-5

PD22ó

Fig. 2-360 CID Engine Cross Section

pression unless some other malfunction is present. (8) Reset ignition timing with vacuum advance line
(5) Clean or replace spark plugs as necessary and disconnected. Ignition timing should be set to com-
adjust gap to .035 inch. Tighten to 30 foot-pounds. pensate for altitudes and/or gasoline grades.
(6) Test resistance of spark plug cables. Refer to (9) Set carburetor idle mixture adjustment. Ad-
"Ignition System Secondary Circuit Inspection" Elec- just throttle stop screw to specifications. Perform a
trical Group 8. combustion analysis.
(7) Inspect the primary wire and vacuum advance (10) Test fuel pump for pressure and vacuum.
operation. Test coil output voltage, primary and sec- Refer to "Fuel System" Group 14, Specifications.
ondary resistance. Replace parts as necessary. Refer (11) Inspect manifold heat control valve in ex-
to Ignition System and make necessary adjustment. haust manifold for proper operation and apply Mani-
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9-6 198-225 ENGINE

fold Heat Control Valve Solvent to bushing and shaft. (13) Remove engine rear support crossmember
(12) Every 12 months remove air filter element and (Figs. 4 or 5).
blow out dirt gently with an air hose. Direct air from (14) Remove transmission bolts from clutch hous-
inside out, and keep nozzle 2 inches away from ele- ing.
ment to avoid damaging. Clean metal housing and (15) Remove transmission.
install element. Every two years, install a new factory (16) Lower vehicle.
recommended filter element or equivalent. Service (17) Install engine lifting fixture to cylinder head
unit more frequently when driving under severe con- and attach a chain hoist to fixture eyebolt.
ditions, such as in dusty areas (Fig. 3). (18) Remove engine support fixture.
(13) Inspect crankcase ventilation system as out- (19) Remove engine front mount bolts (Figs. 6 or
lined on page 74. 7).
(14) Inspect and adjust accessory belt drives (20) Lift engine from engine compartment and in-
referring to "Cooling System," Group 7 for proper stall in engine repair stand.
adjustments.
(15) Road test vehicle as a final test. Installation
(1) Install engine lifting fixture and attach a chain
ENGINE ASSEMBLY hoist to fixture eyebolt.
(2) Lower engine into engine compartment until
Removal front of engine is positioned on engine front mounts.
(1) Scribe hood hinge outlines on hood and remove (3) Install engine front mount bolts. Do not
hood.
tighten.
(2) Drain cooling system and remove battery and
carburetor air cleaner. (4) Install engine support fixture Tool C-3487A
(3) Remove radiator and heate rhoses and remove and leg C-3806.
radiator. (5) Remove chain hoist and engine lifting fixture.
(4) Remove closed ventilation system and evapora- (6) Raise vehicle on a hoist.
tor control system from cylinder head cover. (7) Position rear of engine and install transmis-
(5) Disconnect fuel lines, carburetor linkage and sion.
wiring to engine. (8) Install crossmember to frame. Lower trans-
(6) Disconnect exhaust pipe at manifold. mission to install engine rear support to extension
(7) Raise vehicle on a hoist.
(8) Drain converter housing and transmission.
Remove oil cooler lines, filler tube and shift cable.
(9) Remove clutch torque shaft, brake cable and
rods.
(10) Remove speedometer cable and gear shift rods.
TRANSMISSION
(11) Disconnect propeller shaft and tie-up out of EXTENSION
way.
(12) Install engine support fixture Tool C-3487A
and leg C-3806 to support rear of engine.

FRAME
CROSSMEMBER
PF179
NY86l
Fig. 3-C¡ean¡ng Air filter Element Fig. 4-Eng¡ne Rear Mount (198-225) Dart
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¤¯ 198-225 ENGINE 9-7

TRANSMISSION
EXTENSION SPACER (2)

NUT A N D WASHER
ASSEMBLY

VIEW B

TIGHTENING TORQUE

TIGHTENING
TORQUE
<s> 35 FT. LBS.

50 FT. LBS.
<£> 50 FT. LB.
75 FT. LBS.
20 FT. LB. PF199

<$> 15 FT. LB. CROSS MEMBER PY434

Fig. 7—Engine Front Mounts (225)—Polara (Police
and Taxi Only)
Fig. 5—Engine Rear Mount (225)—Coronet and Polara
(Police and Taxi Only) (15) Connect exhaust pipe at the manifold using a
new gasket.
and crossmember. Tighten to specifications as noted
(16) Connect fuel lines, carburetor linkage and
(Figs. 4 or 5).
wiring to engine.
Remove engine support fixture.
(17) Install closed ventilation system and evapora-
(9) Connect propeller shaft at transmission. tion control system on cylinder head cover.
(10) Install speedometer cable and gear shift rods. (18) Install hood using scribe marks for proper
(11) Install clutch torque shaft, brake cables and alignment.
rods. (19) Close all drain cocks and fill cooling system.
(12) Install cooler lines, and transmission filler (20) Fill engine crankcase and transmission. Refer
tube. to "Lubrication" Group O, for quantities and lubri-
(13) Lower vehicle. cants to use. Inspect entire system for leaks and cor-
(14) Tighten engine front mount bolts to specified rect.
torque (Figs. 6 or 7). (21) Start engine and run until normal tempera-
ture is reached.
INSULATOR TIGHTENING TORQUE
35 FT. LBS.
(22) Inspect timing (with vacuum advance line re-
50 FT. LBS.
moved), adjust carburetor and transmission linkage
75 FT. LBS.
as necessary. Connect vacuum line and road test ve-
hicle.

ROCKER ARMS AND SHAFT ASSEMBLY

Stamped steel rocker arms are arranged on a sin-
gle rocker arm shaft. Hardened steel spacers are used
between the pairs of rocker arms. The rocker shaft is
held in place by bolts and stamped steel retainers
attached to the seven brackets on the cylinder head.

Removal
(1) Remove closed ventilation system.
(2) Remove evaporation control system.
PF197
(3) Remove cylinder thead cover and gasket.
Fig. 6-Eng¡ne Front Mounts (ì98-225) Dart and (4) Remove rocker shaft bolts and retainers.
Coronet (5) Remove rocker arms and shaft assembly.
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9-8 198-225 ENGINE
Installation
(1) Rocker arms and shaft assembly must be in-
stalled (Fig. 8) so the flat on the end of rocker
FLAT ON ROCKER SHAFT
shaft is on top and points toward front of engine. This
is necessary to provide proper lubrication to rocker ADJUSTING SCREW
assemblies.
(2) Install rocker shaft retainers between rocker ^ ROCKER ARM
arms so they seat on rocker shaft and not on the
extended bushing of rocker arm. Be sure to install BOLT
long retainer in center position only.

J
SPACER
(3) Install rocker shaft bolts. Install long bolt at
the rear of the engine. Tighten all bolts to 25 foot-
pounds. RETAINER'
(4) Operate engine until normal operating temper- NY243A
ature is reached (approximately 185 degrees F.,
Fig. 8-Rocker Arm and Shaft Assembly
water temperature). Temporarily set tappets cold:
Intake .011 inch, Exhaust .023 inch. CYLINDER HEAD
(5) Allow engine to idle at 550 rpm at this 185 The chrome alloy cast iron cylinder head (Fig. 9)
degrees F. temperature for five minutes. is held in place by 14 bolts. Spark plugs are located at
(6) Adjust tappets, Hot; intake .010 inch, exhaust the wide edge of the combustion chambers and alumi-
.020 inch. num spark plug tubes serve as spark plug gaskets.
(7) Inspect cylinder head cover for distortion.
Straighten if necessary. Removal
(8) Place new cylinder head cover gasket in posi- (1) Drain cooling system.
tion and install the cylinder head cover. Tighten (2) Remove carburetor air cleaner and fuel line.
screws to 40 inch-pounds. (3) Disconnect accelerator linkage.
(9) Install closed ventilation system and evapora- (4) Remove vacuum control tube at carburetor
tion control system. and distributor.

DOWEL HOLE FRONT

COOLANT PASSAGES
OIL FEED HOLE
INTAKE VALVES
COOLANT PASSAGE
DOWEL HOLE
SPARK PLUGS (6)

COOLANT PASSAGE (6)

EXHAUST VALVES

NY129

Fig. 9-Cylinder Head

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 198-225 ENGINE 9-9

(5) Disconnect spark plug wires by pulling

straight out in line with the plug.
(6) Disconnect heater hose and clamp holding by-
pass hose.
(7) Disconnect heat indicator sending unit wire.
(8) Disconnect exhaust pipe at exhaust manifold
flange.
(9) Disconnect diverter valve vacuum line from
intake manifold and remove air tube assembly from
cylinder head.
(10) Remove intake and exhaust manifold and
carburetor as an assembly.
(11) Remove closed ventilation system, evapora-
tion control system and cylinder head cover.
(12) Remove rocker arm and shaft assembly.
(13) Remove push rods and identify to insure in-
stallation in original location. Fig. 10—Cylinder Head Bolt Tightening Sequence
(14) Remove 14 head bolts and remove cylinder buretor assembly to the cylinder head with cup side
head. of the conical washers against manifolds.
(15) Place cylinder head in holding fixture Tool Snug all nuts to approximately 35 inch-pounds.
C-3626 and remove spark plugs and tubes. (8) Tighten bolts holding intake manifold to ex-
haust manifold to 240 inch-pounds.
Installation Sequence: Tighten inner bolt first, then the outer
(1) Clean all gasket surfaces of cylinder block and two bolts.
cylinder head. Install spark plugs, tighten to 30 foot- (9) Start at center and work outward. Torque in-
pounds. take and exhaust manifold nuts on cylinder head to
(2) Inspect all surfaces with a straightedge if 120 inch-pounds.
there is any reason to suspect leakage. If out of flat- (10) Connect heater hose and by-pass hose clamps.
ness exceeds .00075 times the span length in any (11) Connect heat indicator sending unit wire, ac-
direction; either replace head or lightly machine the celerator linkage and spark plug cables.
head gasket surface. As an example, if a 12 inch span (12) Install vacuum control tube at carburetor and
is .004 inch out of flat, allowable is 12 x .00075 = .009 distributor.
inch. (13) Install air tube assembly with a new gasket
The cylinder head surface finish should be 70-180 to cylinder head. Tighten to 100 inch-pounds. Install
micro-inches. diverter valve vacuum line, if so equipped.
(3) Coat new gasket lightly with Chrysler Sealer, (14) Connect exhaust pipe to exhaust manifold
Part Number 1057794 or equivalent. Install gasket flange.
and cylinder head. (15) Install fuel line and carburetor air cleaner.
(4) Install cylinder head bolts. Starting at top cen- (16) Fill cooling system.
ter, tighten all cylinder head bolts to 50 foot-pounds (17) Operate engine until normal operating tem-
in sequence (Fig. 10). Repeat the procedure, retight- perature is reached (approximately 185 degrees F.
ening all cylinder head bolts to 70 foot-pounds. water temperature).
(5) Install rocker arms and shaft assembly with (18) Allow engine to idle at 550 rpm at this 185
"FLAT" on end of rocker shaft "ON TOP" and degrees F. temperature for five minutes.
pointing toward front of engine, (Fig. 8) to provide (19) Adjust tappets, HOT; intake .010 inch, ex-
proper lubrication to rocker assemblies. Install rocker haust .020 inch.
shaft retainers between rocker arms to the seat on (20) Place new cylinder head cover gasket in posi-
rocker shaft and not on extended bushing on rocker tion and install the cylinder head cover. Tighten
arm. Be sure to install long retainer in center position screws to 40 inch-pounds.
only. Install rocker shaft bolts (long bolt at rear of (21) Install closed ventilation system and evapora-
engine) and tighten to 25 foot-pounds. Temporarily tion control system.
set tappets cold: Intake .011 inch, Exhaust .023 inch.
(6) Loosen the bolts holding intake manifold to VALVES AND SPRINGS
exhaust manifold. This is required to maintain proper Valves are arranged in-line in the cylinder head
alignment. and operate in guides that are integral with the cylin-
(7) Install intake and exhaust manifold and car- der heads.
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9-10 198-225 ENGINE

Removal VALVE
(1) With cylinder head removed, compress valve
SLEEVE (TOOL)
springs, using Tool C-3422A (Fig. 11).
(2) Remove valve retaining locks, valve spring re-
tainers, valve stem cup seals and valve springs.
Remove any burrs from valve stem lock grooves to
prevent damage to the valve guide when valves are
removed. Identify valves to insure installation in
original location.
Valve Inspection
(1) Clean valves thoroughly and discard burned,
warped and cracked valves.
(2) Measure valve stems for wear. The intake
valve stem diameter (new valve) should measure .372
NY154
to .373 inch and exhaust valve stem diameter (new
valve) should measure .371 to .372 inch. If wear ex- Fig. 12-Pos¡t¡oning Valve With Tool C-3973
ceeds .002 inch, replace the valve.
(3) Remove carbon and varnish deposits from in- (6) Slowly turn reamer by hand and clean guide
side of valve guides, with a reliable guide cleaner. thoroughly before installing a new valve. Do not at-
(4) Measure valve stem guide clearance as follows: tempt to ream valve guides from standard directly to
(a) Install sleeve Tool C-3973 over valve stem and .030 inch. Use step procedure of .005, .015 and .030
install valve (Fig. 12.) The special sleeve places the inch so valve guides may be reamed true in relation
valve at the correct height for measuring with a dial to the valve seat.
indicator.
(b) Attach dial indicator Tool C-3339 to cylinder Refacing Valves and Valve Seats
head and set it at right angle to the valve stem being (1) The intake and exhaust valve seats and the
measured (Fig. 13). intake valve face have a 45 degree angle. The exhaust
(c) Move valve to and from the indicator. The valve face has a 43 degree angle. The valve face and
total dial indicator reading should not exceed .017 valve seat angles, are shown in Figure 14.
inch. Ream guides for valves with oversize stems if (2) Inspect the remaining margin after the valves
dial indicator reading is excessive or if stems are are refaced (Fig. 15). Valves with less than 3/64 inch
scuffed or scored. margin should be replaced.
(5) Service valves with oversize stems are avail- (3) When refacing valve seats, it is important that
able in .005, .015 and .030 inch oversize. Reamers to the correct size valve guide pilot be used for reseating
accommodate the oversize valve stem are as follows: stones. A true and complete surface must be obtained.
(4) Measure the concentricity of the valve seat
Reamer Reamer Valve Guide using dial indicator No. 13725. Total runout should
Tool Number Oversize Size
C-3433 .005 in. .379-.380 in. not exceed .002 inch (total indicator reading).
C-3430 .015 in. .389-.390 in. (5) Inspect valve seat with Prussian blue to deter-
C-3427 .030 in. .404-.405 in. mine where valve contacts the seat. To do this, coat
valve seat lightly with Prussian Blue then set the

CYLINDER HEAD ASSEMBLY

Fig. 11 —Compressing Valve Spring with

Tool C-3422A Fig. 13-Measunng Valve Guide Wear
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 198-225 ENGINE

-SEAT WIDTH (INTAKE 1/16 TO 3/32 INCH

EXHAUST: 3/64 TO 1/16 INCH)
B-FACE ANGLE (INTAKE: 45°-EXHAUST: 43°)
C-SEAT ANGLE (INTAKE: 45°~EXHAUST: 45°)
D-CONTACT SURFACE

Fig. 14—Valve Face and Seat Angles

valve in place. Rotate the valve with pressure. If the
blue is transferred to the center of the valve face,
contact is satisfactory. If the blue is transferred to KH333A
the top edge of valve face, lower the valve seat with a
15 degree stone. If the blue is transferred to the Fig. Ì6-Testing Valve Spring With Tool C-647
bottom edge of valve face raise the valve seat with load at the test length. Fractional measurements are
a 60 degree stone. indicated on the table for finer adjustments. Refer to
(6) When the seat is properly positioned the width specifications to obtain specified height and allowable
of intake seats should be 1/16 to 3/32 inch. The tensions. Discard the springs that do not meet specifi-
width of exhaust seats should be 3/64 to 1/16 inch. cations.
(2) Inspect each valve spring for squareness with
Testing Valve Springs (Fig. 16) a steel square and surface plate, test springs from
(1) Whenever valves have been removed for inspec-
both ends, (Fig. 17).
tion, reconditioning or replacement, valve springs
If the spring is more than 1/16 inch out of square,
should be tested. As an example, the compressed
install a new spring.
length of the spring to be tested is 1-5/16 inches.
Turn table of Tool C-647 until the surface is in line Installation
with the 1-5/16 inch mark on the threaded stud and
(1) Coat valve stems with lubrication oil and in-
the zero mark on the front. Place spring over the
sert them in cylinder head.
stud on table and lift the compressing lever to set
(2) If valves or seats are reground, test valve stem
the tone device. Pull on torque wrench until ping is
height with Tool C-3746. If valve is too long, grind off
heard. Take reading on torque wrench at this instant.
the tip until length is within limits.
Multiply this reading by two. This will give the spring
(3) Install new cup seals on all valve stems (long
seal on intake valve and short seal on exhaust valve)

INTAKE EXHAUST
VALVE
VALVE VALVE SPRING

VALVE SPRING
RETAINER LOCK
GROOVES

KH330D KR145B

Fig. 15—Intake and Exhaust Valves Fig. 17—Checking Valve Spring for Squareness
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9-12 198-225 ENGINE

and over valve guides (Figs. 18 and 19). Install valve RETAINER
springs and retainers. SPRING
(4) Compress valve springs with Tool C-3422A, in- VALVE
stall locks and release the tool. If valves and/or seats ,CUP SEAL
are reground, measure the installed height of springs.
Make sure measurement is taken from the bottom of
the spring seat in the cylinder head to the bottom
surface of the spring retainer. (If spacers are in-
stalled, measure from the top of spacer). If height is
greater than 1-11/16 inches, install a 1/16 inch
spacer in the head counterbore to bring the spring
height back to normal 1-5/8 inches to 1-11/16 inches.

VALVE TIMING
Fig. 19—Installing Valves and Cup Seals
(1) Rotate crankshaft until No. 6 exhaust valve is
closing and No. 6 intake valve is opening. Install a (2) Remove radiator and fan.
dial indicator so that indicator pointer contacts valve (3) Install Tool C-3732A and pull vibration damper
spring retainer on No. 1 intake valve parallel to the assembly off end of crankshaft (Fig. 20).
axis of the valve stem. (4) Loosen oil pan bolts to allow clearance and
(2) Turn No. 1 intake adjusting screw in one com- remove chain case cover and gasket.
plete turn to remove the lash. Adjust dial indicator to It is normal to find particles of neoprene collected
zero. Rotate crankshaft clockwise (normal running between seal retainer and crankshaft oil slinger after
direction) until valve has lifted .029 inch. The timing seal has been in operation.
of the crankshaft pulley should now read from 12 (5) Slide crankshaft oil slinger off end of crank-
degrees before top dead center to dead center. Read- shaft.
just lash.
(3) If reading is not within specified limits: Measuring Timing Chain for Stretch
(a) Inspect sprocket index marks. (1) Place a scale next to the timing chain so that
(b) Inspect timing chain for wear. any movement of the chain may be measured.
(c) Inspect accuracy of "DC" mark on timing (2) Place a torque wrench and socket over the
indicator. camshaft sprocket lock bolt and apply torque in the
direction of crankshaft rotation to take up slack; 30
TIMING CHAIN COVER, OIL SEAL AND foot-pounds (cylinder head installed) or 15 foot-
CHAIN pounds (cylinder head removed). With torque applied
Cover Removal to the camshaft sprocket bolt, crankshaft should not
(1) Drain cooling system. be permitted to move. It may be necessary to block
the crankshaft to prevent rotation.
RETAINER

SPRING

RETAINER
EXHAUST
VALVE

SPRING

INTAKE VALVE

KU51C
Fig. 20—Removing Vibration Damper Assembly
Fig. Ì8-Valve Assemblies With Tool C-3732A
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 198-225 ENGINE 9-13
TORQUE WRENCH
CHAIN CASE COVER

REMOVER
BLOCKS LIP OF
(TOOL) SEAL
RETAINER

NY160A

Fig. 23—Remover Blocks Expanded to Puller Position

foot-pounds. Slide the crankshaft oil slinger over the
shaft and up against sprocket (flange away from
sprocket).
Fig. 21 —Measuring Tinting Chain Wear and Stretch
(3) Holding a scale with dimensional reading even
Oil Seal Replacement
(1) Position remover screw of Tool C-3506
with the edge of a chain link, apply torque in the
through case cover, the inside of case cover up. Posi-
reverse direction 30 foot-pounds (cylinder head in-
tion remover blocks directly opposite each other, and
stalled) or 15 foot-pounds (cylinder head removed)
force angular lip between the neoprene and flange of
and note the amount of chain movement (Fig. 21).
seal retainer.
(4) If chain movement exceeds 1/8 inch, install a (2) Place washer and nut on the remover screw.
new timing chain. Tighten nut forcing the blocks into the gap to a point
(5) If chain is satisfactory, slide the crankshaft oil of distorting the seal retainer lip (Fig. 23). Remover is
slinger over the shaft and up against sprocket (flange only positioned at this point.
away from sprocket). (3) Place sleeve over the retainer and install the
(6) If chain is not satisfactory, remove camshaft removing and installing plate into the sleeve.
sprocket attaching bolt and remove timing chain with (4) Place flat washer and nut on remover screw.
camshaft sprocket. Hold center screw and tighten lock nut to remove
(7) Turn crankshaft to line up the centerline of seal (Fig. 24).
camshaft and crankshaft with the timing mark on (5) Insert remover screw through the removing
crankshaft sprocket. and installing plate so the thin shoulder will be facing
(8) Install camshaft sprocket and timing chain. up.
(9) Line up timing marks on the sprockets with
the centerline of crankshaft and camshaft (Fig. 22).
REMOVING AND
(10) Tighten camshaft sprocket lock bolt to 35 INSTALLING PLATE
(TOOL)

TIMING
MARKS
NY161A
Fig. 22—Alignment of Timing Marks Fig. 24-Remov¡ng Oil Seal With Tool C-3506
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9-14 198-225 ENGINE
FEELER GAUGE

INSTALLING PLATE / SEAL

(TOOL) -#(.. #

REMOVER SCREW
SEAL TOOL)
ASSEMBLY

CHAIN CASE
COVER
NY162A NY164

Fig. 25-Posit¡on¡ng Installer Plate Fig. 27—Checking Seal For Proper Seating
(6) Insert the remover screw with the plate (3) Place damper pulley assembly hub key in the
through the seal opening (inside of chain case cover slot in crankshaft, lubricate seal lip with Lubriplate
facing up). and slide hub on the crankshaft.
(7) Place the seal in cover opening, with neoprene (4) Place installing tool, part of puller set Tool
down. Place seal installing plate into the new seal, C-3732A in position and press damper pulley assem-
with the protective recess toward lip of seal retainer bly on the crankshaft (Fig. 28).
(Fig. 25).
(8) Install flat washer and nut on the remover CAMSHAFT
screw; hold screw and tighten nut (Fig. 26). The camshaft has an integral oil pump and dis-
(9) Seal is properly installed when the neoprene is tributor drive gear and fuel pump eccentric (Fig.
tight against face of cover. Try to insert a .0015 inch 29).
feeler gauge between the neoprene and cover (Fig. Rearward camshaft thrust is taken by the rear
27) if the seal is installed properly, the feeler gauge face of the aluminum camshaft sprocket hub, bearing
cannot be inserted. Do not over compress neoprene. directly on the front of the cylinder block, eliminat-
ing the need for a thrust plate.
Cover Installation The helical oil pump distributor drive gear and
(1) Be sure mating surfaces of chain case cover camshaft lobe taper both tend to produce only a rear-
and cylinder block are clean and free from burrs. ward thrust.
(2) Using a new gasket, slide chain case cover over
locating dowels and tighten bolts to 200 inch-pounds. Removal
Be sure all oil pan gaskets are in place and tighten oil (1) Remove tappets, using Tool C-4129.
pan bolts to 200 inch-pounds.

INSTALLING PLATE (TOOL)

SEAL REMOVER SCREW (TOOL)

RETAINER

TOOL
NY159A

Fig. 28-lnstalling Vibration Damper With

Fig. 26-lnstalling New Seal Tool C-3732A

MyMopar.com
 198-225 ENGINE 9-15

(TDC) mark on the timing chain case cover. No. 1

CAMSHAFT SPROCKET piston should be at top dead center of compression
stroke (both valves closed).
LOCATING DOWEL (2) With distributor "O" rings in position, hold
the distributor over mounting pad.
WASHER (3) Turn the rotor to point forward, corresponding
to 4 o'clock.
(4) Install distributor so that with distributor fully
/ LOCK
FUEL PUMP ECCENTRIC í BOLT seated on the engine, the gear has spiraled to bring
(INTEGRAL WITH CAMSHAFT) the rotor to a 5 o'clock position.
OIL PUMP AND DISTRIBUTOR DRIVE (5) Turn the distributor until the rotor is under
GEAR (INTEGRAL WITH CAMSHAFT) NU265 No. 1 cap tower.
(6) Install hold down bolt and connect the primary
Fig. 29—Camshaft and Sprocket wire.
(2) Remove timing sprockets, distributor and oil (7) Adjust timing to specifications, using a timing
pump. light, then re-connect the vacuum line.
(3) Remove fuel pump.
(4) Install a long bolt into the front of camshaft to CAMSHAFT BEARINGS (Engine Removed
facilitate removal of the camshaft; remove camshaft, from Vehicle)
being careful not to damage cam bearings with the
cam lobes (Fig. 30). Removal
(1) With camshaft removed, drive out rear cam
Installation bearing welch plug.
(1) Lubricate camshaft lobes and camshaft bear- (2) Install proper size adapters and horseshoe
ing journals and insert the camshaft in cylinder block washers (part of Tool C-3132A) at the back of each
(Fig. 30). bearing shell and drive out all bearing shells.
Whenever an engine has been rebuilt and/or a new
camshaft and/or new tappets have been installed, add Installation
one pint of Chrysler Crankcase Conditioner Part (1) Install new camshaft bearings' with Tool C-
Number 3419130 or equivalent to engine oil to aid in 3132A by sliding the new camshaft bearing shell over
break¡n. The oil mixture should be left in engine for a the proper adapter.
minimum of 500 miles, and drained at the next nor- (2) Position bearing on tool. Install horseshoe lock
mal oil change. and drive the bearing shell into place, (Fig. 31). The
When replacing camshaft, all of the tappet faces camshaft bearing oil hole or holes must be in exact
must be inspected for crown with a straight edge. If alignment with drilled oil passage or passages from
any negative crown (dishing) is observed, tappet must
the main bearing.
be replaced. The tappet must have a definite crown.
(3) Install remaining shells in like manner. In-
stall NO. 1 camshaft bearing 3/32 inch inward from
Installation of Distributor the front face of the cylinder block.
Before installing the distributor, time the engine as
follows: CAMSHAFT BEARING OIL HOLE
The distributor rotates clockwise.
(1) Rotate crankshaft until the mark on inner
edge of crankshaft pulley is in line with the " 0 "

CAMSHAFT

NY148
NY 149
Fig. 31—Removing Camshaft Bearings with
fig. 30—Removing and Installing Cam Tool C-3132A
MyMopar.com
9-16 198-225 ENGINE
(4) Apply sealer to a new welch plug and install at cylinder bore is straight and round 20-60 strokes
rear of camshaft. Be sure this plug does not leak. depending on the bore condition will be sufficient to
provide a satisfactory surface. Inspect cylinder walls
CYLINDER BLOCK after 20 strokes. Use honing oil C-3501-3880 or a light
honing oil available from a major oil distributor.
Piston Removal Do not use engine or transmission oil, mineral spirits
(1) Remove the top ridge of cylinder bores using or kerosene.
Tool C-3012 before removing pistons from cylinder (3) Honing should be done by moving the hone up
block. Keep tops of the pistons covered during this and down fast enough to get a cross-hatch pattern.
operation. When hone marks intersect at 50-60 degrees, the
(2) Pistons and connecting rods must be removed cross-hatch angle is most satisfactory for proper seat-
from top of cylinder block. Rotate crankshaft so that
ing of the rings. (See Fig. 32).
each connecting rod is centered in the cylinder bore.
(3) Inspect connecting rods and connecting rod (4) A controlled hone motor speed between 200-300
caps for cylinder identification. Identify them if RPM is necessary to obtain the proper cross-hatch
necessary. angle. The number of up and down strokes per min-
(4) Remove connecting rod cap. Push each piston ute can then be regulated to get the desired 50-60
and rod assembly out of cylinder bore. Be careful not degree angle. (Faster up and down strokes increase
to nick crankshaft journals. the cross-hatch angle).
(5) Install bearing caps on mating rods. (5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasives.
Cleaning and Inspection CAUTION: Be sure all abrasives are removed from
(1) Clean cylinder block thoroughly and check all engine parts after honing. It is recommended that a
core hole plugs for evidence of leaking. solution of soap and water be used with a brush and
(2) If new core plugs are installed, coat edges of the parts then thoroughly dried. The bore can be
plug and core hole with Number 105779 Sealer or considered clean when it can be wiped clean with a
equivalent. Drive the core plug in so that the rim lies white cloth and cloth remains clean. Oil bores after
at least 1/64 in. below the lead-in chamfer. cleaning to prevent rusting.
(3) Examine block for cracks or fractures.
PISTONS, PINS AND RINGS
Cylinder Bore Inspection
The cylinder walls should be tested for out-of- The pistons are cam ground so that the diameter at
round and taper with Tool C-119. If the cylinder bores the pin boss is less than its diameter across the thrust
show more than .005 in. out-of-round, or a taper of face. This allows for expansion under normal oper-
more than .010 in. or if the cylinder walls are badly ating conditions. The expansion forces the pin bosses
scuffed or scored, the cylinder block should be re- away from each other, and the piston assumes a more
bored and honed, and new oversize piston and rings round shape. Inspect pistons for taper and elliptical
fitted. Whatever type of boring equipment is used,
CROSS-HATCH
boring and honing operation should be closely coordi- PATTERN
nated with the fitting of pistons and rings in order
that specified clearance may be maintained.

Honing Cylinder Bores

Before honing, stuff plenty of clean rags under the
bores, over the crankshaft to keep abrasive materials
from entering crankcase area.
(1) Used carefully, the cylinder bore resizing hone
Tool C-823, equipped with 220 grit stones, is the best
tool for this job. In addition to deglazing, it will re-
duce taper and out-of-round as well as removing light
scuffing, scoring or scratches. Usually a few strokes
will clean up a bore and maintain the required limits.
(2) Deglazing of the cylinder walls may be done NP998A
using a cylinder surfacing hone, Tool C-3501,
equipped with 280 grit stones (C-3501-3810). If the Fig. 32—Cylinder Bore Cross-Hatch Pattern
MyMopar.com
 198-225 ENGINE 9-17
shape before they are fitted into cylinder bores. (See
Fig. 33). PISTON RING

FEELER GAGE
Finished Pistons
All pistons are machined to the same weight in RING GROOVE
grams, regardless of oversize to maintain piston bal-
ance. For cylinder bores which have been honed or
rebored, all service pistons include pins and are avail-
able in standard and the following oversizes: .005,
.020, .040, and .060 inch.

Fitting Pistons
The piston and cylinder wall must be clean and dry.
Specified clearance between the piston and cylinder
wall is .0005 to .0015 inch. KR165A
(1) Pistons and cylinder bores should be measured
at normal room temperature, 70 degrees F. Fig. 34—Measuring Piston Ring Side Clearance
(2) Measure piston diameter at the top of skirt 90 er ring in lower ring groove and install oil control
degrees to piston pin axis. ring using instructions in package. Steel rail service
(3) Measure cylinder bores halfway down cylinder oil ring should be free in groove, but should not ex-
bore and transverse to engine crankshaft center line. ceed .005 inch side clearance.
(5) Install compression rings in middle and top
Fitting Rings grooves, using ring installer, Tool C-3805. Be sure the
(1) Measure piston ring gap about two inches mark "TOP" on each compression ring is to the top
from the bottom of the cylinder bore in which it is to
of piston.
be fitted. (An inverted piston can be used to push
rings down to insure positioning rings squarely in
cylinder bore). Piston Pin Removal
(2) Insert feeler stock in the gap. Ring gap should (1) Arrange Tool C-3724 parts for removal of pis-
be .010 to .047 inch for compression rings and .015 to ton pin (Fig. 35).
.062 inch for oil ring steel rails in standard size bores. (2) Install pilot on main screw.
Maximum gap in .005 inch o/s bores should be .060 (3) Install screw through piston pin.
inch for compression rings and .070 inch for oil ring (4) Install anvil over threaded end of main screw
steel rails. with small end of anvil against piston boss. Be sure
(3) Measure side clearance between piston ring spring is removed from anvil.
and ring land, (Fig. 34). (5) Install nut loosely on main screw and place
Clearance should be .0015 to .003 inch for com- assembly on the press (Fig. 36.) Press piston pin out
pression rings. of connecting rod.
(4) Starting with oil ring expander, place expand- When the pin falls free from connecting rod, stop
..024 TO .031 IN. LESS^ the press to prevent damage to bottom of the anvil.
THAN DIAMETER AT (C) (6) Remove tool from piston.
-NUT (TOOL)
-ANVIL (TOOL)
PISTON

PILOT (TOOL)
KD
MAIN SCREW (TOOL)
THE ELLIPTICAL SHAPE OF DIAMETERS AT (C) AND (D) GUIDE-SMALL
THE PISTON SKIRT SHOULD CAN BE EQUAL OR DIAMETER (TOOL)
BE .008 TO. 010 IN. LESS AT AT (D) CAN BE .0015 IN. PISTON PIN
DIAMETER (A) THAN ACROSS GREATER THAN (C)
THE THRUST FACES AT DIAM- CONNECTING ROD
ETER (B). MEASUREMENT
IS MADE ¼ IN. BELOW GUIDE-LARGE (TOOL)
KR195C
LOWER RING GROOVE NY221B
Fig. 35-Tool C-3724 Arrangement for Piston Pin
Fig. 33—Piston Measurements Removal
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9-18 198-225 ENGINE
MAIN SCREW (TOOL) INDENT-ASSEMBLE TOWARDS FRONT OF
PRESS
ENGINE _ 1

PILOT (TOOL)

PISTON PIN PISTON

ANVIL (TOOL)

OIL HOLE-ASSEMBLE
NR8O8
TOWARDS RIGHT SIDE
OF ENGINE
Fig. 36—Removing Piston Pin
Installation
(1) Measure piston pin fit in the piston. It should
be a sliding fit in piston at 70 degrees F. Piston pins
are supplied in standard sizes only.
(2) Lubricate piston pin holes in piston and con-
necting rod.
(3) Arrange tool parts for installation of piston NY 142 B
pin (Fig. 37).
(4) Install spring inside the pilot and install spring fig. 38-Connecting Rod Oil Hole
and pilot in the anvil.
(5) Install piston pin over main screw. (11) Remove tool and arrange tool parts and pis-
(6) Place piston, with "Notch Front" up, over the ton assembly in the same manner, as shown in Figure
pilot so that pilot extends through piston pin holes. 35 for measuring pin fit.
(7) Position connecting rod over the pilot which (12) Place assembly in a vise (Fig. 40).
extends through piston hole. The oil hole in con- (13) Attach torque wrench to nut and test torque
necting rod must point toward the direction shown in up to 15 foot-pounds. If connecting rod moves down-
Figure 38. ward on the piston pin, reject this connecting rod and
(8) Install main screw and piston pin in piston piston pin combination. Install a new connecting rod
(Fig. 39). and repeat the installation and testing procedure.
(9) Install nut on main screw to hold assembly If the connecting rod does not move under 15 foot-
together. Place assembly on a press (Fig. 39). pounds, piston pin and connecting rod interference is
(10) Press piston pin in the piston until pin bot- satisfactory.
toms on pilot, properly positioning pin in connecting " ¯~ PRESS
rod.

ANVIL (TOOL)
SPRING (TOOL) MAIN SCREW (TOOL)
PILOT (TOOL)
NUT (TOOL) PISTON PISTON PIN
PISTON PIN
PISTON
MAIN SCREW (TOOL)
GUIDE-SMALL
(TOOL)
CONNECTING ROD
ANVIL (TOOL)

GUIDE-LARGE (TOOL)
KR196C NR8O9

Fig. 37-Tool C-3724 Arrangement for Piston Pin

Installation Fig. 39-lnstalHng Piston Pin
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 198-225 ENGINE 9-19

NUT brass shim stock, .001 inch thickness.

(TOOL) (2) Oil and place between the bearing and con-
TORQUE WRENCH necting rod journal.
(3) Install bearing cap and tighten to 45 foot-
SOCKET
pounds.
(4) Turn connecting rod 1/4 turn in each direc-
PISTON ANVIL (TOOL) tion. A slight drag should be felt which indicates
clearance is satisfactory. Correct clearance is from
.0005 to .002 inch.
(5) Side play should be from .006 to .012 inch.

PILOT (TOOL) INSTALLING PISTON AND

CONNECTING ROD ASSEMBLY
MAIN SCREW (TOOL)
(1) Compression rings gaps should be located on
the left side of the engine and staggered about 60
degrees apart. Neither gap should line up with oil
NR810 ring rail gaps.
(2) Rotate oil ring expander so that ends are at
Fig. 40—Testing Piston Pin Fit in Connecting Rod right side of engine. Rotate steel rails so that gaps
(14) Remove tool. are approximately opposite and positioned above pis-
ton pin holes.
CRANKSHAFT IDENTIFICATION (3) Immerse piston head and rings in clean engine
A Maltese Cross stamped on the engine numbering oil. Slide the ring compressor, Tool C-385, over the
pad on right side of block, on top boss directly behind piston and tighten. Position of rings must not change
the coil indicates that engine is equipped with a during this operation.
crankshaft which has one or more connecting rods (4) The notch on top of piston must point toward
and/or main bearing journals finished .001 inch un- front of engine so that squirt hole in connecting rod is
der size. The position of the under size journal or jour- toward right side of engine.
nals is stamped on the center counter-weight of (5) Rotate crankshaft so that connecting rod jour-
crankshaft. nal is on the center of cylinder bore.
A Maltese Cross with an X indicates that all con- (6) Insert rod and piston into cylinder bore and
necting rods and/or all main bearing journals are guide rod over the crankshaft journal. Be careful not
.010 inch undersize. to nick connecting rod journals.
Connecting rod journals will be identified by the (7) Tap piston down in cylinder bore, using handle
letter "R" and main bearing journals by the letter of a hammer. At the same time, guide connecting rod
"M". For example "M-l" indicates that No. 1 main into position on crankshaft journal.
bearing is .001 inch undersize. (8) Install rod cap, tighten nuts to 45 foot-pounds.

CONNECTING RODS CRANKSHAFT MAIN JOURNALS

Installing Connecting Rod Bearings
(1) Install connecting rod bearings so small Crankshaft journals should be inspected for exces-
formed tang fits into machined groove in connecting sive wear, taper and scoring. Limits of taper or out-
rod. of-round on any crankshaft journal should be held to
(2) The limits of taper or out-of-round on any .001 inch. Journal grinding should not exceed .012
crankshaft journal should be held to .001 inch. Bear- inch under the standard journal diameter. Do not
ings are available in standard, .001, .002, .003, .010 grind thrust faces of No. 3 main bearings. Do not nick
and .012 inch undersize. connecting rod or main bearing journal fillets. After
regrinding, remove rough edges from crankshaft oil
(3) Install bearings in pairs. Do not use a new
holes and clean out all oil passages.
bearing with an old bearing. Do not file rods or bear-
ing caps.
CRANKSHAFT MAIN BEARINGS
MEASURING CONNECTING ROD
BEARING CLEARANCE The NOs. 1, 2 and 4 lower main bearings are inter-
Shim Stock Method changeable (Fig. 41). The NOs. 2 and 4 upper main
(1) Smooth the edges of a 1/2 x 3/4 inch piece of bearings are interchangeable.

MyMopar.com
9¯2O 198-225 ENGINE
TOOL m BEARING I I I TOOL •BEARING

THRUST BEARING

KB53B

NY¶43 Fig. 42—Removing and Installing Upper Main

Bearings With Tool C-3059
Fig. 41—Main Bearing Identification
MEASURING MAIN BEARING CLEARANCE
The NO. 1 upper main bearing is not interchangea-
ble and is chamfered on the tab side for timing chain Shim Stock Method
oiling and can be identified by a red marking on the (1) Smooth edges of a 1/2 x 3/4 inch piece of
edge of the bearing. Upper main bearings are brass shim stock, .001 inch thickness.
grooved and lower main bearings are plain and are (2) Install bearing in center main bearing cap,
not interchangeable. The NO. 3 upper and lower main bearing tang in groove in cap, lubricate bearing and
bearings are flanged to carry the crankshaft thrust position shim stock across the bearing, install cap,
loads and are not interchangeable with any other tighten bolts to 85 foot-pounds.
main bearings in the engine. Bearings that are not (3) If a slight drag is felt as crankshaft is turned
badly worn, scored or pitted should be reinstalled in (moved no more than 1/4 turn in either direction),
the same bearing bore. clearance is .002 inch or less and is considered satis-
The bearing caps are not interchangeable and the factory.
numbers should be marked at removal to insure cor- If, however, no drag is felt, the bearing is too large,
rect assembly. Bearings are available in standard and or if crankshaft cannot be rotated, bearing is too small
the following undersizes, .001, .002, .003, .010 and and should be replaced with the correct size.
.012 inch. Never install an undersize bearing that will (4) Measure crankshaft end play at .002 to .007
reduce the clearance below specifications. inch. If end play is less than .002 inch or more than
.007 inch, install a new number 3 main bearing.
Removal (5) Fit remaining bearings in same manner.
(1) Remove oil pan and inspect the bearing cap It is permissable to use one .001 inch undersize
identifying numbers. bearing shell with one standard bearing shell or one
(2) Remove bearing caps one at a time. Remove .002 inch undersize bearing shell with one .001 inch
upper half of bearing by inserting Tool C-3059 (Fig. undersize shell. Always use the smaller diameter
42) in the oil hole of crankshaft. bearing half as the upper. Never use an upper bear-
(3) Slowly rotate crankshaft clockwise, forcing ing half more than .001 inch smaller than the lower
out upper half of bearing shell. bearing half and never use a new bearing half with a
used bearing half.
Installation
Only one main bearing should be selectively fitted REAR MAIN BEARING OIL SEALS
while all other main bearing caps are properly tight- Service seals are of split rubber type composition.
ened. The seals make it possible to replace the upper rear
When installing a new upper bearing shell, slightly seal without removing the crankshaft. The seal must
chamfer the sharp edges from the plain side. be used as an upper and lower set and cannot be
(1) Start bearing in place, and insert Tool C-3059 combined with the rope seal.
into oil hole of crankshaft (Fig. 43). A rope seal is supplied in the engine gasket pack-
(2) Slowly rotate crankshaft counter-clockwise slid- age to be used when the engine is rebuilt.
ing the bearing into position. Remove Tool C-3059. (1) With oil pan removed, remove rear seal re-

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 198-225 ENGINE 9-21

SCREW
DRIVER

BRIDGE
(PART OF
TOOL)

SEAL
SEAL
RETAINER

RETAINER
PB312 SIDE SEAL GROOVES NY133

Fig. 43—Removing Lower Oil Seal From Retainer Fig. 45-lnstall¡ng Rear Main Oil Seal With
Tool C-3743
tainer and rear main bearing cap.
(2) Remove lower rope oil seal by prying from the pounds. Do not use sealer or cement on seal ends or
side with a small screw driver (Fig. 43). lip.
(3) Remove upper rope seal by screwing Tool REAR MAIN BEARING OIL SEAL
C-4148 into the end of the seal, being careful not to (Crankshaft Removed)
damage the crankshaft (Fig. 44). Pull the seal out
with the tool while rotating the crankshaft. Upper Seal
CAUTION: Always wipe crankshaft surface clean, (1) Install a new oil seal in the cylinder block so
then oil lightly before installing a new seal. that both ends protrude.
(4) Oil seal lip lightly with engine oil. (2) Tap seal into position, using Tool C-3743 (with
(5) Hold seal (with paint stripe to the rear) tight- bridge removed) until the tool is seated in the bearing
ly against crankshaft with thumb to make sure that bore.
the sharp edge of the groove in the block does not (3) Hold tool in this position and cut off the por-
shave or nick the back of the seal, install seal in the tion of the seal that extends beyond the block on both
block groove. Rotate the crankshaft, if necessary, sides.
while sliding seal into groove. Care must be exercised Lower Seal
not to damage the sealing lip. (1) Install a new seal in seal retainer so that ends
(6) Install other half of the seal into the lower protrude (Fig. 45).
seal retainer with paint stripe to rear. (2) Install the bridge on the tool and tap seal
(7) Install rear main bearing cap, tighten to 85 down into position until tool is seated.
foot-pounds. (3) Trim off portion of seal that protrudes above
(8) Install lower seal retainer, tighten to 30 foot- cap (Fig. 46).

TOOL

SEAL

NY 132

Fig. 44-Removing Upper Oil Seal With Tool C-4148 Fig. 4ó-Trimming Rear Main Oil Seal
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9-22 198-225 ENGINE
(4) Install two side seals in grooves in seal re- (5) When installing seal retainer, tighten screws
tainer. to 30 foot-pounds.

ENGINE OILING SYSTEM (Fig. 47)

OIL PAN Cleaning and Inspection
Clean oil pan in solvent and wipe dry with a clean
Removal cloth. Scrape all gasket material from mounting sur-
(1) Drain radiator, disconnect battery, upper and face of pan and block.
lower radiator hoses, remove oil dipstick. Inspect oil drain plug and plug hole for stripped or
(2) Remove shroud attaching screws, separate damaged threads and repair as necessary. Install a
shroud from radiator and position rearward on en- new drain plug gasket. Tighten to 20 foot-pounds.
gine. Inspect oil pan mounting flange for bends or distor-
(3) Raise vehicle on hoist and drain oil pan. tion. Straighten flange if necessary.
(4) Remove center link from steering arm and Clean oil screen and pipe thoroughly in clean sol-
idler arm ball joints, see "Front Suspension." vent. Inspect condition of screen.
(5) Support front of engine with a jack stand Install oil screen and pipe. Turn pipe in until it
placed under the right front corner of engine oil pan. begins to tighten in the crankcase, continue tightening
(Do not support the engine at the crankshaft pulley until screen is positioned (Fig. 48). Hold a steel rule
or vibration damper). against flat surface inside the case and measure from
(6) Remove engine front mount bolts. Raise en- edge of rule to edge of oil screen. Measurement
gine approximately 1-1/2 to 2 inches. should be 1-1/8 inches with screen properly posi-
(7) Remove oil pan attaching screws, rotate en- tioned.
gine crankshaft to clear counterweights and remove Screen must have an interference with bottom of oil
oil pan. pan (1/16 to 1/8 inch interference desirable).
RIGHT REAR CYLINDER HEAD SCREW VALVE ROCKER SHAFT

DRILLED PASSAGES IN
NO. 4 CAMSHAFT
FILTER ELEMENT LOW PRESSURE JOURNAL
CAVITY

FILTER INLET
PASSAGE

FILTER OUTLET PASSAGE

HIGH PRESSURE CAVITY

PRESSURE RELIEF VALVE ALL MAIN BEARINGS ARE LUBRICATED AS

LONGITUDINAL
OIL GALLERY SHOWN. CONNECTING ROD CRANKPIN
END BEARINGS ARE LUBRICATED BY
HOLES DRILLED IN THE CRANKSHAFT
BETWEEN THE MAIN AND PIN-JOURNALS
PUMP AND FILTER SIDE VIEW

NH646B
STRAINER

Fig. 47—Engine Oiling System

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 198-225 ENGINE 9-23

BODY GASKET

INNER

SCREW AND LOCKWASHER

GASKET

SCREW AND LOCKWASHER

NY 206 B
NY1193
Fig. 49—Oil Pump—Disassembled View
Fig. 48—Positioning Oil Pick-Up Tube and Screen
(4) Install oil filter.
Installation (5) Refill radiator.
(1) Using a new pan gasket set, install oil pan and
Disassembly (Fig. 49)
tighten screws to 200 inch-pounds. (1) Remove pump cover and seal ring.
(2) Lower engine to its original position, install (2) Press off drive gear. Support gear to keep the
engine front mount bolts. Tighten to specifications. load off aluminum body.
(3) Connect steering and idler arm ball joints to (3) Remove pump rotor and shaft and outer pump
center link. Tighten retainer nuts to 40 foot-pounds rotor.
and secure with cotter pins. (4) Remove oil pressure relief valve plug, spring
(4) Install upper and lower radiator hoses. Install and plunger.
fan shroud.
Inspection and Repair
(5) Refill radiator, install battery cables. (1) Clean all parts thoroughly. Mating surface of
(6) Lower vehicle, install oil dipstick and fill oil pump cover should be smooth. Replace pump as-
crankcase to recommended level with proper grade of sembly if cover is scratched or grooved.
motor oil. (2) Lay a straight edge across the oil pump cover
surface (Fig. 50). If a .0015 inch feeler gauge can be
OIL PUMP inserted between cover and straight edge, pump as-
sembly should be replaced.
Removal (3) If outer rotor thickness measures .649 inch or
(1) Drain radiator, disconnect upper and lower less (Fig. 51), and the diameter 2.469 inch or less, re-
hoses. Remove fan shroud. place shaft and both rotors.
(2) Raise vehicle on hoist, support front of engine
with a jack stand placed under the right front corner
of engine oil pan. (Do not support the engine at the STRAIGHT EDGE
crankshaft pulley or vibration damper.) Remove
engine front mount bolts.
COVER
(3) Raise engine approximately 1-1/2 to 2 inches.
(4) Remove oil filter, oil pump attaching bolts and
remove pump assembly.

Installation
(1) Using new "0" rings, install oil pump and
tighten to 200 inch-pounds.
(2) Lower engine to its original position, install
FEELER GAUGE
engine front mount bolts. NY140A
(3) Connect upper and lower radiator hoses. In-
Fig. 50—Checking Oil Pump Cover Flatness
stall fan shroud.
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9-24 198-225 ENGINE

FEELER GAUGE

ÜTER ROTOR

DIAMETER OUTER ROTOR ``ML·T'MM 'f STRAIGHT EDGE

NY136
INNER ROTOR ~ ¾ ;,i NY135
Fig. 5Ì—Measuring Outer Rotor Thickness
Fig. 54—Measuring Clearance Over Rotors
(4) If inner rotor thickness measures .649 inch or
less (Fig. 52), replace shaft and both rotors.
(5) Install outer rotor into pump body, press to one
side with fingers and measure clearance between
outer rotor and pump body (Fig. 53). If measurement
is .014 inch or more, replace oil pump assembly.
(6) Install inner rotor into pump body and place a
straight edge across face between bolt holes (Fig. 54).
OUTER ROTOR

INNER ROTOR

NY139 >¦¦¦¦¦¦\
INNER ROTOR
Fig. 55—Measuring Clearance Between Rotors

NY137

Fig. 52—Measuring Inner Rotor Thickness

NY138

Fig. 53—Measuring Outer Rotor Clearance Fig. 56-O¡l Filter-Six Cylinder Engines

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 318-340-360 ENGINE 9¯25
If a feeler gauge of .004 inch or more can be inserted pump body. Tighten cover bolts to 95 inch-pounds.
between the rotors and straight edge, replace oil pump (3) Prime oil pump before installation by filling
assembly. rotor cavity with engine oil.
(7) If clearance between inner and outer rotor (Fig. (4) Install oil pump on engine. Tighten attaching
55) is .010 inch or more, replace shaft and both rotors. bolts to 200 inch-pounds.
(8) Inspect oil pressure relief valve plunger for
scoring and free operation in its bore. Small marks OIL FILTER
may be removed with 400-grit wet or dry sandpaper.
(9) The relief valve spring has a free length of (1) Using Tool C-4065, unscrew filter from base and
2-1/4 inches and should test between 22.3 to 23.3 lbs. discard. (Fig. 56).
when compressed to 1-19/32 inch. Replace spring (2) Wipe base clean, then inspect gasket contact
that fails to meet specifications. surface.
(10) If oil pressure is low and pump is within (3) Lubricate gasket of new filter with clean engine
specifications, inspect for worn engine bearings or oil.
other reasons for oil pressure loss. (4) Install filter by hand, finger tight. Use no tools.
(5) To obtain an effective seal, tighten filter by hand
Assembly and Installation the additional number of turns indicated on the re-
(1) Assemble pump, using new parts as required. placement filter. Start engine and inspect for leaks.
(2) Install new oil seal rings between cover and

318-340-360 CUBIC INCH ENGINES

INDEX
Page Page
Camshaft 37 Measuring Connecting Rod Bearing Clearance 44
Camshaft Bearings 38 Measuring Main Bearing Clearance . 45
Connecting Rods . 44 Oil Filter 50
Crankshaft Identifications 43 Oil Pan . 46
Crankshaft Main Bearings 44 Oil Pump . 48
Crankshaft Main Journals 44 Pistons, Pins, and Rings 40
Crankcase Ventilation System 74 Rear Main Bearing Oil Seal . 45
Cylinder Block . 39 Repair of Damaged or Worn Threads 75
Cylinder Heads . 28 Rocker Arms and Shaft Assembly . 28
Distributor Drive Shaft Bushing 38 Special Service Tools 91
Engine Assembly 27 Specifications 78
Engine Mounts 26 Timing Chain Cover, Oil Seal and Chain . 34
Hydraulic Tappets . 33 Tune-Up . 25
Installing Piston and Connecting Rod Valves and Valve Springs . 30
Assembly . 44 Valve Timing . 34

SERVICE PROCEDURES
TUNE-UP more than 40 pounds between cylinders. The recom-
mended compression pressures are to be used only as
To provide best vehicle performance and lowest a guide to diagnosing engine problems. An engine in
vehicle emissions, it is most important that the tune- good condition may exhibit higher pressures. Many
up be done accurately, using the specifications listed conditions which are difficult to control cause varia-
on the Vehicle Emission Control Information sticker tions in compression readings. An engine should not
found in each engine compartment. be disassembled to determine the cause of low com-
(1) Test battery specific gravity, add water if pression unless some other malfunction is present.
necessary, clean and tighten battery connections. (5) Clean or replace spark plugs as necessary and
(2) Test cranking voltage. See "Starting Motor adjust gap to .035 inch. Tighten to 30 foot-pounds
Cranking Voltage" Electrical Section of this manual. using new gaskets.
(3) Tighten the intake manifold bolts to specifica- (6) Test resistance of spark plug cables. Refer to
tions. "Ignition System Secondary Circuit Inspection" Elec-
(4) Perform cylinder compression test. Compres- trical Section.
sion should not be less than 100 pounds and not vary (7) Inspect the primary wire and vacuum advance

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9-26 318-340-360 ENGINE-

TIGHTENING
NY86l TORQUE
50 FT. LB.
Fig. I -Cleaning Air Filter Element
<B> 55 FT. LB.
operation. Test coil output voltage, primary and sec-
ondary resistance. Replace parts as necessary. Refer <Ç> 75 FT. LB.
NR4OA
to Ignition System and make necessary adjustments.
(8) Reset ignition timing with vacuum advance line Fig. 3—Engine Front Mounts (318-360)—Polar a
disconnected. Ignition timing should be set to com- and Monaco
pensate for altitudes and/or gasoline grades. housing and replace element. Every two years, install
(9) Set carburetor idle mixture adjustment. Ad- a new factory recommended filter element or equiva-
just throttle stop screw to specifications. Perform a lent. Service unit more frequently when driving under
combustion analysis. severe conditions, such as in dusty areas.
(10) Test fuel pump for pressure and vacuum. (13) Inspect crankcase ventilation system as out-
Refer to "Fuel System" Group 14, Specifications. lined at rear of this section.
(11) Inspect manifold heat control valve in the (14) Inspect and adjust accessory belt drives
right exhaust manifold for proper operation and ap- referring to "Cooling System," Group 7, for proper
ply Manifold Heat Control Valve Solvent Part Num- adjustments.
ber 3419129 or equivalent to the bushing and shaft. (15) Road test vehicle as a final test.
(12) Every 12 months, remove air cleaner filter ele-
ment and blow out dirt gently with air hose (Fig. 1). ENGINE FRONT MOUNTS (Figs. 2,3,4 and 5)
Direct air from inside out, and keep nozzle 2 inches
away from element to avoid damaging. Clean metal Removal
(1) Raise hood and position fan to clear radia-
tor hose and radiator top tank.
(2) Disconnect throttle linkage at transmission
and at carburetor.
BRACKET

VIEW B
LEFT SIDE

A 75 FT. LB.

PF198
f 55 FT. LB.
50 FT. LB.
PY6O3A
Fig. 2-Engine Front Mounts (3I8·34O)-Dart,
Coronet, and Charger Fig. 4—Engine Front Mounts (318-340)—Challenger

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 318-340-360 ENGINE 9-27
TIGHTENING TORQUE
CKET

TRANSMISSION
EXTENSION

' C R O S S M E M B E R ^ ^ RESTRICTOR

>RESTRICTOR

318 AND 360 CID ENGINES 400 AND 440 CID ENGINES PF201

Fig. 5—Engine Restrictors—Polara (Police and

Taxi Only)
(3) Remove torque nuts from insulator studs.
(4) Raise engine just enough to remove engine
front mount assembly.

Installation
(1) Install insulator to engine bracket and tighten FRAME
CROSSMEMBER
as specified. PF179
(2) Lower engine and install washers and pre-
vailing torque nuts to insulator studs; tighten nuts as Fig. 6—Engine Rear Mount—Dart
specified. tached to engine, remove air cleaner and carburetor.
(3) Connect throttle linkage at transmission and (5) Attach engine lifting fixture to carburetor
carburetor. flange studs on intake manifold.
(6) Raise vehicle on a hoist and install engine sup-
ENGINE REAR MOUNTS (Figs. 6 and 7) port fixture Tool C-3487A on the chassis to support
rear of engine.
Removal (7) Drain transmission and torque converter.
(1) Raise vehicle on hoist. (8) Disconnect exhaust pipes at the manifolds,
(2) Install transmission jack.
(3) Remove engine rear crossmember from frame TRANSMISSION
and rear mount from transmission. EXTENSION SPACER (2)

Installation
(1) Install rear crossmember to frame. Tighten to
specifications (Figs. 6 and 7).
(2) Install rear mount to crossmember and trans-
mission. Tighten to specifications.
(3) Remove transmission jack. NUT AND WASHER
(4) Lower vehicle. ASSEMBLY^

ENGINE ASSEMBLY

Removal
TIGHTENING
(1) Scribe outline of hinge brackets on the hood to TORQUE
assure proper adjustment when installing. Remove 50 FT. LB.
hood.
<B> 20 FT. LB.
(2) Drain cooling system and remove battery.
(3) Remove all hoses, fan shroud (if so equipped), ¾> 15 FT. LB. CROSS MEMBER PY434

oil cooler lines and radiator. Fig. 7—Engine Rear Mount—Coronet, Charger,
(4) Disconnect fuel lines, linkage and wires at- Challenger, Polara and Monaco

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9-28 318-340-360 ENGINE
propeller shaft, wires, linkage, speedometer cable, oration control system from cylinder head cover.
and oil cooler lines at transmission. (3) Remove cylinder head cover and gasket.
(9) Remove engine rear support crossmember and (4) Remove five rocker shaft bolts and retainers.
remove transmission from vehicle. (5) Remove rocker arms and shaft assembly.
(10) Remove vehicle and attach a crane or other (6) If rocker arm assemblies are disassembled for
suitable lifting tool to fixture eyebolt. cleaning or replacement, refer to Figure 8 for rocker
(11) Remove engine front mounts. Raise engine arm identification, and Figure 9 for positioning on the
with lifting tool and work engine out of chassis. shaft.
(12) Place engine in repair stand C-3167 and adapt-
er C-3662 for disassembly using transmission mount- Installation
ing bolts. (1) Install rocker arm and shaft assemblies with
"NOTCH" on end of rocker shaft pointing to center-
Installation line of engine and toward front of engine on the left
(1) Attach engine lifting fixture to carburetor bank and to the rear on right bank, making sure to
flange studs on intake manifold. install the long stamped steel retainers in the number
(2) Attach a crane or other suitable lifting tool to two and four positions, tighten to 200 inch-pounds.
fixture eyebolt. (2) Clean cylinder head cover gasket surface. In-
(3) Remove engine from repair stand and lower spect cover for distortion and straighten if necessary.
engine carefully until engine is positioned in the chas- (3) Clean head rail if necessary. Install cylinder
sis with engine front mounts in place. head cover and tighten to 40 inch-pounds.
(4) Install engine support fixture Tool C-3487A on (4) Install closed crankcase ventilation system and
chassis to support rear of engine. Remove the crane evaporation control system.
or lifting tool.
(5) Raise vehicle on a hoist, install the transmis- CYLINDER HEADS
sion, engine rear support crossmember, tighten engine The alloy cast iron cylinder heads shown in Figure
front mounts, remove the engine support fixture, 10 are held in place by 10 bolts. The spark plugs are
Tool C-3487A. located in peak of the wedge between the valves.
(6) Connect propeller shaft, wires, linkage,
speedometer cable, oil cooler lines at transmission, Removal
connect exhaust pipes to manifolds. Install transmis- (1) Drain cooling system and disconnect battery
sion filler tube. ground cable.
(7) Lower vehicle and remove engine lifting fixture (2) Remove alternator, carburetor air cleaner and
from engine. Install carburetor and fuel lines. fuel line.
(8) Install radiator, fan shroud, hoses, oil cooler (3) Disconnect accelerator linkage.
lines and connect all wires and linkage. (4) Remove vacuum control hose between car-
(9) Install hood, using scribe marks for proper buretor and distributor.
alignment.
(10) Close all drain cocks and fill cooling system, ROCKER ARM—"LEFT' ROCKER ARM
install battery.
(11) Fill engine crankcase and transmission. Refer
to "Lubrication" Group 0, for quantities and lubri-
cants to use. Inspect entire system for leaks and cor-
rect as necessary.
(12) Start engine and run until normal operating
temperature is reached.
(13) Test timing (with vacuum advance line re-
moved) and adjust carburetor and transmission link-
age as necessary. Connect vacuum lines, install air
cleaner and road test the vehicle.

ROCKER ARMS AND SHAFT ASSEMBLY

Removal
(1) Disconnect spark plug wires by pulling on the
PF452
boot straight out in line with plug.
(2) Disconnect closed ventilation system and evap- Fig. 8-"Right" and "Left" Rocker Arm Identification

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 318-340-360 ENGINE 9-29
head gasket surface. As an example, if a 12 inch span
is .004 inch out of flat, allowable is 12 x .00075 equals
.009 inch.
The cylinder head surface finish should be 70-180
f¾ ROCKER A R M S — " R I G H T micro-inches.
(3) Coat new gaskets lightly with number 1057794
Sealer and install on cylinder block.
(4) Remove cylinder heads from holding fixtures
and place heads on engine.
(5) Install cylinder head bolts. Starting at top cen-
ter, tighten all cylinder head bolts to 50 foot-pounds
in sequence, as shown in Figure 11. Repeat procedure,
retighten all cylinder head bolts to 95 foot-pounds on
all engines.
PF45ì (6) Inspect push rods and replace worn or bent
rods.
Fig. 9—Proper Rocker Arm Location on Shaft (7) Install push rods, rocker arm and shaft assem-
(5) Remove distributor cap and wires. blies with the "NOTCH" on the end of rockershaft
(6) Disconnect coil wires, heat indicator sending pointing to centerline of engine and toward front of
unit wire, heater hoses and by-pass hose. engine on the left bank and to the rear on right bank,
(7) Remove closed ventilation system, evaporation making sure to install the long stamped steel re-
control system and cylinder head covers. tainers in the number two and four positions, tighten
(8) Remove intake manifold, ignition coil and car- to 210 inch-pounds.
buretor as an assembly. (8) Use Alternator Cement Part Number 2299314
(9) Remove exhaust manifolds. or equivalent on block rails at front and rear of
(10) Remove rocker arm and shaft assemblies. block. Center hole in seals must engage dowel and
Remove push rods and identify to insure installation end holes locked in tangs of head gasket.
in original location. (9) Place a large drop (approximately 1/4 inch
(11) Remove the 10 head bolts from each cylinder diameter) of Rubber Sealer Part Number 3683829 or
head and remove cylinder heads. equivalent into each corner between the cylinder head
(12) Place cylinder heads in holding fixture Tool gasket tabs.
C-3626. Remove spark plugs. (10) On 318 engines coat intake manifold side gas-
kets lightly with Number 1057794 sealer or equiva-
Installation lent. On 340-360 engines, do not use any sealer on side
(1) Clean all gasket surfaces of cylinder block and composition gaskets.
cylinder heads. (11) Carefully lower intake manifold into position
(2) Inspect all surfaces with a straightedge if on the cylinder block and cylinder heads. After intake
manifold is in place, inspect to make sure seals are in
there is any reason to suspect leakage. If out of flat-
place.
ness exceeds .00075 inch times the span length in any
direction, either replace head or lightly machine the

OIL FEED INTAKE SPARK DOWEL

HOLE VALVES PLUGS )LES

COOLANT
PASSAGE EXHAUST VALVES NK6 NU266
Fig. ìO-CyUnder Head Assembly Fig. 11—Cylinder Head Tightening Sequence

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9¯3O 318-340-360 ENGINE
(12) Install the twelve attaching cap screws "Fin-
ger Tight." Tighten cap screws one through four to
25 foot-pounds and tighten remaining cap screws to
25 foot-pounds, in the tightening sequence shown in
Figure 12, then retighten cap screws one through four
to 40 foot-pounds and follow by retightening the re-
maining cap screws to 40 foot-pounds in sequence TOOL
CYLINDER HEAD
shown. ASSEMBLY
(13) Install exhaust manifolds with new gaskets, and
tighten to 20 foot-pounds.
(14) Adjust spark plugs to .035 inch gap and in-
stall the plugs, tightening to 30 foot-pounds.
(15) Install coil wires, heat indicator sending unit
wire, heater hoses and by-pass hose.
(16) Install vacuum control hose between carbu-
retor and distributor.
(17) Install throttle linkage and adjust as neces-
sary.
(18) Install distributor cap and wires.
(19) Install fuel line, alternator and drive belt.
Tighten alternator mounting bolt to 30 foot-pounds NK9

and adjusting strap bolt to 200 inch-pounds. See Cool-

ing Section on adjusting belt tension. Fig. 13-Compressing Valve Spring With Tool
C-3422A
(20) Place new cylinder head cover gaskets in
position and install cylinder head covers. Tighten to springs using Tool C-3422A, as shown in Fig. 13.
40 inch-pounds. (2) Remove valve retaining locks, valve spring re-
(21) Install closed crankcase ventilation system tainers, valve stem cup seals and valve springs.
and evaporation control system. (3) Before removing valves, remove any burrs
(22) Fill cooling system and install battery ground from valve stem lock grooves to prevent damage to
cable. the valve guide. Identify valves to insure installation
in original location.
VALVES AND VALVE SPRINGS
The valves are arranged in line in the cylinder Valve Inspection
heads and inclined 18 degrees. The rocker shaft sup- (1) Clean valves thoroughly and discard burned,
port and the valve guides are cast integral with the warped and cracked valves.
heads. (2) Measure valve stems for wear. New stem di-
ameters should measure:
Removal 318 or 360 340
(1) With cylinder head removed, compress valve Intake .372" to .373" .3715" to .3725"
Exhaust .371" to .372" .3705" to .3715"
If wear exceeds .002 inch, replace valve.
(3) Remove carbon and varnish deposits from in-
side of valve guides with a reliable guide cleaner.
(4) Measure valve stem guide clearance as follows:
(a) Install sleeve Tool C-3973 over valve stem
(Fig. 14) and install valve. The special sleeve places
the valve at the correct height for checking with a dial
indicator.
(b) Attach dial indicator Tool C-3339 to cylinder
head and set it at right angle of valve stem being
measured (Fig. 15).
(c) Move valve to and from the indicator. The
total dial indicator reading should not exceed .017
inch. Ream the guides for valves with oversize stems
PB3Ì4 if dial indicator reading is excessive or if the stems
Fig. 12—Intake Manifold Tightening Sequence are scuffed or scored.

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 318-340-360 ENGINE 9-31

A-SEAT WIDTH (INTAKE 1/16 TO 3/32 INCH

EXHAUST: 3/64 TO 1/16 INCH)
B-FACE ANGLE (INTAKE: 45°—EXHAUST: 43°)
C-SEAT ANGLE (INTAKE: 45°—EXHAUST: 45°)
D-CONTACT SURFACE
NH645B

Fig. ì 6—Valve Face and Seat Angles

fig. 14-Posit¡oning Valve with Tool C-3973
(2) Inspect the remaining margin after the valves
(5) Service valves with oversize stems are are refaced (Fig. 17). Valves with less than 3/64 inch
available in .005, .015 and .030 inch oversize. Reamers margin should be discarded.
to accommodate the oversize valve stem are as fol- (3) When refacing valve seats, it is important that
lows: the correct size valve guide pilot be used for reseating
Reamer Reamer Size stones. A true and complete surface must be ob-
Tool Number Oversize Valve Guide tained.
C-3433 .005 in. .379-.380 in. (4) Measure the concentricity of valve seat using
C-3430 .015 in. .389-.390 in. dial indicator No. 13725. Total runout should not ex-
C-3427 .030 in. .404-.405 in.
ceed .002 inch (total indicator reading).
(6) Slowly turn reamer by hand and clean guide (5) Inspect the valve seat with Prussian blue to
thoroughly before installing new valve. Do not at- determine where the valve contacts the seat. To do
tempt to ream the valve guides from standard direct- this, coat valve seat LIGHTLY with Prussian blue
ly to .030 inch. Use step procedure of .005, .015 and then set valve in place. Rotate the valve with light
.030 inch so the valve guides may be reamed true in pressure. If the blue is transferred to the center of
relation to the valve seat. valve face, contact is satisfactory. If the blue is trans-
ferred to top edge of valve face, lower valve seat with
Referring Valves and Valve Seats a 15 degree stone. If the blue is transferred to bot-
(1) The intake and exhaust valve seats and intake tom edge of valve face raise valve seat with a 60
valve face have a 45 degree angle. The exhaust valve degrees stone.
face has a 43 degree angle. The valve face and valve (6) When seat is properly positioned the width of
seat angles are shown in Figure 16. intake seats should be 1/16 to 3/32 inch. The width

INTAKE EXHAUST
VALVE VALVE

TOOL
VALVE SPRING
RETAINER LOCK
GROOVES

NKÌl KH330D
Fig. 15-Measuring Valve Guide Wear Fig. 17—Intake and Exhaust Valves

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9-32 318-340-360 ENGINE

Fig. 20-Measuring Valve Stem Length With

Tool C-3968
a steel square and surface plate, test springs from
KH333Á both ends (Fig. 19).
Fig. ¶8-Testing Valve Spring With Tool C-647 If the spring is more than 1/16 inch out of square,
install a new spring.
of the exhaust seats should be 3/64 to 1/16 inch.
Installation
Testing Valve Springs (Fig. 18) (1) Coat valve stems with lubrication oil and in-
(1) Whenever valves have been removed for in- sert them in cylinder head.
spection, reconditioning or replacement, valve springs (2) If valves or seats are reground, check valve
should be tested. As an example the compression stem height with Tool C-3968 (Fig. 20). If valve is
length of the spring to be tested is 1-5/16 inches. too long, grind off the tip until length is within limits.
Turn table of Tool C-647 until surface is in line with
(3) Install new cup seals on all valve stems and
the 1-5/16 inch mark on the threaded stud and the
over valve guides (Fig. 21). On 340 engine, push
zero mark to the front. Place spring over stud on the
intake seal firmly onto guide. Install valve springs
table and lift compressing lever to set tone device.
Pull on torque wrench until ping is heard. Take read- and retainers.
(4) Compress valve springs with Tool C-3422A, in-
ing on torque wrench at this instant. Multiply this
reading by two. This will give the spring load at test stall locks and release tool. If valves and/or seats are
length. Fractional measurements are indicated on the reground, measure the installed height of springs,
table for finer adjustments. Refer to specifications to make sure measurement is taken from bottom of
obtain specified height and allowable tensions. Dis- spring seat in cylinder head to the bottom surface of
card the springs that do not meet specifications. spring retainer (if spacers are installed, measure
(2) Inspect each valve spring for squareness with from the top of spacer). If height is greater than
1-11/16 inches, install a 1/16 inch spacer in head
RETAINER
SPRING
VALVE SPRING INTAKE VALVE
SEAL

NK13

KR145B Fig. 21-Installing Valve, Cup Seal, Spring

Fig. I9-C/iecking Valve Spring for Squareness and Retainer

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 318-340-360 ENGINE 9-33
coun†erbore to bring spring height back to normal partially sticking in the tappet body cylinder. A
1-5/8 inches to M l / 1 6 inches. heavy click is caused either by a tappet check valve
not seating, or by foreign particles becoming wedged
HYDRAULIC TAPPETS between the plunger and the tappet body, causing the
plunger to stick in the down position. This heavy click
Preliminary Step to Checking the Hydraulic will be accompanied by excessive clearance between
Tappets the valve stem and rocker arm as valve closes. In
Before disassembling any part of the engine to either case, tappet assembly should be removed for
correct tappet noise, read the oil pressure at the inspection and cleaning.
gauge (Install a reliable gauge at pressure sending
unit if vehicle has no oil pressure gauge.) and check Tappet Removal
the oil level in the oil pan. The pressure should be (1) The tappets can be removed without removing
between 30 and 80 pounds at 2000 R.P.M. cylinder heads by following this recommended
The oil level in the pan should never be above the procedure: Remove cylinder head covers.
"full" mark on dipstick, or below the "add oil" mark. (2) Remove rocker arms and shaft assembly.
Either of these two conditions could be responsible (3) Remove push rods and identify to insure in-
for noisy tappets. stallation in original location.
(4) Slide Tool C-4129 through opening in cylinder
Oil Level Too High head and seat tool firmly in the head of tappet.
If oil level is above the "full" mark on dipstick, it is (5) Pull tappet out of bore with a twisting motion.
possible for the connecting rods to dip into the oil If all tappets are to be removed, identify tappets to
while engine is running and create foam. Foam in oil insure installation in original location.
pan would be fed to the hydraulic tappets by the oil CAUTION: The plunger and tappet bodies are not
pump causing them to lose length and allow valves to interchangeable. The plunger and valve must always
seat noisily. be fitted to the original body. It is advisable to work
on one tappet at a time to avoid mixing of parts.
Oîf Level Too Low Mixed parts are not compatible. Do not disassemble a
Low oil level may allow pump to take in air which tappet on a dirty work bench.
when fed to the tappets, causes them to lose length
and allows valves to seat noisily. Any leaks on intake Disassembly (Fig. 22)
side of pump through which air can be drawn will (1) Pry out plunger retainer spring clip.
create the same tappet action. When tappet noise is (2) Clean varnish deposits from inside of tappet
due to aeration, it may be intermittent or constant, body above plunger cap.
and usually more than one tappet will be noisy. When (3) Invert tappet body and remove plunger cap,
oil level and leaks have been corrected, engine should plunger, flat check valve, check valve spring, check
be operated at fast idle for sufficient time to allow all valve retainer and plunger spring.
of the air inside of the tappets to be bled out.
Cleaning and Assembly
Tappet Noise Diagnosis (1) Clean all tappet parts in a solvent that will
(1) To determine source of tappet noise, operate remove all varnish and carbon.
engine at idle with cylinder head covers removed. (2) Replace tappets that are unfit for further ser-
(2) Feel each valve spring or rocker arm to detect vice with new assemblies.
noisy tappet. The noisy tappet will cause the affected (3) If plunger shows signs of scoring or wear and
spring and/or rocker arm to vibrate or feel rough in valve is pitted, or if valve seat on end of plunger
operation. indicates any condition that would prevent valve from
Worn valve guides or cocked springs are sometimes seating, install a new tappet assembly.
mistaken for noisy tappets. If such is the case, noise (4) Assemble tappets (Fig. 22).
may be dampened by applying side thrust on the
valve spring. If noise is not appreciably reduced, it Testing
can be assumed the noise is in the tappet. Inspect the (1) Fill a pan with clean kerosene.
rocker arm push rod sockets and push rod ends for (2) Remove cap from plunger and plunger from
wear. tappet body.
(3) Valve tappet noise ranges from light noise to a (3) Fill tappet body with kerosene and install
heavy click. A light noise is usually caused by exces- plunger.
sive leakdown around the unit plunger which will (4) Unseat check valve with a brass rod to permit
necessitate replacing the tappet, or by the plunger complete installation of plunger. Replace cap.

MyMopar.com
9-34 318-340-360 ENGINE

PLUNGER SPRING
PLUNGER
PLUNGER (2) Insert a 1/4 inch spacer between rocker arm
RETAINER
CHECK VALVE \ SPRING CLIP
pad and stem tip of No. 1 intake valve. Allow spring
load to bleed tappet down giving in effect a solid
tappet.
(3) Install a dial indicator so plunger contacts
TAPPET BODY valve spring retainer as nearly perpendicular as pos-
sible. Zero the indicator.
RETAINER
(4) Rotate the crankshaft clockwise (normal run-
CHECK VALVE
SPRING PLUNGER CAP NR68A
ning direction) until the valve has lifted .010 inch for
318 cubic inch engines, .030 inch for 340 cubic inch
Fig. 22—Hydraulic Tappet Assembly engine or .020 inch for 360 cubic inch engine.
(5) Hold tappet in an upright position and insert CAUTION: Do not turn crankshaft any further clock-
lower jaw of pliers, Tool C-3160, in the groove of wise as valve spring might bottom and result in seri-
tappet body (Fig. 23). ous damage.
(6) Engage jaw of pliers with top of tappet plung- The timing of the crankshaft pulley should now read
er. Test leakdown by compressing the pliers. If plung- from 10 degrees before top dead center to 2 degrees
er collapses almost instantly as pressure is applied, after top dead center. Remove spacer.
disassemble tappet, clean and test again (Fig. 23). (5) If reading is not within specified limits:
(7) If tappet still does not operate satisfactorily (a) Check sprocket index marks.
after cleaning, install a new tappet assembly. (b) Inspect timing chain for wear.
If the tappet or bore in cylinder block is scored, (c) Check accuracy of DC mark on timing indi-
scuffed, or shows signs of sticking, ream the bore to cator.
next oversize.
TIMING CHAIN COVER, OIL SEAL AND
Installation CHAIN
(1) Lubricate tappets.
(2) Install tappets and push rods in their original Cover Removal
positions. (1) Drain cooling system.
(3) Install rocker arm and shaft assembly. (2) Refer to "Cooling System" Group 7 for
(4) Start and operate engine. Warm up to normal procedure to remove radiator and water pump.
operating temperature. (3) Remove power steering pump.
CAUTION: To prevent damage to valve mechanism, (4) Remove pulley from vibration damper and
engine must not be run above fast idle until all hy- bolt and washer securing vibration damper on
draulic tappets have filled with oil and have become crankshaft.
quiet. (5) Install Tool C-3688 and pull vibration damper
from end of crankshaft (Fig. 24).
VALVE TIMING (6) Remove fuel lines and fuel pump.
(7) Loosen oil pan bolts and remove the front bolt
(1) Turn crankshaft until the NO. 6 exhaust valve at each side.
is closing and NO. 6 intake valve is opening. (8) Remove chain case cover and gasket using ex-
treme caution to avoid damaging oil pan gasket.
TOOL

CLEAN
KEROSENE

NR69
Fig. 24-Removing Vibration Damper With
Fig. 23-Testing Tappet With Tool C-3160 Tool C-3688

MyMopar.com
 318-340-360 ENGINE 9¯35
It is normal to find particles of neoprene collected
between the crankshaft seal retainer and crankshaft
oil sl¡nger. ÍT
(9) Slide crankshaft oil slinger from end of
crankshaft.

Measuring Timing Chain for Stretch

(1) Place a scale next to timing chain so that any
movement of chain may be measured.
(2) Place a torque wrench and socket over cam-
shaft sprocket attaching bolt and apply torque in TIMING
MARKS
direction of crankshaft rotation to take up slack; 30 NU269
foot-pounds (with cylinder head installed) or 15 foot-
pounds (cylinder heads removed). With a torque ap- Fig. 26—Alignment of Timing Marks
plied to the camshaft sprocket bolt, crankshaft tight against the chain in position as described).
should not be permitted to move. It may be necessary (11) Slide both sprockets evenly over their respec-
to block crankshaft to prevent rotation. tive shafts and use a straight edge to check alignment
(3) Holding a scale with dimensional reading even of timing marks (Fig. 26).
with edge of a chain link, apply torque in the reverse (12) Install the fuel pump eccentric, cup washer,
direction 30 foot-pounds (with cylinder heads in- and camshaft bolt. Tighten bolt to 35 foot-pounds.
stalled) or 15 foot-pounds (cylinder heads removed) (13) Check camshaft for .002 to .006 inch end play
and note amount of chain movement (Fig. 25). with a new thrust plate and up to .010 inch end play
(4) Install a new timing chain, if its movement with a used thrust plate. If not within these limits
exceeds 1/8 inch. install a new thrust plate.
(5) If chain is satisfactory, slide the crankshaft oil (14) If within limits, slide the crankshaft oil sling-
slinger over shaft and up against sprocket (flange er over shaft and up against sprocket (flange away
away from sprocket). from sprocket).
(6) If chain is not satisfactory, remove camshaft
sprocket attaching cup washer, fuel pump eccentric Oil Seal Replacement (Cover Removed)
and remove timing chain with crankshaft and cam- (1) Position remover screw of Tool C-3506
shaft sprockets. through case cover with inside of case cover up. Posi-
(7) Place both camshaft sprocket and crankshaft tion puller blocks directly opposite each other, and
sprocket on the bench with timing marks on exact force angular lip between the neoprene and flange of
imaginary center line through both camshaft and the seal retainer.
crankshaft bores. (2) Place washer and nut on remover screw.
(8) Place timing chain around both sprockets. Tighten nut, forcing the blocks into the gap to a point
(9) Turn crankshaft and camshaft to line up with of distorting the seal retainer lip, (Fig. 27). This is im-
keyway location in crankshaft sprocket and in cam- portant, remover is only positioned at this point.
shaft sprocket. (3) Place sleeve over the retainer and place re-
(10) Lift sprockets and chain (keep sprockets moving and installing plate into sleeve.
(4) Place flat washer and nut remover screw. Hold
CHAIN CASE COVER

NU268A

Fig. 25—Measuring Timing Chain Wear and Stretch Fig. 27—Remover Blocks Expanded to Puller Position
MyMopar.com
9-36 318-340-360 ENGINE

REMOVING AND INSTALLING PLATE (TOOL)

INSTALLING PLATE
(TOOL)
REMOVER SCREW (TOOL)
REMOVER SCREW (TOOL) SEAL RETAINER

CHAIN CASE COVER SLEEVE CHAIN CASE COVER

NK19A
í. NK21A

Fig. 28-Removing Oil Seal With Tool C-3506 Fig. 30-lnstalling New Seal
tool center screw and tighten tool lock nut to remove bration damper hub slot on key in crankshaft, and
seal (Fig. 28). slide on crankshaft.
(5) Insert removed screw through removing and (4) Place installing tool, part of Puller set Tool
installing plate so that the thin shoulder will be facing C-3688 in position and press vibration damper on
up. crankshaft (Fig. 32).
(6) Insert remover screw with plate through the (5) Install vibration damper retainer bolt with
seal opening (inside of chain case cover facing up). washer and tighten to 135 foot-pounds.
(7) Place seal in the cover opening, with neoprene (6) Position pulley on vibration damper and attach
down. Place the seal installing plate into the new seal, with bolts and lockwashers. Tighten to 200 inch-
with protective recess toward lip of seal retainer pounds.
(Fig. 29).
(7) Install fuel pump and fuel lines.
(8) Install flat washer and nut on remover screw,
hold screw and tighten the nut (Fig. 30). (8) Install water pump and housing assembly
(9) Seal is properly installed when neoprene is
tight against face of cover. Try to insert a .0015 inch
feeler gauge between neoprene and cover (Fig. 31). If
the seal is installed properly, the feeler gauge cannot
be inserted. Do not over compress neoprene.

Cover Installation
(1) Be sure mating surfaces of chain case cover
and cylinder block are clean and free from burrs.
(2) Using a new gasket carefully install chain case
cover to avoid damaging oil pan gasket. Tighten chain
PY7O4
case cover capscrews to 30 foot-pounds first then
tighten oil pan capscrews to 200 inch-pounds. Fig. 31-Checking Seal for Proper Seating
(3) Lubricate seal lip with lubriplate, position vi-
INSTALLING PLATE (TOOL)

REMOVER SCREW (TOOL)

CHAIN CASE COVER

SEAL ASSEMBLY

Fig. 32-lnstall¡ng Vibration Damper With

Fig. 29—Positioning Installer Plate Tool C-3688
MyMopar.com
 318-340-360 ENGINE 9-37

Fig. 35-Camshaft Holding Tool C~35O9

Fig. 33—Position of Distributor Drive Gear Installation
using new gaskets. Tighten bolts to 30 foot-pounds. (1) Lubricate camshaft lobes and camshaft bear-
(9) Install power steering pump. ing journals and insert the camshaft to within 2
(10) Install radiator, fan and belt, hoses and close inches of its final position in cylinder block.
drains. (2) Install Tool C-3509 with tongue back of dis-
(11) Fill cooling system. tributor drive gear, (Fig. 35).
(12) With timing indicator on " 0 " install distribu- (3) Hold tool in position with distributor lock
tor drive gear with slot pointing to the first intake plate screw. This tool will restrict camshaft from
manifold bolt on left side of engine (Fig. 33). being pushed in too far and prevent knocking out the
welch plug in rear of cylinder block. Tool should re-
CAMSHAFT main installed until the camshaft and crankshaft
sprockets and timing chain have been installed.
(Engine Removed from Vehicle)
The camshaft has an integral oil pump and dis- (4) Install camshaft thrust plate and chain oil tab,
tributor drive gear and a bolt on fuel pump eccentric, with three screws as shown in Figure 36. Make sure
as shown in (Fig. 34). Remove intake manifold, tang enters lower right hole in thrust plate. Tighten
cylinder head covers, timing case cover and timing to 210 inch-pounds. Top edge of tab should be flat
chain.
(1) Remove rocker arm and shaft assemblies. THRUST PLATE
(2) Remove push rods and tappets; identify so FRONT SIDE
each part will be replaced in its original location.
(3) Remove distributor and lift out the oil pump
and distributor drive shaft.
(4) Remove camshaft thrust plate, note location of
oil tab.
(5) Install a long bolt into front of camshaft to
facilitate removal of the camshaft; remove camshaft,
being careful not to damage cam bearings with the
cam lobes.
318-360 CUBIC INCH
CAMSHAFT SPROCKET

O i l PUMP AND THRUST PLATE

DISTRIBUTOR DRIVE REAR SIDE
GEAR INTEGRAL
340 CU3!C INCH WITH CAMSHAFT
CAMSHAFT
SPROCKET Nü272B PD227

Fig. 34—Camshaft and Sprocket Assembly Fig. 36-Timing Chain Oil Tab Installation
MyMopar.com
9-38 318-340-360 ENGINE

against thrust plate in order to catch oil for chain

lubrication.
(5) Place both camshaft sprocket and crankshaft
sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
(6) Place timing chain around both sprockets.
(7) Turn crankshaft and camshaft to line up with
keyway location in crankshaft sprocket and in cam-
shaft sprocket.
(8) Lift sprockets and chain (keep sprockets tight
against the chain in position as described). 'MAIN BEARING OIL HOLE NK26
(9) Slide both sprockets evenly over their respec-
tive shafts and use a straight edge to check alignment Fig. 38-Removing Camshaft Bearings With
of timing marks (Fig. 37). Tool C-3132A
(10) Install the fuel pump eccentric, cup washer, over proper adapter.
and camshaft bolt. Tighten bolt to 35 foot-pounds. (2) Position rear bearing in the tool. Install horse
(11) Measure camshaft end play. Refer to Specifi- shoe lock and by reversing removal procedure, care-
cations for proper clearance. If not within limits in- fully drive bearing shell into place.
stall a new thrust plate. (3) Install remaining bearings in the same man-
(12) If within limits, slide the crankshaft oil sling- ner. Bearings must be carefully aligned to bring oil
er over shaft and up against sprocket (flange away holes into full register with oil passages from the
from sprocket). main bearing. Also, number two bearing must in-
Whenever the camshaft is replaced, all of the tap- dex with the oil passage to the left cylinder head and
pet faces must be inspected for crown with a Number four bearing must index with the oil passage
straightedge. If any negative crown (dishing) is ob- to the right cylinder head. If the camshaft bearing
served, tappet must be replaced. shell oil holes are not in exact alignment, remove and
reinstall them correctly. Install a new core hole plug
CAMSHAFT BEARINGS at the rear of camshaft. Be sure this plug does not
(Engine Removed from Vehicle) leak.
Removal
(1) With engine completely disassembled, drive DISTRIBUTOR DRIVE SHAFT BUSHING
out rear cam bearing core hole plug.
(2) Install proper size adapters and horse shoe
Removal
(1) Insert Tool C-3052 into old bushing and thread
washers (part of Tool C¯3I32A) at back of each bear- down until a tight fit is obtained, (Fig. 39).
ing shell to be removed and drive out bearing shells, (2) Hold puller screw and tighten puller nut until
(Fig. 38). bushing is removed.
Installation Installation
(1) Install new camshaft bearings with Tool (1) Slide new bushing over burnishing end of Tool
C-3132A by sliding the new camshaft bearing shell

TIMING
MARKS

Fig. 39-Remov¡ng Distributor Drive Shaft Bushing

Fig. 37—Alignment of Timing Marks With Tool C-3052

MyMopar.com
 318-340-360 ENGINE 9-39

C-3053 and insert the tool and bushing into the bore.
(2) Drive bushing and tool into position, using a BUSHING
hammer (Fig. 40).
(3) As the burnisher is pulled through the bushing
by tightening the puller nut, the bushing is expanded
tight in block and burnished to correct size, (Fig. 41).
DO NOT REAM THIS BUSHING.

Distributor Timing
Before installing the distributor and oil pump drive
shaft, time engine as follows:
(1) Rotate crankshaft until No. 1 cylinder is at top
dead center on the firing stroke.
(2) When in this position, the timing mark on vi-
bration damper should be under ("0") on the timing Fig. 4 I —Burnishing Distributor Drive Shaft Bushing
indicator.
When removing piston and connecting rod assemblies
(3) Coat shaft and drive gear with engine oil. In-
from the engine, rotate crankshaft so that each con-
stall the shaft so that after gear spirals into place, it
necting rod is centered in cylinder bore.
will index with the oil pump shaft, so slot in top of
(2) Inspect connecting rods and connecting rod
drive gear will point to the first intake manifold bolt
caps for cylinder identification. Identify them if
on left side of engine as shown in (Fig. 42).
necessary.
Installation of Distributor (3) Remove connecting rod cap. Install connecting
rod bolt guide set on connecting rod bolts. Push each
(1) Hold the distributor over the mounting pad on
piston and rod assembly out of cylinder bore.
cylinder block with vacuum chamber pointing toward
Be careful not to nick crankshaft journals.
right of engine.
(2) Turn rotor until it points forward and to ap- (4) After removal, install bearing cap on the mat-
proximate location of No. 1 tower terminal in dis- ing rod.
tributor cap. Cleaning and Inspection
(2) Place distributor gasket in position. (1) Clean cylinder block thoroughly and check all
(4) Lower the distributor and engage the shaft in core hole plugs for evidence of leaking.
the slot of distributor drive shaft gear. (2) If new core plugs are installed, coat edges of
plug and core hole with Number 1057794 Sealer or
CYLINDER BLOCK equivalent. Drive the core plug in so that the rim lies
at least 1/64 inch below the lead-in chamfer.
Piston Removal (3) Examine block for cracks or fractures.
(1) Remove top ridge of cylinder bores with a
reliable ridge reamer before removing pistons from Cylinder Bore Inspection
cylinder block. Be sure to keep tops of pistons cov- The cylinder walls should be checked for out-of-
ered during this operation. Pistons and connecting
rods must be removed from top of cylinder block.

1
NR793
Fig. 40—Installing Distributor Drive Shaft Bushing
With Tool C-3053 Fig. 42—Position of Distributor Drive Gear
MyMopar.com
9-40 318-340-3£ú ENGINE
round and taper with Tool C-119. If the cylinder angle. The number of up and down strokes per min-
bores show more than .005 inch out-of-round, or a ute can be regulated to get the desired 50-60 degree
taper of more than .010 inch, or if the cylinder walls angle. (Faster up and down strokes increase the cross-
are badly scuffed or scored, the cylinder block should hatch angle).
be rebored and honed, and new pistons and rings (5) After honing, it is necessary that the block be
fitted. Whatever type of boring equipment is used, cleaned again to remove all traces of abrasives.
boring and honing operation should be closely coordi-
nated with the fitting of pistons and rings in order CAUTION: Be sure all abrasives are removed from
that specified clearances may be maintained. engine parts after honing. It is recommended that a
solution of soap and water be used with a brush and
Honing Cylinder Bores the parts then thoroughly dried. The bore can be
Before honing, stuff plenty of clean rags under the considered clean when it can be wiped clean with a
bores, over the crankshaft to keep abrasive materials white cloth and cloth remains clean. Oil the bores
from entering crankcase area. after cleaning to prevent rusting.
(1) Used carefully, the cylinder bore resizing hone
C-823 equipped with 220 grit stones, is the best tool PISTONS, PINS AND RINGS
for this job. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light The pistons are cam ground so that the diameter at
scuffing, scoring or scratches. Usually a few strokes the pin boss is less than its diameter across the thrust
will clean up a bore and maintain the required limits. face. This allows for expansion under normal oper-
(2) Deglazing of the cylinder walls may be done ating conditions. Under operating temperatures, ex-
using a cylinder surfacing hone, Tool C-3501, pansion forces the pin bosses away from each other,
equipped with 280 grit tsones (C-3501-3810) if the thus, causing the piston to assume a more nearly
cylinder bore is straight and round. 20-60 strokes round shape. It is important that pistons be checked
depending on the bore condition will be sufficient to for taper and elliptical shape before they are fitted
provide a satisfactory surface. Inspect cylinder walls into the cylinder bore (Figs. 44, 45 and 46).
after each 20 strokes. Use honing oil C-3501-3880 or a
light honing oil available from major oil distributors. Finished Pistons
Do not use engine or transmission oil, mineral spirits All pistons are machined to the same weight in
or kerosene. grams, regardless of oversize, to maintain piston bal-
(3) Honing should be done by moving the hone up ance. For cylinder bores which have been honed or
and down fast enough to get a cross-hatch pattern. rebored new pistons are supplied with properly fitted
When hone marks intersect at 50-60 degrees, the pins, available in standard and the following over-
cross hatch angle is most satisfactory for proper seat- sizes: .005, .020, .040 inch.
ing of rings (Fig. 43).
(4) A controlled hone motor speed between 200- Fitting Pistons
300 RPM is necessary to obtain the proper cross-hatch Piston and cylinder wall must be clean and dry.
Specified clearance between the piston and the cylin-
CROSS-HATCH der wall is .0005 to .0015 inch.
PATTERN

v~8 .019 TO ,027 IN. LESS .

THAN DIAMETER AT (C)
PISTON

318 CUBIC INCH

THE ELLIPTICAL SHAPE OF THE DIAMETER (D) SHOULD BE
PISTON SKIRT SHOULD BE .010 .0000 TO .001 INCH
TO .013 IN, LESS AT DIAMETER LARGER THAN (C)
(A) THAN ACROSS THE THRUST
NP998A FACES AT DIAMETER (B) NU249A

Fig. 43-Cylinder Bore Cross-Hatch Pattern Fig. 44—Piston Measurements (318 Engine)
MyMopar.com
 318-340-360 ENGINE 9-41
.019 TO .027 IN. LESS and connecting rod to next oversize.
THAN DiAM£TER AT (C).
Install piston pin lock rings with the beveled edge
away from the piston pin, using Tool C-3915.
(2) Assemble pistons and rods for the left
cylinder bank (1-3-5-7) with piston boss marked
"Front" and indent on piston head on the same side
as the larger chamfer on large end of connecting rod.
Assemble pistons and rods to be used in the right
cylinder bank (2-4-6-8) with "Front" and indent op-
posite the large chamfer in the connecting rod.
34$ ǵBIÇ INC¾
DIAMETER (D) SHOULD
THE ELLIPTICAL SHAPE OF THE
BE .0000 TO .001 INCH Piston Pin Removal—318 and 360 Engines
PISTON SKIRT SHOULD ßE
010 TO .012 LESS AT LARGER THAN (C). (1) Arrange Tool C-4158 parts for removal of pis-
DIAMETER (A) THAN ACROSS THE ton pin, (Fig. 47).
THRUST FACES AT DIAMETER ( S i NU159A NOTE: On 318 Engine use Pilot C¯42OO¯3 and Anvil
C-4200-1.
Fig. 45—Piston Measurements (340 Engine) On 360 Engine use Pilot SP-5523 and Anvil SP¯552O.
Piston diameter should be measured at the top of (2) Install pilot on main screw.
skirt 90 degrees to piston pin axis. Cylinder bores (3) Install main screw through piston pin.
should be measured halfway down the cylinder bore (4) Install anvil over threaded end of main screw
and transverse to the engine crankshaft center line. with small end of anvil against piston boss. Be sure
Pistons and cylinder bores should be measured at spring is removed from anvil.
normal room temperature, 70 degrees F. (5) Install nut loosely on main screw and place
assembly on a press, (Fig. 48).
(6) Press piston pin out of connecting rod.
Piston Pins
When pin falls free from connecting rod, stop press
On 340 cubic inch engines, the piston pin is full to prevent damage to bottom of anvil.
floating and is retained by piston pin lock rings. (7) Remove tool from piston.
On 318 and 360 cubic inch engines, the piston pin
rotates in the piston only, and is retained by the press Piston Pin Installation—318 and 360 Engines
interference fit of the piston pin in the connecting rod. (1) Test piston pin fit in the piston. It should be a
sliding fit in the piston at 70 degrees F. Piston pins
Piston Pin Removal and Installation—340
are supplied in standard sizes only.
Engine Only
(2) Lubricate piston pin holes in the piston and
(1) With new piston and new pins at room temper-
connecting rod.
ature, 70 degrees F., pin should be a light thumb push
(3) Arrange Tool C-4158 parts for installation of
fit in the piston and connecting rod. Replacement is
piston pin (Fig. 49).
necessary if there is excessive clearance between the
NOTE: On 318 Engine use Pilot C-4200-3 and Anvil
pin and the piston or the connecting rod. Ream piston
C-4200-1.
V~8 ß
PISTON I .021 to .028 IN. LESS NUT (TOOL)
'THAN DIAMETER AT (C)"
ANVIL (TOOL)
PISTON

PILOT (TOOL)

MAIN
SCREW (TOOL)

360 CUBIC INCH GUIDE-SMALL

PISTON PIN (TOOL)
THE ELLIPTICAL SHAPE OF THE
PISTON SKIRT SHOULD BE .010 DIAMETER (D) SHOULD BE CONNECTING ROD
TO .013 IN. LESS AT DIAMETER ,0000 TO .01 INCH
(A) THAN ACROSS THE THRUST LARGER THAN (C) GUIDE-LARGE (TOOL)
FACES AT DIAMETER (B) KR195B
PB3ll
Fig. 47-Tool C-4Ì58 Arrangement for Removing
Fig. 46-P¡ston Measurements (360 Engine) Piston Pin (3Ì8 and 360)
MyMopar.com
9-42 318-340-360 E N G I N E
M A I N SCREW (TOOL) PRESS
PRESS-¯-^^^ dP¯¯^‰

M A I N SCREW (TOOL)
PILOT (TOOL)

PISTON PIN

PISTON
PISTON P I N - HJtoUT J T ^ X > ' - ^ PISTON

A N V I L (TOOL)
ANVIL (TOOL)

NR8O8 NR8O9

Fig. 48-Remov¡ng Piston Pin With Tool C-4I58 Fig. 50-lnstalHng Piston Pin With Tool C-4¶58
(318 and 360)
(11) Place assembly in a vise (Fig. 51).
On 360 Engine use Pilot SP-5523 and Anvil SP-5520. (12) Attach torque wrench to nut and tighten up
(4) Install spring inside the pilot and install spring to 15 foot-pounds. If the connecting rod moves down-
and pilot in the anvil. Install piston pin over main ward on piston pin, reject this connecting rod and
screw. piston pin combination. Obtain a connecting rod with
(5) Place piston, with "front" up, over the pilot so proper small end bore diameter and repeat the instal-
pilot extends through piston pin hole. lation and tightening procedure.
(6) Position connecting rod over the pilot which (13) If connecting rod does not move under 15
extends through piston pin hole. foot-pounds, piston pin and connecting rod interfer-
Assemble rods to pistons of the right cylinder bank ence is satisfactory, remove tool.
(2, 4, 6, and 8) with indent on piston head opposite to
the larger chamfer on the large bore end of con- Fitting Rings
necting rod. Assemble rods to pistons of the left cylin- (1) Measure piston ring gap about two inches
der bank (1, 3, 5, and 7) with indent on piston head on from bottom of cylinder bore in which it is to be fitted
the same side as the large chamfer on the large bore (An inverted piston can be used to push the rings
end of the connecting rod. down to insure positioning rings squarely in the cylin-
(7) Install main screw and piston pin in piston, der bore before measuring).
(Fig. 44). (2) Insert feeler stock in the gap. The ring gap
(8) Install nut on puller screw to hold assembly
together. Place assembly on a press (Fig. 50). NUT
(TOOL)
(9) Press piston pin in until pin "bottoms" on the
pilot. This will position pin in connecting rod. TORQUE WRENCH
(10) To measure pin fit, remove tool and arrange
SOCKET
tool parts and piston assembly as shown in Figure 47.
ANVIL (TOOL)
SPRING (TOOL) PISTON

PILOT (TOOL)
P I S T O N
NUT •NÇ " ^ W ^ - *
(TOOL) ''JOkW.· ^ - P I S T O N PIN
MAIN SCREW PILOT (TOOL)
(TOOL)
GUIDE-SMALL M A I N SCREW (TOOL)
(TOOL)

GUIDE-LARGE (TOOL) NR810

KR196B
Fig. 49-Too¡ C-4¶58 Arrangement for Installing Fig. 51 -Testing Fit of Piston Pin in Connecting Rod
Piston Pin (3Ì8 and 360) (3Ì8 and 360)
MyMopar.com
 318-340-360 ENGINE 9¯43

should be between .010 and .020 inch for compression

rings and .015 to .062 inch for oil ring steel rails in a r>
standard size bores (for new service rings). Max-
imum gap in .005 inch O/S bores should be .060 inch a D
for compression rings and .070 inch for oil ring steel
rails.
a D
(3) Measure side clearance between piston ring a D
and ring land (Fig. 52). Clearance should be .0015 to
.003 inch for the top compression ring and the in- a D
termediate ring. Steel rail service oil ring should be
free in groove, but should not exceed .005 inch side a D
clearance. a
(4) On 318 or 360 Cubic Inch Engines, the keys on
the spacer expander must be inserted into the hole in
the oil ring groove over the piston pin front boss
a D
(Fig. 53). TOP VIEW OF BLOCK
On 340 Cubic Inch Engine, install the spacer keys A-EXPANDER GAPS B-RAIL GAPS
into one of the drain holes on the outboard side of the
IF YOU HAVE FOLLOWED THE INSTRUCTIONS,
engine. THE RING WILL BE IN THIS POSITION ON THE
(5) On 318, 340 and 360 CID engines, arrange oil PISTON.
ring rail gaps on inboard side of piston as shown at TOP RAIL GAP-x-«-3'
top of Figure 53.
(6) Install compression rings in middle and top
grooves use ring installer Tool C-3586 for 318 cubic
inch engine, Tool C-3672 for 340 cubic inch engine,
Tool C-3562 for 360 cubic inch engine. Be sure the BOTTOM
mark "Top" on each compression ring is to the top of RAIL GAP
piston when ring is installed.

CRANKSHAFT IDENTIFICATION ENDS BUTTING

A crankshaft which has one or more connecting rod NP513
or main bearing journals under size will be steel
Fig. 53—Proper Oil Ring Installation
stamped on the milled flat on the number 8
crankshaft counterweight (Fig. 54). "RX" indicates all rod journals are .010 inch under-
size; "MX" indicates all main journals are .010 inch
Undersize Journal Identification Stamp
.001 inch Rl-R2-R3 or R4 undersize.
.010 ¡nch RX
.001 inch Ml-M2-M3-M4orM5 Balance of V8 Engine Damper, Crankshaft
.010 inch MX and Torque Converter
360 cubin inch engines have external crankshaft
balance. External balance is identified by the off-
center weight cast in the vibration damper hub and
the larger balance weights welded on the torque con-
PISTON RING verter. Both of these items will be present on a
FEELER GAUGE

—1 NU5l
NR795
Fig. 54—Location of Crankshaft Identification on
Fig. 52—Measuring Piston Ring Side Clearance No. 8 Counterweight
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9-44 318-340-360 ENGINE

crankshaft with external balance. INSTALLING PISTON AND CONNECTING

Therefore, when replacing the damper, crankshaft, ROD ASSEMBLY
or torque converter on any V8 engine it is important
to use correct part numbers. In addition a damper or (1) Before installing pistons, and connecting rod
torque converter being replaced should look the same assemblies into the bore, be sure that compression
with respect to having or not having off-center ring gaps are staggered so that neither is in line with
weights. oil ring rail gap.
(2) Before installing the ring compressor, make
CONNECTING RODS sure the oil ring expander ends are butted and the
rail gaps located as shown in Figure 53.
Installation of Connecting Rod Bearings (3) Immerse the piston head and rings in clean
Fit all rods on one bank until completed. Do not engine oil, slide the ring compressor, Tool C-385, over
alternate from one bank to another, because when the piston and tighten with the special wrench (part
the rods are assembled to pistons correctly, they are of Tool C-385). Be sure position of rings does not
not interchangeable from one bank to another. change during this operation.
The bearing caps are not interchangeable and (4) Install connecting rod bolt protectors on rod
should be marked at removal to insure correct assem- bolts, the long protector should be installed on the
bly. numbered side of the connecting rod.
Each bearing cap has a small "V" groove across (5) Rotate crankshaft so that the connecting rod
the parting face. When installing the lower bearing journal is on the center of the cylinder bore. Insert
shell, make certain that the "V" groove in the shell is rod and piston into cylinder bore and guide rod over
in line with the "V" groove in the cap. This provides the crankshaft journal.
lubrication of the cylinder wall in the opposite bank. (6) Tap the piston down in cylinder bore, using a
The bearing shells must be installed so that the hammer handle. At the same time, guide connecting
tangs are in the machined grooves in the rods and rod into position on crankshaft journal.
caps. (7) The notch or groove on top of piston must be
Limits of taper or out-of-round on any crankshaft pointing toward front of engine and the larger
journals should be held to .001 inch. Bearings are chamfer of the connecting rod bore must be installed
available in .001, .002, .003, .010 and .012 inch under- toward crankshaft journal fillet.
size. Install the bearings in pairs. Do not use a new (8) Install rod caps, tighten nuts to 45 foot-
bearing half with an old bearing half. Do not file the pounds.
rods or bearing caps.
CRANKSHAFT MAIN JOURNALS
MEASURING CONNECTING ROD BEARING
CLEARANCE The crankshaft journals should be checked for ex-
cessive wear, taper and scoring. Limits of taper or
Shim Stock Method out-of-round on any crankshaft journals should be
(1) (a) On 318 or 360 Cubic Inch Engine, place an held to .001 inch. Journal grinding should not exceed
oiled .001 inch brass shim stock (1/2 inch wide and .012 inch under the standard journal diameter. Do
3/4 inch long between bearing and connecting rod NOT grind thrust faces of Number 3 main bearing.
Do NOT nick crank pin or bearing fillets. After re-
journal.
grinding, remove rough edges from crankshaft oil
(b) On 340 Cubic Inch Engine with tri-metal holes and clean out all oil passages.
bearings, use an oiled .002 inch brass shim stock (1/2 CAUTION: With the nodular cast iron crankshafts
inch wide and 3/4 inch long) between the bearing and used in all 318, 340 and 360 cubic inch engines it is
connecting rod journal. important that the final paper or cloth polish after
(2) Install bearing cap and tighten to 45 foot- any journal regrind be in the same direction as nor-
pounds. mal rotation in the engine. Cast crankshafts are Iden-
(3) Turn crankshaft 1/4 turn in each direction. A tified by the letters "CFD" or "AAWJ" cast on the
slight drag should be felt which indicates clearance is number 4 counterweight just ahead of number 4 main
satisfactory. 318 or 360 Cubic Inch Engine correct journal.
clearance is from .0005 to .002 inch; 340 Cubic Inch
Engine with tri-metal bearings correct clearance is CRANKSHAFT MAIN BEARINGS
from .001 to .0025 inch.
(4) End play should be from .009 to .017 inch with Bearing caps are not interchangeable and should be
marked at removal to insure correct assembly. Upper
both rods installed on a journal.
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 318-340-360 ENGINE 9-45
and lower bearing halves are NOT interchangeable. I TOOL •BEARING ÉIHTOOL •BEARING
Lower main bearing halves of 1, 2 and 4 are inter-
changeable. Upper main bearing halves of 1, 2 and 4
are interchangeable.
Upper and lower Number 3 bearing halves are
flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves
in the engine (Fig. 55). Bearing shells are available
in standard and the following undersizes: .001, .002,
.003, .010 and .012 inch. Never install an undersize
bearing shell that will reduce clearance below specifi-
cations.

Removal
(1) Remove oil pan and identify bearing caps be-
fore removal.
(2) Remove bearing caps one at a time. Remove Fig. 56—Removing and Installing Upper Main
upper half of bearing by inserting Tool C-3059 (Fig. Bearing With Tool C-3059
52) into the oil hole of crankshaft. (2) Install bearing in center main bearing cap,
(3) Slowly rotate crankshaft clockwise, forcing bearing tang in groove in cap; lubricate bearing and
out upper half of bearing shell. bolts; position shim stock across the bearing, install
cap, tighten bolts to 85 foot-pounds.
Installation (3) If a slight drag is felt as crankshaft is turned
Only one main bearing should be selectively fitted (moved no more than 1/4 turn in either direction),
while all other main bearing caps are properly tight- clearance is .001 inch or less and is considered satis-
ened. factory.
When installing a new upper bearing shell, slightly If, however, no drag is felt, the bearing is too large
chamfer the sharp edges from the plain side. or crankshaft cannot be rotated, bearing is too small
(1) Start bearing in place, and insert Tool C-3059 and should be replaced with the correct size.
into oil hole of crankshaft (Fig. 56). (4) Fit remaining bearings in same manner.
(2) Slowly rotate crankshaft counter-clockwise, (5) Measure crankshaft end play .002 to .007 inch.
sliding the bearing into position. Remove Tool C- If end play is less than .002 inch or more than .007
3059. inch, install a new number 3 main bearing.
It is permissable to use one .001 inch undersize
MEASURING MAIN BEARING CLEARANCE bearing shell with one standard bearing shell or one
.002 inch undersize bearing shell with one .001 inch
Shim Stock Method undersize shell. Always use the smaller diameter
(1) Smooth edges of a 1/2 x 3/4 inch piece of bearing half as the upper. Never use an upper bear-
brass shim stock, .001 inch thickness. ing half more than .001 inch smaller than the lower
bearing half and never use a new bearing half with a
UPPER used bearing half.

REAR MAIN BEARING OIL SEALS

Service seals are of split rubber type composition.

The seals make it possible to replace the upper rear
seal without removing the crankshaft. The seal must
be used as an upper and lower set and cannot be
combined with the rope seal.
In 318-340 Cubic Inch Engines, a rope seal is sup-
plied in the engine gasket package to be used when
the engine is rebuilt.
360 Cubic Inch Engine, uses only the service split
LOWER rubber type composition seal.
PB3Ì5 (1) With the oil pan and oil pump removed, re-
Fig. 55-Main Bearing Identification move the rear main bearing cap.
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9-46 318-340-360 ENGINE

SEAL

NK33A

fig. 58-lnstalling Upper Oil Seal With Tool C-3511

Fig. 57-Removing Upper Oil Seal With Tool C-4I48
(2) Remove lower rope oil seal by prying from the
side with a small screw driver. OIL SEAIV TOOL
(3) Remove upper rope oil seal by screwing Tool
C-4148 into the end of the seal, being careful not to
damage the crankshaft (Fig. 57). Pull the seal out
with the tool while rotating the crankshaft.
CAUTION: Always wipe crankshaft surface clean,
then oil lightly before installing a new seal.
(4) Oil seal lip lightly with engine oil.
(5) Hold seal (with paint stripe to the rear) tight-
ly against crankshaft with thumb to make sure that
the sharp edge of the groove in the block does not
NK34A
shave or nick the back of the seal, install seal in the
block groove. Rotate the crankshaft while sliding seal Fig. 59-Trimm¡ng Upper Oil Seal
into groove. Care must be exercised not to damage der block so that both ends protrude.
the sealing lip. (2) Using Tool C-3511 tap seal into position until
(6) Install other half of the seal into the rear main tool is seated in bearing bore, (Fig. 58).
bearing cap, with paint stripe to the rear. (3) Hold tool in this position and cut off the por-
(7) Install rear main bearing cap, tighten to 85 tion of seal that extends beyond the block on both
foot-pounds. Do not use sealer or cement on seal ends sides, (Fig. 59).
or lip.
Lower Seal
REAR MAIN BEARING OIL SEAL (1) Install a new seal in bearing cap so that ends
(Crankshaft Removed) protrude.
(2) Using Tool C-3511 tap the seal down into posi-
318-340 Cubic Inch Only tion until tool is seated in bearing bore.
Upper Seal (3) Hold tool in this position and cut off the por-
(1) Install a new rear bearing oil seal in the cylin- tion of seal that extends above the cap on both sides.

ENGINE OILING SYSTEM (Fig. 60)

OIL PAN steering linkage center link.
(4) Remove exhaust pipes from exhaust mani-
Removal folds and leave hang without disconnecting from the
(1) Disconnect battery ground cable, and remove muffler on single exhaust system.
dipstick. (5) Remove the oil pan bolts and oil pan.
(2) Raise vehicle on a hoist, drain the oil. Remove
engine to torque converter left housing strut. Installation
(3) Remove steering and idle arm ball joints from (1) Inspect alignment of oil strainer. Bottom of
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 TO M A I N BEARINGS

OIL SUPPLY
TO PUSH ROD

ROCKER SHAFT BRACKET

OIL FLOWS TO ONLY ONE BRACKET
O N EACH HEAD. BRACKET IS
SECOND FROM REAR O N RIGHT
HEAD. BRACKET IS SECOND FROM
FRONT O N LEFT HEAD.

PASSAGE TO
OIL GALLERY
CYLINDER HEAD

OIL PASSAGE FOR OIL

PRESSURE INDICATOR LIGHT

RIGHT OIL GALLERY

OIL FILTER
PASSAGE TO CAMSHAFT
REAR BEARING

OIL FROM FILTER

TO SYSTEM TO CONNECTING
ROD BEARINGS

OIL T O FILTER
FEED FROM OIL GALLERY TO # 2 M A I N
CRANKSHAFT BEARING A N D PASSAGE TO HEAD M A I N

FROM OIL PUMP NP267A

Fig. 60-Eng¡ne Oiling System (318-340-360)

t
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9¯48 318-340-360 ENGINE
strainer must be parallel with the machined surface OIL PUMP ASSEMBLY
of the cylinder block. Bottom of strainer must touch
bottom of oil pan with 1/16 to 1/8 inch interference
desirable.
(2) Clean oil pan gasket surface and mating sur-
face of block. Inspect pan rail for distortion and
straighten if necessary.
(3) Using a new pan gasket set, install oil pan,
tighten screws to 200 inch-pounds. Be sure notches on SPRING COTTER PIN
side gaskets are installed as shown in Fig. 61 on 360
cubic inch engines.
(4) Install engine to converter housing strut. Con-
nect exhaust pipes to manifolds. RELIEF VALVE
(5) Connect steering and idler arm ball joints to
steering center link. •RETAINER NF931B
(6) Lower vehicle, install dipstick, fill with proper
grade and quantity of motor oil, connect battery Fig. 62-D¡sassembled Oil Pressure Relief Valve
ground cable. spring and relief valve (Fig. 62).
(2) Remove oil pump cover bolts and lockwashers,
OIL PUMP and lift off cover.
(3) Discard oil seal ring.
It is necessary to remove the oil pan, and remove (4) Remove pump rotor and shaft, and lift out
the oil pump from rear main bearing cap to service outer rotor.
the oil pump. (5) Wash all parts in a suitable solvent and inspect
carefully for damage or wear (Fig. 63).
Disassembly
(1) To remove the relief valve, proceed as follows: Inspection and Repair
(a) Remove cotter pin, drill a 1/8 inch hole into (1) Clean all parts thoroughly. Mating surface of
the relief valve retainer cap and insert a self-thread- the oil pump cover should be smooth. Replace pump
ing sheet metal screw into cap. assembly if cover is scratched or grooved.
(b) Clamp screw into a vise and while support- (2) Lay a straight edge across the pump cover sur-
ing oil pump, remove cap by tapping pump body face (Fig. 64). If a .0015 inch feeler gauge can be in-
using a soft hammer. Discard retainer cap and remove serted between cover and straight edge, pump as-
sembly should be replaced.
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures .825 inch or less
(Fig. 65), or the diameter is 2.469 inches or less, re-
place outer rotor.
(4) If inner rotor measures .825 inch or less, replace
inner rotor and shaft assembly (Fig. 66).
(5) Slide outer rotor into pump body, press to one
DRIVE SHAFT
BODY AND GEAR
INNER ROTOR
AND SHAFT

" O " RING / SPRING

RELIEF VALVE RETAINER
OUTER ROTOR
NOTCH BOLT NF93OB

Fig. 61-Oil Pan Gaskets and Rear Seal Installation Fig. 63-Oil Pump-Disassembled View
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¤ -318-340-360 ENGINE 9-49
STRAIGHT
EDGE

COVER

OUTER ROTOR

PUMP BODY
NF932 NF935

Fig. 64—Checking Oil Pump Cover Flatness Fig. 67—Measuring Outer Rotor Clearance in Housing
side with fingers and measure clearance between rotor
and pump body (Fig. 67). If measurement is .014 inch
or more, replace oil pump assembly.
(6) Install inner rotor and shaft into pump body. If
clearance between inner and outer rotors (Fig. 68) is
.010 inch or more, replace shaft and both rotors. OUTER
(7) Place a straight edge across the face of the ROTOR
pump, between bolt holes. If a feeler gauge of .004
inch or more can be inserted between rotors and the
straight edge, replace pump assembly (Fig. 69). INNER
ROTOR
¯ `\

NR127

Fig. 68—Measuring Clearance Between Rotors

(8) Inspect oil pressure relief valve plunger for
scoring and free operation in its bore. Small marks
may be removed with 400-grit wet or dry sandpaper.
(9) The relief valve spring has a free length of
2-1/32 to 2-3/64 inch and should test between 16.2
and 17.2 pounds when compressed to 1-11/32 inch.
Replace spring that fails to meet specifications.
NF933A (Fig. 70).
Fig. 65—Measuring Outer Rotor Thickness (10) If oil pressure is low and pump is within speci-
fications, inspect for worn engine bearings or other
reasons for oil pressure loss.

^^—– STRAIGHT
EDGE
-FEELER GAUGE

, NF934
NR128

Fig. 66—Measuring Inner Rotor Thickness Fig. 69—Measuring Clearance Over Rotors
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9-50 400-440 ENGINE

RETAINER CAP
CHAMFER

NP565

Fig. 70—Proper Installation of Retainer Cap Fig. 7 I -Removing Oil Filter With Tool C-4065
Assembly and Installation every second oil change.
(1) Assemble pump, using new parts as required. (1) Using Tool C-4065, unscrew filter from base and
(2) Install new oil seal rings between cover and discard (Fig. 71).
pump body. Tighten cover bolts to 95 inch-pounds. (2) Wipe base clean, then inspect gasket contact
(3) Prime oil pump before installation by filling surface.
rotor cavity with engine oil. (3) Lubricate gasket of new filter with clean engine
(4) Install oil pump on engine. Tighten attaching oil.
bolts to 30 foot-pounds. (4) Install filter by hand, finger tight. Use no tools.
OIL FILTER (5) To obtain an effective seal, tighten filter by hand
the additional number of turns indicated on the re-
The oil filter should be replaced to coincide with placement filter. Start engine and inspect for leaks.

400-440 CUBIC INCH ENGINES

INDEX
Page Page
Camshaft 62 Measuring Connecting Rod Bearing Clearance 68
Camshaft Bearings . 63 Measuring Main Bearing Clearance . 70
Connecting Rods . 68 Oil Filter . 74
Crankcase Ventilation System . 74 Oil Pan . 71
Crankshaft Identification . 67 Oil Pump . 72
Crankshaft Main Bearings . 69 Pistons, Pins and Rings . 65
Crankshaft Main Journals . 69 Repair of Damaged or Worn Threads . 75
Cylinder Block . 64 Rear Main Bearing Oil Seal . 70
Cylinder Heads . 54 Rocker Arms and Shaft Assembly . 53
Distributor Drive Shaft Bushing . 63 Spark Plug Replacement . 51
Engine Assembly . 52 Special Service Tools 92
Engine Mounts . 51 Specifications 83
Engine Oiling System . 71 Timing Chain Cover, Oil Seal and Chain . 60
Hydraulic Tappets . 58 Tune-Up 50
Installing Piston and Connecting Rod Valves and Valve Springs . 55
Assembly . 69 Valve Timing . 60

SERVICE PROCEDURES
TUNE-UP (1) Test battery specific gravity, add water if
necessary, clean and tighten battery connections.
To provide best vehicle performance and lowest (2) Test cranking voltage. See "Starting Motor
vehicle emissions, it is most important that the tune- Cranking Voltage" Electrical Section of this manual.
up be done accurately, using the specifications listed (3) Tighten the intake manifold bolts to 40 foot
on the Vehicle Emission Control Information sticker pounds.
found in each engine compartment. (4) Perform cylinder compression test. Compres-
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 400-440 ENGINE 9-51
sion should not be less than 100 pounds and not just throttle stop screw to specifications. Perform a
vary more than 40 pounds between cylinders. The combustion analysis.
recommended pressures are to be used only as a (10) Test the fuel pump for pressure and vacuum.
guide to diagnosing engine problems. An engine in Refer to "Fuel System" Group 14, Specifications.
good condition may exhibit higher pressures. Many (11) Inspect the manifold heat control valve in the
conditions which are difficult to control cause varia- right exhaust manifold for proper operation and ap-
tions in compression readings. An engine should not ply Manifold Heat Control Valve Solvent Number
be disassembled to determine the cause of low com- 3419129 or equivalent to the bushing and shafts.
pression unless some other manfunction is present. (12) Every 12 months, remove air filter element and
(5) Clean or replace spark plugs as necessary and blow out dirt gently with air hose. Direct air from
adjust gap to .035 inch. Tighten to 30 foot-pounds inside out, and keep nozzle 2 inches away from ele-
using new gaskets. ment to avoid damaging (Fig. 1). Clean the metal
(6) Test resistance of spark plug cables. Refer to housing and replace the element. Every two years
"Ignition System Secondary Circuit Inspection" Elec- install a new factory recommended filter element or
trical Section. equivalent. Service the unit more frequently when
(7) Inspect the primary wire and vacuum advance driving under severe conditions, such as in dusty ar-
operation. Test coil output voltage, primary and sec- eas.
ondary resistance. Replace parts as necessary. Refer (13) Inspect crankcase ventilation system as out-
to Ignition System and make necessary adjustments. lined at the rear of this section.
(8) Reset the ignition timing with the vacuum ad- (14) Inspect and adjust the accessory belt drive
vance line disconnected. The ignition timing should be referring to "Cooling System" Group 7 for proper
set to compensate for altitudes and/or gasoline adjustments.
grades. (15) Road test vehicle as a final check.
(9) Set carburetor idle mixture adjustment. Ad-

SPARK PLUG REPLACEMENT

On the 400 and 440 engines, time generally will be reduced by following these procedures for spark plug
removal and installation:
"R" and "W" Bodies with heat shield on fender apron.

Plug No. Removal Socket + Tool Caution

Top Rachet
Top or Bottom Box Wrench
Top or Bottom Ratchet Sharp edge on lower steering coupling
Bottom Box Wrench Disconnect Battery (live starter terminal)
Bottom Box Wrench
Bottom Ratchet
Bottom Ratchet Avoid heat riser valve
Bottom Ratchet
"P", "D", "C" and "Y" Bodies with heat shield on fender apron.

1 Top Ratchet
3 Bottom Box Wrench
5 Bottom Box Wrench
7 Bottom Box Wrench Disconnect Battery (live starter terminal)
2* Top or Bottom Ratchet
4 Top or Bottom Ratchet
6 Bottom Ratchet Avoid heat riser valve
8 Bottom Ratchet

Use a hoist to obtain working room under the engine. The "C", "`P", " D " and "Y" Bodies have slightly more
handroom than the "R" and "W" Bodies.
*"Y" Body accessible from under right front fender.

ENGINE FRONT MOUNTS (Figs. 2,3 and 4) hose and radiator top tank.
(2) Disconnect throttle linkage at transmission and
Removal at carburetor.
(1) Raise hood and position fan to clear radiator (3) Remove torque nuts from insulator studs.

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 TIGHTENING
NY86l TORQUE
50 FT. LB.
Fig. ¶—Cleaning Air Filter Element
<B> 55 FT. LB.
(4) Raise engine just enough to remove front mount

<n>
75 FT. LB.
assembly. NR42A

Installation Fig. 3-Eng¡ne Front Mounts (400-440)-Polara

(1) Install insulator to engine bracket and tighten and Monaco
to specified torque. Installation
(2) Lower the engine and install washers and pre- (1) Install rear mount to crossmember and tighten
vailing torque nuts to insulator studs; tighten nuts to nut to specified torque.
specified torque. (2) Install rear crossmember to frame and tighten
(3) Connect throttle linkage at transmission and bolts to specified torque.
carburetor.
ENGINE ASSEMBLY
ENGINE REAR MOUNTS (Fig. 5)
Removal
(1) Scribe the outline of hinge brackets on hood to
Removal
assure proper adjustments when installing.
(1) Raise vehicle on hoist.
(2) Remove hood.
(2) Install transmission jack. (3) Drain cooling system and remove battery.
(3) Remove engine rear crossmember from frame (4) Remove all hoses, fan shroud, disconnect oil
and remove rear mount. cooler lines and remove radiator.
(5) Disconnect fuel lines and wires attached to en-
gine units. Remove air cleaner and carburetor.
(6) Attach engine lifting fixture to carburetor
flange studs on intake manifold.

TIGHTENING TORQUE

INSULATOR

:VIEW B
VIEW A
TIGHTENING TORQUE

•CROSSMEMBER ^ x ^ y REST RICTOR

>RESTRICTOR

PF200 318 A N D 360 CID ENGINES 400 A N D 440 CID ENGINES PF201

Fig. 2-Bngine Front Mounts (4OO·44O)-Coronet Fig. 4—Engine Restrictors—Polara (Police and
and Charger Taxi Only)

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 400-440 ENGINE 9-53

TRANSMISSION (9) Connect propeller shaft, wires, linkage, cable,

EXTENSION SPACER (2) oil cooler lines at the transmission, connect exhaust
pipes to manifold using new gaskets. Install transmis-
sion filler tube.
(I) Lower vehicle and install radiator, fan shroud,
hoses, oil cooler lines and connect all wires and link-
age.
PLAIN INSULATOR (II) Remove engine lifting fixture from intake
WASHER ASSEMBLY manifold and install carburetor and fuel lines. Con-
NUT AND WASHER nect throttle linkage.
ASSEMBLY <ç> (12) Install hood, using scribe marks for proper
alignment.
(13) Close all drain cocks and fill cooling system.
(14) Fill engine crankcase and transmission. Refer
to "Lubrication" Group 0 for quantities and lubri-
cants to use and check entire system for leaks and
correct as necessary.
(15) Start engine and run engine until normal op-
erating temperature is reached.
PY434
(16) Inspect ignition timing and adjust carburetor
Fig. 5—Engine Rear Mount—Coronet, Charger, Po¡ara as necessary.
and Monaco (17) Adjust accelerator and transmission linkages.
Road test vehicle.
(7) Raise vehicle on a hoist and install engine sup-
port fixture Tool C-3487A to support rear of engine.
(8) Drain transmission and torque converter. ROCKER ARMS AND SHAFT ASSEMBLY
(9) Disconnect exhaust pipes at manifolds, propel- The rocker arms are of stamped steel and are ar-
ler shaft, wires, linkage, cable, and oil cooler lines at ranged on one rocker arm shaft, psr cylinder head.
the transmission. The push rod angularity tends to force the pairs of
(10) Remove engine rear support crossmember rocker arms toward each other where oilite spacers
and remove transmission from vehicle. carry the side thrust at each rocker arm. The rocker
(11) Lower vehicle and attach chain hoist to shaft is held in place by bolts and stamped steel
fixture eyebolt. retainers attached to the five brackets on the cylinder
(12) Remove engine front mounting bolts. Raise head.
engine with a chain hoist and work engine out of
chassis.
(13) Place engine in repair stand Tool C-3167 and
Removal
(1) Remove cylinder head cover and gasket.
adapter C-3662 for disassembly, using transmission
(2) Remove rocker shaft bolts and retainers and
mounting bolts.
remove rocker arms and shaft assembly.
(3) If rocker arm assemblies have been disassem-
Installation bled for cleaning, inspection, or replacement, refer to
(1) Attach engine lifting fixture to carburetor Figure 6 for rocker arm identification, and Figure 7
flange studs on intake manifold. for positioning on the shaft.
(2) Attach chain hoist to fixture eyebolt.
(3) Remove engine from repair stand and lower Installation
engine carefully until engine is positioned in vehicle. (1) Install rocker arms and shaft assembly mak-
(4) Install engine support fixture Tool C-3487A ing sure to install the long stamped steel retainers in
and adjust to support rear of engine. the number two and four positions.
(5) Remove chain hoist from fixture eyebolt. (2) Install rocker shafts so that 3/16 inch diam-
(6) Raise vehicle on hoist, install and tighten en- eter rocker arm lubrication holes point downward into
gine front support mounting bolts. the rocker arm, so that the 15 degree angle of these
(7) Install transmission and engine rear support holes point outward towards the valve end of the
crossmember. rocker arms, (Fig. 8). This is necessary to provide
(8) Lower engine into position and install engine proper lubrication to the rocker assemblies.
rear support crossmember bolts. Remove engine sup- The 15 degree angle of the rocker arm lubrication
port fixture Tool C-3487A. holes is determined from the center line of the bolt

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9-54 400-440 ENGINE

ROCKER A R M —"LEFT" ROCKER A R M — " R I G H T

OILITE SPACER

ROCKER ARM
LUBRICATION HOLES

Fig. 6-"Right" and "Left" Rocker Arm Identification

RIGHT BANK LEFT BANK
holes through the shaft which are used to attach the ND23
shaft assembly to the cylinder head.
Fig. 8—Rocker Arm Lubricating Holes
(3) Tighten rocker shaft bolts to 25 foot-pounds.
(4) Clean cylinder head cover gasket surface. In- (2) Disconnect diverter valve vacuum line from
spect cover for distortion and straighten if necessary. intake manifold, air pump line at exhaust manifolds
(5) Clean cylinder head rails. Place new cylinder and diverter valve on the high mount air pump if so
head cover gaskets in position and install cylinder equipped. Do not remove low mount air pump.
head covers. Tighten to 40 inch-pounds. (3) Remove alternator, carburetor fuel line and
(6) Install closed crankcase ventilation system and accelerator linkage.
evaporation control system. (4) Remove closed ventilation system and evapora-
tion control system.
CYLINDER HEADS (5) Remove vacuum control tube at carburetor
and distributor.
The alloy cast iron cylinder heads are held in place (6) Disconnect distributor cap, coil wires and
by 17 bolts. The spark plugs enter the cylinder head heater hose.
horizontally and are located at the wedge of the com- (7) Disconnect heat indicator sending unit wire.
bustion chambers. (8) Remove spark plugs.
(9) Remove intake manifold, ignition coil and car-
buretor as an assembly.
Removal
(10) Remove tappet chamber cover.
(1) Drain cooling system. Remove air cleaner.
(11) Remove cylinder head covers and gaskets.
(12) Remove exhaust manifolds.
(13) Remove rocker arm and shaft assemblies.
Remove push rods and identify to insure installation
in original location.
(14) Remove the 17 head bolts from each cylinder
head and remove cylinder heads.
(15) Place cylinder head in holding fixture Tool
C-3626.

Installation
(1) Clean gasket surfaces of the cylinder block
and cylinder head. Remove all burrs from edges of
cylinder heads.
(2) Inspect all surfaces with a straightedge if
Fig. 7—Proper Rocker Arm Location on Shaft there is any reason to suspect leakage. If out of flat-

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 400-440 ENGINE 9-55

ness exceeds .00075 times the span length in any CYLINDER HEAD INTAKE PUSH RODS INSTALLING ROD
direction; either replace head or lightly machine the ASSEMBLIES
head gasket surface. As an example, if a 12 inch span
is .004 inches out of flat, allowable is 12 x .OOO75=.OO9
inches.
The cylinder head surface finish should be 70-180
micro-inches.
(3) Coat new gaskets lightly with a suitable seal-
er, Chrysler Number 1057794 or equivalent. Install
gaskets and cylinder heads.
(4) Install cylinder head bolts. Starting at top cen-
ter, tighten all cylinder head bolts to 40 foot-pounds
in sequence (Fig. 9).
Repeat the procedure, tightening all head bolts to
70 foot-pounds.
(5) Inspect push rods and replace any worn or
bent rods. Fig. 10-Valve Push Rods Installed
(6) Install push rods in the tappets maintaining air pump bracket if so equipped). Adjust belt ten-
alignment, using rod, (Fig. 10). sions and tighten pivot and mounting bolts to 30 foot-
(7) Install rocker arm and shaft assembly starting pounds and adjusting strap bolt to 200 inch-pounds.
each push rod into its respective rocker arm socket (15) Install high mount air pump, tighten to 24
making sure to install the long stamped steel re- foot-pounds. Install air pump line to diverter valve
tainers in the number two and four positions, tighten and exhaust manifolds using new gaskets. Connect
bolts to 25 foot-pounds. diverter vacuum line to intake manifold if so
(8) Place new cylinder head cover gasket in posi- equipped.
tion and install cylinder head covers. Tighten nuts to (16) Install vacuum hose at carburetor and dis-
40 inch-pounds. tributor.
(9) Install exhaust manifolds and tighten nuts to (17) Install closed ventilation system and evapora-
30 foot-pounds. tion control system.
(10) Adjust spark plugs to .035 inch gap and in- (18) Install carburetor air cleaner and fill cooling
stall plugs, tighten plugs to 30 foot-pounds. system.
(11) Install Rubber Sealer Part Number 3683829 (19) Adjust belt tensions as outlined in "Cooling
or equivalent to block corners before installing a new System" Group 7.
tappet chamber cover gasket. Tighten end bolts to 10
foot-pounds. VALVES AND VALVE SPRINGS
(12) Install intake manifold, carburetor and igni-
tion coil as an assembly and tighten manifold bolts to Valves are arranged in-line in the cylinder heads
40 foot-pounds. and inclined 30 degrees outward from vertical. The
(13) Install distributor cap. Connect the coil wire, intake and exhaust valves operate in guides that are
heat indicator sending unit wire, accelerator linkage, cast integral with the heads.
spark plug cables and insulators.
(14) Install carburetor fuel line, alternator (with Removal
(1) With cylinder head removed, compress valve
springs, using Tool C-3422A, (Fig. 11).
(2) Remove valve retaining locks, valve spring re-
tainers, valve stem cup seals and valve springs.
(3) Before removing valves, remove any burrs
from valve stem lock grooves to prevent damage to
the valve guide. Identify valves to insure installation
in original location.
Valve Inspection
(1) Clean valves thoroughly, and discard any
burned, warped, or cracked valves.
(2) Measure valve stems for wear. Refer to specifi-
KR137A cations for proper size. If wear exceeds .002 inch,
Fig. 9—Cylinder Head Tightening Sequence replace the valve.
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9-56 400-440 ENGINE

TOOL
CYLINDER HEAD
ASSEMBLY

VALVE

KR143

Fig. 13-Measuñng Valve Guide Wear

valve stem are as follows:

REPAIR STAND Reamer Reamer Valve Guide

(TOOL) Tool Number Oversize Size
KR141A C-3433 .005 in. .379-.380 in.
C-3430 .015 in. .389-.390 in.
Fig. 11—Compressing Valve Spring with Tool C-3422A C-3427 .030 in. .404-.405 in.
(3) Remove carbon and varnish deposits from in- (8) Slowly turn reamer by hand and clean guide
side of valve guides with a reliable guide cleaner. thoroughly before installing new valve. Do not at-
(4) Measure valve stem guide clearance as follows: tempt to ream the valve guides from standard direct-
Install sleeve Tool C-3973 over valve stem (Fig. 12) ly to .030 inch. Use step procedure of .005, .015 and
and install valve. .030 inch so the valve guides may be reamed true in
(5) The special sleeve places the valve at the cor- relation to the valve seat.
rect height for measuring with a dial indicator. At-
tach dial indicator Tool C-3339 to the cylinder head
Refac¡ng Valves and Valve Seats
The intake and exhaust valve faces and seats have a
and set it at a right angle to the valve stem being
45 degree angle. Always inspect the remaining valve
measured (Fig. 13).
margin after the valves are refaced (Fig. 14). Valves
(6) Move valve to and from the indicator. Total with less than 3/64 inch margin should be discarded.
dial indicator reading should not exceed .017 inch. If (1) The angle of both the valve and seat should be
the dial indicator reading is excessive or if the stems identical. When refacing valve seats, it is important
are scored or worn excessively, ream the guides for that the correct size valve guide pilot be used for
new valves with oversize stems. reseating stones. A true and complete valve seat sur-
(7) Service valves with oversize stems are avail- face must be obtained.
able in .005, .015 and .030 inch oversize. The oversize

FACE FACE

EXHAUST VALVE INTAKE VALVE

VALVE

VALVE SPRING
RETAINER LOCK GROOVES
KR142 PY600

Fig. Ì2-Positioning Valve with Tool C-3973 Fig. 14—Exhaust and Intake Valves

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 400-440 ENGINE 9¯57

(2) Inspect valve seat with Prussian blue to deter-

mine where valve contacts seat. To do this, coat valve
seat lightly with Prussian blue, then set valve in
place. Rotate valve with light pressure. If the blue is
transferred to the center of the valve face, the con-
tact is satisfactory. If the blue is transferred to the
top edge of the valve face, lower the valve seat with a
15 degree stone. If the blue is transferred to the
bottom edge of the valve face raise the valve seat
with a 60 degree stone.
(3) When the seat is properly positioned the width
of the intake seats should be 1/16 to 5/64 inch. The
width of the exhaust seats should be 3/64 to 1/16
inch.
(4) Measure the concentricity of the valve seat
using dial indicator No. 13725. The total runout should
not exceed .003 inch (total indicator reading).
(5) When valves and seats are reground, the posi- KH333A
tion of the valve in the cylinder head is changed,
shortening the operating length of the hydraulic tap- Fig. 16-Test¡ng Valve Spring with Tool C-647
pet. This means that the plunger is operating closer reconditioning or replacement, the valve springs
to its "bottomed" position, and less clearance is avail- should be tested. As an example, the compressed
able for thermal expansion of the valve mechanism length of the spring to be tested is 1-7/16 inches.
during high speed driving. Turn the table of Tool C-647 until the surface is in
(6) The design of the valve mechanism includes a line with the 1-7/16 inch mark on the threaded stud
safety factor to allow for a limited amount of wear, and the zero mark to the front. Place the spring over
and the refacing of the valves and seats. the stud on the table and lift the compressing lever to
(7) To insure that limits have not been exceeded, set the tone device. Pull on the torque wrench until a
the dimension from valve spring seat in the head
ping is heard. Take the reading on torque wrench at
to the valve tip should be measured with gauge, Tool
this instant. Multiply this reading by two. This will
C-3648 (Fig. 15).
(8) The end of the cylindrical gauge and the bot- give the spring load at the test length. Fractional
tom of slotted area represent the maximum and mini- measurements are indicated on the table for finer
mum allowable extension of the valve stem tip be- adjustments. Refer to specifications to obtain spec-
yond the spring seat. ified height and allowable tension. Discard the
(9) If the tip exceeds the maximum, grind stem springs that do not meet specifications.
tip to within gauge limits. Clean tappets if tip grind- (2) Inspect each valve spring for squareness at
ing is required. both ends with a steel square and surface plate (Fig.
17).
Testing the Valve Springs (Fig. Ì6)
(1) Whenever valves are removed for inspection,

VALVE TOOL VALVE SPRING

MINIMUM MEASUREMENT
MAXIMUM MEASUREMENT KR144B
KRÌ45B
Fig. 15—Measuring Valve Stem Length with
Tool C-3648 Fig. 17—Checking Valve Spring for Squareness

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9-58 400-440 ENGINE
RETAINER inch. (If spacers are installed, measure from the top
of the spacer.)
SPRING

HYDRAULIC TAPPETS

Preliminary to Cheeking the Hydraulic

INTAKE Tappets
VALVE
(1) Before disassembling any part of the engine to
correct tappet noise, read the oil pressure at the
gauge (Install a reliable gauge at pressure sending
unit if vehicle has no oil pressure gauge.) and check
SPRING
the oil level in the oil pan. The pressure should be
between 30 and 80 pounds at 2000 R.P.M.
EXHAUST (2) The oil level in the pan should never be above
VALVE the "full" mark on dipstick, or below the "add oil"
mark. Either of these two conditions could be respon-
PY601A sible for noisy tappets.
Fig. 18—Valve Assemblies—Disassembled
Orf Level Too High
(3) If the spring is more than 1/16 inch out of
If oil level is above the "full" mark on dipstick, it is
square, install a new spring. possible for the connecting rods to dip into the oil
while engine is running and create foam. Foam in oil
Installation pan would be fed to the hydraulic tappets by the oil
(1) Coat valve stems with lubricating oil and in- pump causing them to lose length and allow valves to
sert them in position in cylinder head. seat noisily.
(2) When installing new cup seals they must be
pressed squarely over the valve guide, using the valve Oil Level Too Low
stem as a guide, (Figs. 18 and 19). Do not force seal Low oil level may allow oil pump to take in air
against the top of the guide as the sealing lip pres- which, when fed to the tappets, causes them to lose
sure of the seal will be greatly reduced. length and allows valves to seat noisily. Any leaks on
(3) Compress valve springs with Tool C-3422A. In- intake side of pump through which air can be drawn
stall locks and release tool. will create the same tappet action. When tappet noise
If valves and/or seats are reground, measure in- is due to aeration, it may be intermittent or constant,
stalled height of the springs. Make sure measurement and usually more than one tappet will be noisy. When
is taken from the bottom of spring seat in cylinder oil level and leaks have been corrected, engine should
be operated at fast idle for sufficient time to allow all
head to bottom surface of spring retainer. If the
of the air inside of the tappets to be bled out.
height is greater than 1-57/64 inches, install a 1/16
inch spacer in the head counterbore to bring the
Tappet Noise Diagnosis
spring height back to normal 1-53/64 to 1-57/64
(1) To determine source of tappet noise, operate
RETAINER-^ / engine at idle with cylinder head covers removed.
(2) Feel each valve spring or rocker arm to detect
SPRING
noisy tappet. The noisy tappet will cause the affected
INTAKE VALVE spring and/or rocker arm to vibrate or feel rough in
operation.
SEAL
Worn valve guides or cocked springs are sometimes
mistaken for noisy tappets. If such is the case, noise
may be dampened by applying side thrust on the
valve spring. If noise is not appreciably reduced, it
can be assumed the noise is in the tappet. Inspect the
rocker arm push rod sockets and push rod ends for
wear.
(3) Valve tappet noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
Fig. ¶9-lnstalling Valve, Cup Seal, Spring and sive leakdown around the unit plunger which will
Retainer necessitate replacing the tappet, or by the plunger

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 4OO¯44O ENGINE 9¯59
partially sticking in the tappet body cylinder. A PLUNGER SPRING PLUNGER
PLUNGER
heavy click is caused either by a tappet check valve RETAINER
CLIP
not seating, or by foreign particles becoming wedged
between the plunger and the tappet body, causing the
plunger to stick in the down position. This heavy click
will be accompanied by excessive clearance between
TAPPET BODY
the valve stem and rocker arm as valve closes. In
either case, tappet assembly should be removed for RETAINER
inspection and cleaning. CHECK VALVE
SPRING PLUNGER CAP NR68A

Tappet Removal Fig. 20-Hydrauíic Tappet Assembly

(1) The tappet can be removed without removing (2) Remove cap from plunger and plunger from
intake manifold or cylinder heads by following this tappet body.
recommended procedure: Remove cylinder head cov- (3) Fill tappet body with kerosene and install
ers. plunger.
(2) Remove rocker arms and shaft assembly. (4) Unseat check valve with a brass rod to permit
(3) Remove push rods and identify to insure in- complete installation of plunger. Replace cap.
stallation in original location. (5) Hold tappet in an upright position and insert
(4) Slide Tool C-4129 through push rod opening in lower jaw of pliers, Tool C-3160, in the groove of
cylinder head and seat tool firmly in the head of tappet body (Fig. 21).
tappet. (6) Engage jaw of pliers with top of tappet plung-
(5) Pull tappet out of bore with a twisting motion. er. Test leakdown by compressing the pliers. If plung-
If all tappets are to be removed, identify tappets to er collapses almost instantly as pressure is applied,
insure installation in original location. disassemble tappet, clean and test again.
A diamond shaped marking stamped on the engine (7) If tappet still does not operate satisfactorily
numbering pad indicates that some tappet bodies are after cleaning, install a new tappet assembly.
.008 inch oversize. If the tappet or bore in cylinder block is scored,
CAUTION: The plunger and tappet bodies are not scuffed, or shows signs of sticking, ream the bore
interchangeable. The plunger and valve must always to next oversize, and replace tappet.
be fitted to the original body. It is advisable to work
on one tappet at a time to avoid mixing of parts. Installation
Mixed parts are not compatible. Do not disassemble a (1) Lubricate tappets.
tappet on a dirty work bench. (2) Install tappets and push rods in their original
positions.
Disassembly (Fig. 20) (3) Install rocker arm and shaft assembly.
(1) Pry out plunger retainer spring clip. (4) Start and operate engine. Warm up to normal
(2) Clean varnish deposits from inside of tappet operating temperature.
body above plunger cap.
(3) Invert tappet body and remove plunger cap, CAUTION: To prevent damage to valve mechanism,
plunger, flat check valve, check valve spring, check engine must not be run above fast idle until all hy-
valve retainer and plunger spring.
TOOL

Cleaning and Assembly

(1) Clean all tappet parts in a solvent that will CLEAN
KEROSENE
remove all varnish and carbon.
(2) Replace tappets that are unfit for further ser-
vice with new assemblies.
(3) If plunger shows signs of scoring or wear and
valve is pitted, or if valve seat on end of plunger
indicates any condition that would prevent valve from
seating, install a new tappet assembly.
(4) Assemble tappets (Fig. 20).
NR69
Testing
(1) Fill a pan with clean kerosene. Fig. 21-Te$t¡ng Tappet with Tool C-3¶6O
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9-60 400-440 ENGINE

draulic tappets have filled with oil and have become CHAIN CASE COVER
quiet. TIMING INDICATOR
CYLINDER BLOCK
VALVE TIMING TIMING MARK
VIBRATION DAMPER
(All Models)

(1) Turn crankshaft until NO. 6 exhaust valve is

closing and NO. 6 intake valve is opening.
(2) Insert a 1/4 inch spacer between rocker arm
pad and stem tip of NO. 1 intake valve (second valve
on the left bank). KR149A
(3) Install a dial indicator so plunger contacts
valve spring retainer as nearly perpendicular as pos- Fig. 22—Removing Vibration Damper with
sible. Tool C-3688
(4) Allow spring load to bleed tappet down giving the direction of crankshaft rotation to take up slack;
in effect a solid tappet. Zero the indicator. 30 foot-pounds (with cylinder heads installed) or 15
(5) Turn the crankshaft clockwise (normal run- foot-pounds (cylinder heads removed). With torque
ning direction) until intake valve has lifted .025 inch applied to the camshaft sprocket bolt, crankshaft
with 260-268 degree camshaft and .033 inch with should not be permitted to move. It may be necessary
268-284 degree camshaft. See specifications for en- to block crankshaft to prevent rotation.
gine application. The timing on the timing indicator, (3) Holding a scale with dimensional reading even
located on the chain case cover, should read from 10 with edge of a chain link, apply torque in the reverse
degrees BTDC to 2 degrees ATDC. If the reading is direction 30 foot-pounds (with cylinder heads in-
not within specified limits: Inspect timing sprocket stalled) or 15 foot-pounds (cylinder heads removed),
index marks, inspect timing chain for wear, and de- and note amount of chain movement (Fig. 23).
termine accuracy of the DC mark on timing indica- (4) Install a new timing chain, if its movement
tor. Turn crankshaft counterclockwise until valve is exceeds 1/8 inch.
closed and remove the indicator and spacer. (5) If chain is satisfactory, slide crankshaft oil
CAUTION: Do not turn crankshaft any further clock- slinger over shaft and up against sprocket (flange
wise, as the valve spring might bottom and result in away from sprocket).
serious damage. (6) If chain is not satisfactory, remove camshaft
sprocket attaching bolt and remove timing chain with
TIMING CHAIN COVER, OIL SEAL AND crankshaft and camshaft sprockets.
CHAIN When installing timing chain, use Tool C-3509 to
prevent camshaft from contacting the welch plug in
Cover Removal the rear of engine block. Remove distributor and oil
(1) Drain cooling system and remove radiator and
water pump assembly. TORQUE WRENCH*
(2) Remove crankshaft vibration damper at-
taching bolt. ½ INCH
(3) Remove two of the pulley bolts, install Tool
C-3688, and pull damper assembly off end of
crankshaft (Fig. 22).
(4) Remove chain cover and gasket. It is normal
to find particles of neoprene collected between seal
retainer and crankshaft oil sl¡nger after seal has been
in operation.
(5) Slide crankshaft oil slinger off end of
crankshaft.

Measuring Timing Chain for Stretch

(1) Place a scale next to the timing chain so any
movement of the chain may be measured.
(2) Place a torque wrench and socket over cam- KR151B
shaft sprocket attaching bolt and apply torque in Fig. 23—Measuring Timing Chain Wear or Stretch

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 400-440 ENGINE 9-61
TOOL REMOVER BLOCKS (TOOL)
LIP OF SEAL
ARM (TOOL) CHAIN CASE COVER RETAINER

KR152B
DISTRIBUTOR DRIVE GEAR (CAMSHAFT)
Fig. 26-Remover Blocks Expanded to Puller Position
Fig. 24-Camshaff Holding Tool C-3509 Installed (13) Install washer and camshaft sprocket bolt,
pump-distributor drive gear. Locate tool against rear tighten to 50 foot-pounds. Check to be sure that rear
side of cam gear and attach tool with distributor face of aluminum camshaft sprocket is flush with end
retainer plate bolt (Fig. 24). of camshaft. Slide the crankshaft oil slinger over
(7) Place camshaft sprocket and crankshaft shaft and up against sprocket (flange away from
sprocket on the bench with timing marks on exact sprocket).
imaginary center line through both camshaft and
crankshaft sprocket bores. Oil Seal Replacement (Cover Removed)
(8) Place timing chain around both sprockets. (1) Position remover screw of Tool C-3506
(9) Turn crankshaft and camshaft to line up with through case cover, inside of case cover up. Position
keyway location on crankshaft sprocket and dowel remover blocks directly opposite each other, and
hole in camshaft sprocket. force the angular lip between the neoprene and flange
(10) Lift sprockets and chain (keep sprockets of seal retainer.
tight against chain in position as described). (2) Place washer and nut on remover screw. Tight-
(11) Slide both sprockets evenly over their respec- en nut, forcing the blocks into the gap to a point of
tive shafts. distorting the seal retainer lip (Fig. 26). This is im-
(12) Use a straight edge to measure alignment of portant, remover is only positioned at this point.
timing marks (Fig. 25). (3) Place sleeve over retainer and place removing
and installing plate into the sleeve.
(4) Place flat washer and nut on the remover
screw. Hold center screw and tighten remover nut to
remove the seal (Fig. 27).
(5) Insert remover screw through the removing
and installing plate so thin shoulder will be facing up.
(6) Insert remover screw with the plate through
seal opening (inside of chain case cover facing up).
REMOVER SCREW (TOOL) f¿
REMOVING AND
INSTALLING PLATE
(TOOL)

SLEEVE (TOOL)

* ' NN358
KR153B
Fig. 25-A¡¡gnment of Timing Marks Fig. 27-Removing Oil Seal with Tool C-3506
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9-62 400-440 ENGINE

INSTALLING
PLATE
(TOOL)

REMOVER
SCREW
SEAL (TOOL)
ASSEMBLY CHAIN CASE COVER CHAIN CASE COVERtZ^Ê^ÊËÈÊÊmB KR156A

Fig. 30—Checkîng Seal for Proper Seating

KR154B
Fig. 28-Positioning Installer Plate (4) Place installing tool, part of Tool C-3688 in
position and press damper on the crankshaft (Fig.
(7) Place seal in cover opening, with neoprene
31).
down. Place seal installing plate into the new seal,
with protective recess toward lip of seal retainer (5) Install damper retainer washer and bolt.
(Fig. 28). The lip of the neoprene seal must be Tighten to 135 foot-pounds.
toward rear of engine. (6) Slide belt pulley over shaft and attach with
bolts and lockwashers. Tighten bolts to 200 inch-
(8) Install flat washer and nut on remover screw,
pounds.
hold screw and tighten nut (Fig. 29).
(9) The seal is properly installed when the neo-
prene is tight against face of cover. Try to insert a CAMSHAFT
.0015 inch feeler gauge between the neoprene and the
cover (Fig. 30). If the seal is installed properly, feel- The camshaft has an integral oil pump and dis-
er gauge cannot be inserted. Do not over compress tributor drive gear and fuel pump eccentric (Fig.
neoprene. 32).
The rearward camshaft thrust is taken by the rear
Cover Installation face of the camshaft aluminum sprocket hub, bearing
(1) Be sure mating surfaces of chain case cover
and cylinder block are clean and free from burrs. CHAIN CASE COVER
(2) Using a new gasket slide chain case cover over TIMING INDICATOR
locating dowels. Install and tighten bolts to 15 foot- CYLINDER BLOCK
pounds. TIMING MARK
VIBRATION DAMPER M
(3) Lubricate seal lip with lubriplate, place damp-
er hub slot on key in crankshaft, and slide vibration
damper on crankshaft.
REMOVER SCREW
(TOOL‡

KR157A

Fig. 3 ¶-Installing Vibration Damper with

Tool C-3688

BOLT CAMSHAFT SPROCKET CAMSHAFT

WASHER

INSTALLING PLATE
(TOOL) -DISTRIBUTOR DRIVE GEAR
SEAL (CAMSHAFT)
CHAIN CASE COVER
RETAINER FUEL PUMP ECCENTRIC (CAMSHAFT)
LOCATING DOWEL
KR155B KR¶58

Fig. 29-lnstailing New Seal with Tool C-3506 Fig. 32-Camshaft and Sprocket Assembly
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 400-440 ENGINE 9-63

directly on the front of cylinder block, eliminating out camshaft rear bearing core hole plug.
need for a thrust plate. The helix of the oil pump and (2) Install proper size adapters and horse shoe
distributor drive gear and camshaft lobe taper both washers (part of Tool C-3132A) at the back of each
tend to provide a rearward thrust. bearing to be removed and drive out bearings (Fig.
34).
Removal
(1) With tappets and the timing chain and sprock- Installation
ets removed, remove distributor and lift out oil pump (1) Install new camshaft bearings with Tool C-
and distributor drive shaft. 3132A. Place new camshaft bearing over proper
(2) Remove fuel pump to allow fuel pump push adapter.
rod to drop away from cam. (2) Position bearing in the tool. Install the horse
(3) Remove camshaft, being careful not to dam- shoe lock and by reversing removal procedure, care-
age camshaft bearings with cam lobes. fully drive bearing into place.
(3) Install remaining bearings in like manner.
Installation Install the NO. 1 camshaft bearing 1/32 inward
(1) Lubricate camshaft lobes and camshaft bear- from the front face of cylinder block.
ing journals and insert camshaft to within 2 inches of The oil holes in camshaft bearings and the cylinder
its final position in cylinder block. block must be in exact alignment to insure proper
(2) Modify Tool C-3509 by grinding off index lug lubrication (Fig. 34).
holding the upper arm on the tool and rotate arm 180 The camshaft bearing index can be inspected after
degrees. installation by inserting a pencil flashlight in the
(3) Install Tool C-3509 in place of distributor drive bearing. The camshaft bearing oil hole should be per-
gear and shaft, as shown in Figure 33. fectly aligned with the drilled oil passage from the
(4) Hold tool in position •with distributor lock main bearing. Other oil holes in the camshaft bear-
plate screw. This tool will restrict camshaft from
ings should be visible by looking down on the left
being pushed in too far and prevent knocking out the
bank oil hole above and between NO. 6 and NO. 8
core hole plug in the rear of cylinder block.
The tool should remain installed until camshaft and cylinders to NO. 4 camshaft bearing and on the right
crankshaft sprockets and timing chain have been in- bank above and between NO. 5 and 7 cylinders to
stalled. NO. 4 camshaft bearings. If camshaft bearing oil
Whenever camshaft is replaced, all of the tappet holes are not in exact register, remove and reinstall
faces must be inspected for crown with a straight them correctly. Install a new core hole plug at rear of
edge. If any contact surface is dished or worn, tappet camshaft. Be sure this plug does not leak.
must be replaced.
DISTRIBUTOR DRIVE SHAFT BUSHING
CAMSHAFT BEARINGS
Removal
(Engine Removed From Vehicle) (1) Insert Tool C-3052 into the old bushing and
thread down until a tight fit is obtained (Fig. 35).
Removal
(1) With engine completely disassembled, drive (2) Hold remover screw and tighten nut until
bushing is removed.
TOOL
ARM (TOOL)

CRANKSHAFT MAIN BEARING OIL HOLE

wmÊÊÊÈÈÊÊÊÊmÊÊÈÊÊËÊm
CAMSHAFT BEARING OIL HOLE
KR164
DISTRIBUTOR DRIVE GEAR (CAMSHAFT) j J T * ¿KRI62
Fig. 34—Removing Camshaft Bearings with
Fjg. 33¯Camsliaft Holding Tool C-3509 Installed Tool C-3132A
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9-64 400-440 ENGINE

BUSHING

TOOL

KR159 KR161

Fig. 35-Remov/ng Distributor Drive Shaft Bushing Fig. 37-Burn¡sh¡ng Distributor Drive Shaft Bushing
with Tool C-3052
Installation of Distributor
Installation (1) Hold distributor over mounting pad on cylin-
(1) Slide a new bushing over burnishing end of der block with vacuum chamber pointing toward cen-
Tool C-3053 and insert tool bushing into the bore. ter of engine.
(2) Drive bushing and tool into position, using a (2) Turn rotor until it points forward and to ap-
hammer (Fig. 36). proximate location of No. 1 tower terminal in the
(3) As the burnisher is pulled through the bushing distributor cap.
by tightening remover nut, the bushing is expanded (3) Place distributor gasket in position.
tight in the block and burnished to correct size (Fig. (4) Lower the distributor and engage the shaft in
37). DO NOT REAM THIS BUSHING. the slot of distributor drive shaft gear.
(5) Turn distributor clockwise until reluctor is di-
Distributor Timing rectly opposite the pole piece. Install and tighten hold-
Before installing distributor and oil pump drive
down clamp.
shaft, time the engine as follows:
(1) Rotate crankshaft until NO. 1 cylinder is at
CYLINDER BLOCK
top dead center on the firing stroke.
(2) When in this position, the straight line on the The cylinder block is of the deep block design
vibration damper should be under "0" on timing indi- which eliminates the need for a torque converter
cator. housing adapter plate. Its sides extend three inches
(3) Coat shaft and drive gear with engine oil. In- below the crankshaft center line.
stall the shaft so that after gear spirals into place, it
will index with the oil pump shaft, so slot in top of
drive gear will be parallel with center line of
Piston Removal
crankshaft (Fig. 38). (1) Remove top ridge of cylinder bores with a
reliable ridge reamer before removing pistons from
DISTRIBUTOR AND OIL
BUSHING
PUMP DRIVE j
GEAR SLOT
TOOL

KR160 KR163
CENTER LINE OF CRANKSHAFT

Fig. 36-lnstaH¡ng Distributor Drive Shaft Bushing

with Tool C-3053 Fig. 38-Posit¡oning of Distributor Drive Gear

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 400-440 ENGINE 9-65

cylinder block. Be sure to keep tops of pistons cov- (3) Honing should be done by moving the hone up
ered during this operation. and down fast enough to get a cross-hatch pattern.
The pistons and connecting rods must be removed When hone marks intersect at 50-60 degrees, cross
from the top of the cylinder block. When removing hatch angle is most satisfactory for proper seating of
piston and connecting rod assemblies from the en- rings (See Fig. 39).
gine, rotate the crankshaft so each connecting rod is (4) A controlled hone motor speed between 200-300
centered in cylinder bore. RPM is necessary to obtain the proper cross-hatch
(2) Inspect connecting rods and connecting rod angle. The number of up and down strokes per minute
caps for cylinder identification. Identify them if can then be regulated to get the desired 50-60 degree
necessary. angle. (Faster up and down strokes increase the cross-
(3) Remove connecting rod cap. Install connecting hatch angle).
rod bolt guide set on connecting rod bolts. Push each (5) After honing, it is necessary that the block be
piston and rod assembly out of cylinder bore. Be cleaned again to remove all traces of abrasives. Wash
careful not to nick crankshaft journals. cylinder block and crankshaft thoroughly.
(4) Install bearing caps on mating rods. CAUTION: Be sure all abrasives are removed from
Cleaning and Inspection the engine parts after honing. It is recommended that
(1) Clean cylinder block thoroughly and inspect a solution of soap and water be used with a brush and
all core hole plugs for evidence of leaking. the parts then thoroughly dried. The bore can be
(2) If new core plugs are installed, coat edges of considered clean when it can be wiped clean with a
plug and core hole with Number 1057794 Sealer or white cloth and the cloth remains clean. Oil bores
equivalent. Drive the core plug in so that the rim lies after cleaning to prevent rusting.
at least 1/64 inch below the lead-in chamfer.
(3) Examine block for cracks or fractures. PISTONS, PINS AND RINGS

Cylinder Bore Inspection Pistons

The cylinder walls should be measured for out-of- The pistons are cam ground so that the diameter at
round and taper with Tool C-119. If the cylinder the pin boss is less than its diameter across the thrust
bores show more than .005 inches out-of-round, or a face. This allows for expansion under normal oper-
taper of more than .010 inches or if the cylinder walls ating conditions. Under operating temperatures, ex-
are badly scuffed or scored, the cylinder block should pansion forces the pin bosses away from each other,
be rebored and honed, and new pistons and rings thus causing the piston to assume a more nearly
fitted. Whatever type of boring equipment is used, round shape. It is important that old or new pistons
boring and honing operation should be closely coordi- be measured for taper and elliptical shape before
nated with the fitting of pistons and rings in order they are fitted into the cylinder bore (See Fig. 40).
that specified clearance may be maintained.
Finished Pistons
Honing Cylinder Bores All pistons are machined to the same weight in
Before honing, stuff plenty of clean rugs under the
CROSS-HATCH
bores, over the crankshaft to keep the abrasive mate- PATTERN
rials from entering the crankcase area.
(1) Used carefully, the cylinder bore resizing hone
C-823 equipped with 220 grit stones is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light scuff-
ing, scoring or scratches. Usually, a few strokes will
clean up a bore and maintain the required limits.
(2) Deglazing of the cylinder walls may be done
using a cylinder surfacing hone, Tool C-3501,
equipped with 280 grit stones (3501-3810) if the
cylinder bore is straight and round. 20 to 60 strokes
depending on the bore condition will be sufficient to
provide a satisfactory surface. Inspect cylinder walls
after each 20 strokes. Using honing oil C-3501-3880
or a light honing oil available from major oil distribu- NP998A
tors. Do not use engine or transmission oil, mineral
oil or kerosene. Fig. 39—Cylinder Bore Cross-Hatch Pattern
a!

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9¯66 400-440 ENGINE
.020 TO .028 IN. LESS
THAN DIAMETER AT (C)
PISTON RING

FEELER GAGE

RING GROOVE

*-D

THE ELLIPTICAL SHAPE OF DIAMETERS AT (C) AND (D)

THE PISTON SKIRT SHOULD CAN BE EQUAL OR DIAMETER
BE .010 TO .012 IN. LESS AT AT (D) CAN BE .0015 IN.
DIAMETER (A) THAN GREATER THAN (C)
ACROSS THE THRUST FACES
AT DIAMETER (B). MEASURE-
MENT IS MADE ½ IN. BE-
LOW LOWER RING GROOVE NU258 KR165 A

Fig. 40—Piston Measurements Fig. 4Ì-Measuring Piston Ring Side Clearance

grams, regardless of oversize so piston balance can be groove using instructions in ring package.
maintained. For cylinder bores which have been (5) Install compression rings in middle and top
honed or rebored, pistons are available in standard groove as shown in instruction sheet. Be sure the
and the following oversizes: .005, .020, and .040 inch. mark "top" on each compression ring faces top of
piston.
Fitting Pistons (6) For the two top rings use ring installer Tool
Piston and cylinder wall must be clean and dry. C-4001.
Specified clearance between the piston and the cylin-
der wall is .0003 to .0013 inch. Piston Pin Removal
Pistons diameter should be measured at the top of (1) Arrange Tool C-3684 parts for removal of piston
skirt 90 degrees to piston pin axis. Cylinder bores pin (Fig. 42).
should be measured halfway down the cylinder bore (2) Install pilot on main screw.
and transverse to the engine crankshaft center line. (3) Install main screw through piston pin.
Pistons and cylinder bores should be measured at (4) Install anvil over threaded end of main screw
normal room temperature, 70 degrees F. with small end of anvil against piston boss. Be sure
All service pistons include pins, and are available in spring is removed from anvil.
standard and the following oversizes: .005, .020 and (5) Install nut loosely on main screw and place
.040 inch. assembly on a press, (Fig. 43).
(6) Press piston pin out of connecting rod.
Fitting Rings When pin falls free from connecting rod, stop press
(1) Measure piston ring gap about two inches to prevent damage to bottom of anvil.
from bottom of cylinder bore in which it is to be (7) Remove tool from piston.
fitted. (An inverted piston can be used to push rings
down to insure positioning rings squarely in cylinder NUT (TOOL)
bore before measuring.) ANVIL (TOOL)
(2) Insert feeler stock in the gap. Ring gap should
be between .013 to .052 inch for the compression PISTON
rings and .015 to .062 inch for the oil ring steel rails PILOT (TOOL)
in standard size bores. Maximum gap on .005 inch
O/S bores should be .060 inch for compression rings MAIN
SCREW (TOOL)
and .070 inch for the oil ring steel rails.
(3) Measure side clearance between piston ring GUIDE-SMALL
and ring groove (Fig. 41). Clearance should be .0015 PISTON PIN (TOOL)
to .003 inches for the top compression ring and in- CONNECTING ROD
termediate ring. Steel rail service oil ring should be
free in groove, but should not exceed .005 inch side KR195B GUIDE-LARGE (TOOL)
clearance. Fig. 42—Tool C-3684 Arrangement for Removing
(4) Install the three piece oil ring in lower ring Piston Pin

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 400-440 ENGINE 9¯67

PRESS M A I N SCREW (TOOL) PRESS

M A I N SCREW (TOOL)
PILOT (TOOL)

PISTON PIN

PISTON
PISTON PIN PISTON

A N V I L (TOOL)
A N V I L (TOOL)

NR8O8 NR8O9

Fig. 43-Removing Piston Pin with Tool C-3684 Fig. 45-lnsta¡ling Piston Pin with Tool C-3684
Installation (8) Install nut on puller screw to hold assembly
(1) Test piston pin fit in the piston. It should be a together. Place assembly on a press (Fig. 45).
sliding fit in the piston at 70 degrees F. Piston pins (9) Press piston pin in until piston pin "bottoms"
are supplied in standard sizes only. on the pilot. This will position pin in connecting rod.
(2) Lubricate piston pin holes in the piston and (10) To measure pin fit, remove tool and arrange
connecting rod. tool parts and piston assembly as shown in Figure 42.
(3) Arrange Tool C-3684 parts for installation of (11) Place assembly in a vise (Fig. 46).
piston pin (Fig. 40). (12) Attach torque wrench to nut and tighten
(4) Install spring inside the pilot and install spring to 15 foot-pounds. If the connecting rod moves down-
and pilot in the anvil. Install piston pin over main ward on piston pin, reject this connecting rod and
screw. piston pin combination. Obtain a connecting rod with
(5) Place piston, with "front" up, over the pilot so proper small end bore diameter and repeat the instal-
pilot extends through piston pin hole. lation and tightening procedure.
(6) Position connecting rod over the pilot which (13) If connecting rod does not move under 15
extends through piston pin hole. foot-pounds, piston pin and connecting rod interfer-
Assemble rods to pistons of the right cylinder bank ence is satisfactory, remove tool.
(2,4,6, and 8,) with indent on piston head opposite to
the larger chamfer on the large bore end of con-
CRANKSHAFT IDENTIFICATION
necting rod. Assemble rods to pistons of the left IMPORTANT: A Maltese Cross stamped on the en-
cylinder bank (1,3,5, and 7) with indent on piston
NUT
head on the same side as the large chamfer on the (TOOL)
large bore end of the connecting rod.
TORQUE WRENCH
(7) Install main screw and piston pin in piston,
(Fig. 44). SOCKET
ANVIL (TOOL)
SPRING (TOOL) PISTON A N V I L (TOOL)
PILOT (TOOL)
PISTON
PISTON PIN
MAIN SCREW
PILOT (TOOL)
(TOOL)
GUIDE-SMALL
M A I N SCREW (TOOL)
(TOOL)

KR196B GUIDE-LARGE (TOOL) NR810

Fig. 44—Tool C-3684 Arrangement for Installing
Piston Pin Fig. 46-Testing Piston Pin Fit in Connecting Rod
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9¯68 400-440 ENGINE
g¡ne numbering pad (Fig. 47) indicates that engine is .001 UNDERSIZE
equipped with a crankshaft which has one or more
/R-I-2V-(ROD)
connecting rods and/or main bearings journals
A M-l 4—(MAIN)
finished .001 inch unders¡ze. The position of the un· 1/4" LETTERS V__^.
dersize journal or journals is stamped on a machine
surface of the NO. 3 counterweight (Fig. 48).
The connecting rod journals are identified by the
letter "R" and main bearing journals by the letter
"M". For example "M-l" indicates that NO. 1 main
bearing is .001 inch undersize.
A Maltese Cross with an X indicates all rod or main
journals are finished .010 inch undersize and the No. 2
counterweight will be stamped R-10 to indicate rod or
M-10 for main journals.
.010 UNDERSIZE pD44A
Forged and Cast Crankshafts
400 and 440 (Std.) cubic inch engines are built with Fig. 48—Location of Crankshaft Identification on
Counterweight
either a cast or forged crankshaft.
The cast crankshaft requires a different vibration on a crankshaft with external balance.
damper and torque converter than the forged Therefore, when replacing the damper, crankshaft,
crankshaft. Severe engine vibration will result with or torque converter on any V8 engine it is important
inter-mixing of these components. to use correct part numbers. In addition a damper or
The cast crankshaft engines are identified by a torque converter being replaced should look the same
letter "E," stamped on engine numbering pad (Fig. 47) with respect to having or not having off-center
following the built date. (Example H400-0810E). weights.
The cast crankshaft has clean sharp edges at coun-
terweights whereas the forged crankshaft does not. CONNECTING RODS
When it is necessary to replace a crankshaft first
determine the type of crankshaft (forged or cast) the
Installation of Connecting Rod Bearings
engine was built with. Fit all rods on one bank until complete. Do not
alternate from one bank to another, because when
rods are assembled to the pistons correctly, they are
Balance of V8 Engine Damper, Crankshaft
not interchangeable from one bank to another.
and Torque Converter
Each bearing cap has a small "V" groove across
Some 440 cubic inch engines have external
parting face. When installing the lower bearing shell,
crankshaft balance. External balance is identified by make certain "V" groove in shell is in line with "V"
the off-center weight cast in the vibration damper groove in cap. This allows lubrication of the cylinder
hub and the larger balance weights welded on the wall. The bearings should always be installed so that
torque converter. Both of these items will be present the small formed tang fits into the machined grooves
of the rods. The end clearance should be from .009 to
.017 inch (two rods).
Limits of taper or out-of-round on any crankshaft
journals should be held to a maximum of .001 inch.
Bearings are available in .001, .002, .003, .010 and
.012 inch undersize.
Install the bearings in pairs. Do not use a new
bearing half with an old bearing half. Do not file the
rods or bearing caps.

MEASURING CONNECTING ROD BEARING

CLEARANCE
Shim Stock Method
(1) (a) On 400-2V and standard 440 engines, place
an oiled .001 inch brass shim stock (1/2 inch wide
KR169 and 3/4 inch long) between the bearing and con-
Fig. 47—Location of Engine Numbering Pad necting rod journal.
MyMopar.com
 -400-440 ENGINE 9¯69

(b) 400 engine with 4-barrel carburetor and 440 the direction of normal rotation with 320 or 400 grit
with tri-metal bearings, use an oiled .002 inch brass paper.
shim stock (1.2 inch wide and 3/4 inch long) be-
tween the bearing and connecting rod journal. CRANKSHAFT MAIN BEARINGS
(2) Install bearing cap and tighten to 45 foot- New lower main bearing Numbers 1, 2, 4 and 5 are
pounds. interchangeable (Fig. 49). New upper main bearing
(3) Turn crankshaft 1/4 turn in each direction. A Numbers 2, 4 and 5 are also interchangeable. Upper
slight drag should be felt which indicates clearance is and lower bearing halves are not interchangeable be-
satisfactory. On 400-2V and standard 440 engines, cor- cause upper bearing has an oil hole and the lower
rect clearance is from .0005 to .002 inch; 400 with does not.
4-barrel carburetor and 440 with tri-metal bearings The NO. 1 upper main bearing IS NOT INTER-
correct clearance is from .001 to .002 inch. CHANGEABLE AND IS CHAMFERED on the tab
side for timing chain oiling and can be identified by a
INSTALLING PISTON AND CONNECTING red marking on edge of bearing.
ROD ASSEMBLY Upper and lower NO. 3 bearings are flanged to
(1) Before installing pistons, rods, and rod assem- carry the crankshaft thrust loads and are not inter-
blies in the bore, be sure that the compression ring changeable with any other bearings in the engine.
gaps are staggered so that neither are in line with oil Bearings that are not badly worn or pitted must be
ring rail gaps. reinstalled in the same position.
(2) The oil ring expander ends should be posi- Bearing caps are not interchangeable and should be
tioned toward the outside of the "V" of the engine. marked at removal to insure correct assembly. Bear-
The oil ring rail gaps should be positioned opposite ings are available in standard and the following un-
each other and above the piston pin holes. dersizes: .001, .002, .003, .010, .011 and .012 inch. Do
(3) Immerse piston head and rings in clean engine not install an undersize bearing that will reduce
oil, slide ring compressor, Tool C-385, over the piston clearance below specifications.
and tighten with special wrench (part of Tool C-385).
Be sure position of rings does not change during this Removal
operation. (1) Remove oil pan and identify bearing caps be-
(4) Rotate crankshaft so that the connecting rod fore removal.
journal is on the center of the cylinder bore. Insert (2) Remove bearing caps one at a time. Remove
rod and piston into cylinder bore and guide rod over upper half of bearing by inserting Tool C-3059 (Fig.
the crankshaft journal. 50) into oil hole of crankshaft.
(5) Tap piston down in cylinder bore, using handle (3) Slowly rotate crankshaft clockwise, forcing
of a hammer. At the same time, guide connecting rod out upper half of bearing.
into position on crankpin journal.
Installation
(6) The notch or groove on top of piston must be Only one main bearing should be selectively fitted
pointing toward front of engine and larger chamfer while all other main bearing caps are properly
of connecting rod bore must be installed toward †orqued.
crank pin journal fillet.
(7) Install rod caps, tighten nuts to 45 foot-
pounds.

CRANKSHAFT MAIN JOURNALS

UPPER
Crankshaft main bearing journals should be in-
spected for excessive wear, taper and scoring. Journal
grinding should not exceed .012 inch under the stan-
dard journal diameter. DO NOT grind the thrust
faces of the NO. 3 bearing. Do not nick crankpin or
bearing fillets. After regrinding, remove rough edges
from crankshaft oil holes and clean out all oil pas-
LOWER
sages.
CAUTION: Journal grinding and polishing of nodular
cast iron crankshaft journals is much more critical
NU256
than forged steel crankshafts.
It is absolutely essential that final polishing be in Fig. 49-Main Bearing Identification
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9-70 400-440 ENGINE
I TOOL •BEARING

KB53B

Fig, 50—Removing and Installing Upper Main Fig. 51 -Removing Upper Oil Seal with Tool C-4I48
Bearing with Tool C-3059
The seals make it possible to replace the upper rear
When installing a new upper bearing shell, slightly seal without removing the crankshaft. The seal must
chamfer the sharp edges from the plain side. be used as an upper and lower set and cannot be
(1) Start bearing in place, and insert Tool C-3059 combined with the rope seal.
into oil hole of crankshaft (Fig. 50). A rope seal is supplied in the engine gasket pack-
(2) Slowly rotate crankshaft counter-clockwise age to be used when the engine is rebuilt.
sliding the bearing into position. Remove Tool. (1) With oil pan removed, remove rear seal re-
tainer and rear main bearing cap.
MEASURING MAIN BEARING CLEARANCE (2) Remove lower rope oil seal by prying from the
side with a small screwdriver.
Shim Stock Method (3) Remove upper rope seal by screwing Tool
(1) Smooth edges of a 1/2 x 3/4 inch piece of
C-4148 into the end of the seal, being careful not to
.001 inch brass shim stock.
damage the crankshaft (Fig. 51). Pull the seal out
(2) Install bearing in center main bearing cap,
bearing tang in groove in cap, lubricate bearing and with the tool while rotating the crankshaft.
position shim stock across the bearing, install cap, CAUTION: Always wipe crankshaft surface clean,
tighten bolts to 85 foot-pounds. then oil lightly before installing a new seal.
(3) If a slight drag is felt as crankshaft is turned (4) Oil seal lip lightly with engine oil.
(moved no more than 1/4 turn in either direction), (5) Hold seal (with paint stripe to the rear) tight-
clearance is .001 inch or less and is considered satis- ly against crankshaft with thumb to make sure that
factory. the sharp edge of the groove in the block does not
If, however, no drag is felt, the bearing is too large shave or nick the back of the seal, install seal in the
or crankshaft cannot be rotated, bearing is too small block groove. Rotate the crankshaft, if necessary,
and should be replaced with the correct size. while sliding seal into groove. Care must be exercised
(4) Measure crankshaft end play .002 to .007 inch. not to damage the sealing lip.
If end play is less than .002 inch or more than .007 (6) Install other half of the seal into the lower
inch, install a new number 3 main bearing. seal retainer with paint stripe to rear.
(5) Fit remaining bearings in same manner. (7) Install rear main bearing cap, tighten to 85
It is permissable to use one .001 inch undersize foot-pounds. Do not use sealer or cement on seal ends
bearing shell with one standard bearing shell or one or lip.
.002 inch undersize bearing shell with one .001 inch
undersize shell. Always use the smaller diameter Side Seals Installation
bearing half as the upper. Never use an upper bearing Perform the following operations as rapidly as pos-
half more than .001 inch smaller than the lower bear-
sible. These side seals are made from a material that
ing half and never use a new bearing half with a used
expands quickly when oiled.
bearing half.
(1) Apply mineral spirits or diesel fuel to the side
seals.
REAR MAIN BEARING OIL SEAL
(2) Install seals immediately in the seal retainer
Service seals are of split rubber type composition. grooves.
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 400-440 ENGINE 9-71
w

SEAL

SEAL
RETAINER

SIDE SEAL
GROOVES
KR238

Fig. 52-lnstaliing Lower Oil Seal Fig. 53—Trimming Lower Oil Seal
(3) Install seal retainer and tighten screws to 25 trude (Fig. 52).
foot-pounds. (2) Install bridge on tool and tap the seal down
Failure to pre¯oìl the seals will result in an oil leak. into position with Tool C-3625 for 400 Cubic Inch
Engines or Tool C-3743 for 440 Cubic Inch Engines
REAR MAIN BEARING OIL SEAL until tool is seated.
(Crankshaft Removed) (3) Trim off that portion of the seal that pro-
Upper Rear Main Seal Installation trudes above the cap (Fig. 53).
(1) Install a new rear main bearing oil seal in
cylinder block so that both ends protrude. Side Seals Installation
(2) Tap seal into position, using Tool C-3625 Perform the following operations as rapidly as pos-
for 400 Cubic Inch Engines or Tool C-3743 for 440 sible. These side seals are made from a material that
Cubic Inch Engines, with bridge removed until tool is expands quickly when oiled.
seated in bearing bore. (1) Apply mineral spirits or diesel fuel to the side
(3) Hold the tool in this position and cut off por- seals.
tion of seal that extends beyond the block on both (2) Install seals immediately in the seal retainer
sides. grooves.
(3) Install seal retainer and tighten screws to 25
Lower Rear Main Seal Installation foot-pounds.
(1) Install a new seal in seal retainer so ends pro- Failure to pre¯oil the seals will result in an oil leak.

ENGINE OILING SYSTEM (Fig. 54)

OIL PAN clockwise to clear oil screen and suction pipe as it is
lowered.
Removal
(1) Disconnect battery ground cable and remove Installation
dipstick. (1) Inspect alignment of oil strainer. The bottom
(2) Raise vehicle on a hoist and disconnect steer- of the strainer must be on a horizontal plane with
ing linkage from idler arm and steering arm. machined surface of cylinder block. The bottom of
(3) Disconnect exhaust pipe branches from right the strainer must touch the bottom of oil pan.
and left manifolds. (2) Clean oil pan gasket surface. Inspect pan rail
(4) Remove clamp attaching exhaust pipe to ex- for distortion and straighten if necessary.
tension and remove exhaust pipe. (3) Install oil pan.
(5) Drain crankcase oil. (4) Install converter dust shield.
(6) Remove converter dust shield. (5) Connect exhaust pipe branches to the mani-
(7) Remove oil pan bolts. Turn flywheel until folds and to the exhaust extension.
counterweight and connecting rods at front end of (6) Connect steering linkage at idler arm and at
crankshaft are at their highest position to provide pitman arm.
clearance, and lower the pan. Turn pan counter- (7) Connect battery cable, install dipstick.
MyMopar.com
9-72 400-440 ENGINE
(8) Install drain plug and refill crankcase with the (2) Lay a straightedge across oil pump filter base
proper grade and quantity of oil. surface (Fig. 56). If a .0015 inch feeler gauge can be
inserted between the base and straightedge, filter
OIL PUMP base should be replaced.
(3) If outer rotor thickness measures .943 inch or
Removal less (Fig. 57) and diameter 2.469 inches or less, re-
(1) Remove oil filter element. place shaft and both rotors.
(2) Remove oil pump attaching bolts and remove (4) If inner rotor length measures .943 inch or less
pump and filter assembly from bottom side of engine. (Fig. 58), replace shaft and both rotors.
(5) Install outer rotor into pump body, press to one
Disassembly side with fingers and measure clearance between
(1) Remove filter base and oil seal ring. outer rotor and pump body (Fig. 59). If measurement
(2) Remove pump rotor and shaft and lift out out- is .014 inch or more, replace pump body.
er pump rotor. (6) Install inner rotor into pump body and place a
(3) Remove the oil pressure relief valve plug and straight edge across the face between bolt holes (Fig.
lift out the spring and relief valve plunger (Fig. 55). 60). If a feeler gauge of .004 inch or more can be in-
serted between the rotors and straight edge, replace
Inspection and Repair pump body.
(1) Clean all parts thoroughly. The mating face of (7) If the tip clearance between inner and outer
filter base (oil pump cover) should be smooth. Re- rotor (Fig. 61) is .010 inch or more, replace shaft and
place filter base if it is scratched or grooved. both rotors.

I RIGHT BANK ROCKER ARM

LEFT BANK ROCKER
(LUBRICATION LUBRICATION SHAFT
RIGHT ROCKER SHAFT

NO. 4 CAMSHAFT OIL SUPPLY

BEARING TO PUSH ROD
OIL FEED HOLE

LEFT MAIN OIL GALLERY

RIGHT MAIN OIL GALLERY

LEFT ROCKER SHAFT

OIL FILTER

OIL PRESSURE
OIL PUMP RELIEF VALVE
NU257

Fig. 54-Eng¡ne Oiling System (400 and 440)

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¤· 400-440 ENGINE 9-73

PLUG BOLTS A N D WASHERS

GASKET COVER / O I L FILTER

SPRING
RELIEF VALVE
PLUNGER INNER ROTOR
A N D SHAFT

DRIVE SHAFT
SEAL RING A N D GEAR

KB67A
GASKET'

" O " RING Fig. 58—Measuring Inner Rotor Thickness

KR173 PIN
OUTER ROTOR

Fig. 55—Oil Pump and Filter—Disassembled

COVER

STRAIGHT KR176
EDGE
Fig. 59—Measuring Outer Rotor Clearance
The relief valve spring has a free length of 2-1/4
inch and should test 22.3 to 23.3 lbs. when com-
FEELER
pressed to 1-19/32 inch. Discard spring that fails to
GAUGE meet specifications.
If the oil pressure is low, inspect for worn bearings,
Fig. 56—Checking Oil Pump Cover Flatness or look for other causes of possible loss of oil pres-
sure. When assembling the oil pump, be sure to use
Servicing Oil Pressure Relief Valve new oil seal rings between filter base and pump body.
Inspect oil pump relief valve plunger for scoring
and free operation in its bore. Small scores may be Assembly and Installation
removed with 400 grit wet or dry paper providing (1) Install a new " 0 " ring seal on the pilot of oil
extreme care is used not to round off the sharp edge pump before attaching oil pump to cylinder block.
portion of the valve. (2) Prime oil pump before installation by filling
rotor cavity with engine oil.
(3) Install oil pump on engine, using a new gasket
and tighten attaching bolts to 30 foot-pounds. Install
oil filter element.
STRAIGHT EDGE

KB66C FEELER GAUGE ^ •—«—«— | | KR175

Fig. 57—Measuring Outer Rotor Thickness Fig. 60—Measuring Clearance Over Rotors
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9-74 400-440 ENGINE

CARBURETOR AIR CLEANER

OUTER ROTOR
AIR INTAKE
-INNER ROTOR

Fig. 6¶—Measuring Clearance Between Rotors

OIL FILTER
The oil filter should be replaced to coincide with
every second oil change. PF113

Removal Fig. 63-Fulïy Closed Crankcase Ventilation

Use care so as not to damage transmission oil cooler System (Typical)
lines. stalled on all vehicles. The fully closed ventilation
(1) Using Tool C-4065 unscrew the filter from the system operates by air drawn into the crankcase
base on bottom side of engine and discard (Fig. 62). from the air cleaner and through the crankcase inlet
(2) Wipe base clean and inspect gasket contact sur- air cleaner by means of a hose (Fig. 63). Air is circu-
face. lated through the engine and drawn out of the cylin-
Installation der head cover by manifold vacuum into the combus-
(1) Lubricate filter gasket with clean engine oil. tion chambers and dispelled with the exhaust gases.
(2) Install oil filter by hand, finger tight. Use no The system consists of a ventilation valve installed
tools. in the outlet vent of the cylinder head cover, and a
(3) To obtain an effective seal, tighten filter by hand hose. The hose is connected between the outlet vent
the additional number of turns indicated on the re- and the lower part of the carburetor body. The func-
placement filter. Start engine and inspect filter for tion of the valve is to regulate the flow of crankcase
leaks. ventilation at various throttle positions and will oper-
ate effectively as long as normal maintenance is ap-
CRANKCASE VENTILATION SYSTEM plied.
The valve and hose are subject to fouling with
A fully closed crankcase ventilation system is in- sludge and carbon formation due to the nature of the
material carried by the ventilation system.
A plugged vent system may in turn cause excessive
engine crankcase sludge formation and may also
cause rough or erratic engine idle or excessive oil
leakage. The ventilation system should be cleaned
every six months and valve replaced every year in
average service and more frequently if the vehicle is
used extensively for short trips—driving less than 10
miles—with frequent idling, such as city traffic.
See the "Lubrication and Maintenance" section,
Group 0 of this manual for proper service
procedures.

STANDARD SCREW FITS I N

HELI-COIL INSERT IN . . . HELI-COIL'

TAPPED HOLE. NF845!

Fig. 62-Remov¡ng Oil Filter with Tool C-4065 Fig. 64-Heli-CoiI Installation
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 SPECIFICATIONS 9-75

REPAIR OF DAMAGED OR WORN THREADS hole back to its original thread size (See Fig. 64).
The following chart lists the threaded hole sizes
Damaged or worn threads can be repaired by the which are used in the engine block and the necessary
use of Heli-Coils. Essentially, this repair consists of tools and inserts for the repair of damaged or worn
drilling out worn or damaged threads, tapping the thread. Heli-Coil tools and inserts are readily avail-
hole with a special Heli-Coil Tap, and installing a able from automotive parts jobbers.
Heli-Coil Insert into the tapped hole. This brings the

HELI-COIL CHART
Thread Part Insert Drill Top Inserting Tool Extracting
Size No. Length Size Part No. Part No. PartNc
10-24 1185-3CN 9/32" 13/64" 3CPB 7551-3 1227-6
1/4-20 1185-4CN 3/8" 17/64" 4CPB 7551-4 1227-6
5/16-18 1185-5CN 15/32" 21/64" 5CPB 7551-5 1227-6
3/8-16 1185-6CN 9/16" 25/64" 6CPB 7551-6 1227-6
7/16-14 1185-7CN 21/32" 29/64" 7CPB 7551-7 1227-16
1/2-13 1185-8CN 3/4" 33/64"* 8CPB 7551-8 1227-16
17/32"**
*ln Aluminum
**ln Cast Iron or Steel

SPECIFICATIONS
SIX CYLINDER ENGINES
198-225
Type In-L¡neOHV
Number of Cylinders 6
Bore 3.40"
Stroke—198 Cubic Inch 3.640"
225 Cubic Inch 4.125"
Piston Displacement 198-225 cu. in.
Compression Ratio 8.40 to 1
Minimum Compression Pressure with Engine
Warm, Spark Plugs Removed, Wide-Open Throttle 100 psi
Maximum Variation Between Cylinders (Any one en-
gine) 25psi
Firing Order 1-5-3-6-2-4
Basic Timing.. Refer to emission control information label on vehicle.
CRANKSHAFT
Type Fully Counter-Balanced
Bearings Steel-Backed Babbitt
Main Bear¡n Journal Diameter 2.7495" to 2.7505"
Connecting od Journal Diameter 2.1865" to 2.1875"
Maximum Out-of-Round Permissible .001"
Number Main Bearings 4
Clearance Desired .0005" to .002"
Maximum Clearance Allowance Before Recondition-
ing .0025"
End Play .002" to .007"
Thrust Taken by No. 3 Main Bearing
Finish at Rear Seal Surface Diagonal Knurling
Interchangeab¡lity of Bearings Upper Nos. 2, 4
Lower Nos. 1, 2, 4
MAIN BEARINGS (service)
All available in Standard and the following Under-
s¡zes .001", .002", .003", .010", .012"
CONNECTING RODS AND BEARINGS
Type Drop Forged " I " Beam
Length (Center to Center) 198—7.003" to 7.007"
225—6.697" to 6.701"
Weight (Less Bearing Shells) 198—27 oz.
225—26.8 oz.
Bearings Steel-Backed Babbitt
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9-76 SPECIFICATIONS
Diameter and Length 2.1870"—1.015"
Clearance Desired .0005" to .002"
Maximum Allowable before Reconditioning .0025"
Side Clearance .006" to .012"
Bearings for Service Standard .001", .002"
.003", .010", .012" Undersize
Piston Pin Bore Diameter .8995" to .9000"
CAMSHAFT
Drive Chain
Bearings Steel-Backed Babbit
Number 4
Thrust Taken by Cylinder Block
Clearance .001" to .003"
Maximum Allowable Before Reconditioning .005"
CAMSHAFT-BEARING JOURNALS
Diameter
No. 1 1.998" to 1.999"
No. 2 1.982" to 1.983"
No. 3 1.967" to .1968"
No. 4 1.951" to 1.952"
CAMSHAFT BEARINGS
Diameter (after reaming)
No. 1 2.000" to 2.001"
No. 2 1.984" to 1.985"
No. 3 1.969" to 1.970"
No. 4 1.953" to 1.954"
TIMING CHAIN
Number of Links 50
Pitch 50"
Width .88"
TAPPETS
Type Mechanical
Clearance in Block .0013" to .0026"
Body Diameter .9040" to .9045"
Clearance Between Valve Stem and Rocker Arm Pad
(Engine Hot) .010" Intake
.020" Exhaust
PISTONS
Type Horizontal Slotw/Steel Struts
Material Aluminum Alloy Tin Coated
Land Clearance (diametrical) .024" to .031"
Clearance at Top of Skirt .0005" to .0015"
Weight (std. through .040" oversize) 465 gms.
Piston Length (overall) 3.51"
Ring Groove Depth
No. 1 .179"
No. 2 .179"
No. 3 .181"
Pistons for Service Std., .005", .020", .040" Oversize
PISTONS PINS
Type Press Fit in Rod
Diameter .9007"—.9009"
Length 2.955"—2.975"
Clearance in Piston .00045" to .00075"
Interference in Rod .0007" to .0012"
Piston Pins for Service Standard Only
Direction Offset in Piston Toward Right Side of Engine
PISTON RINGS
Number of Rings per Piston 3
Compression 2
Oil 1
Oil Ring Type 3-p¡ece steel rail
Ring Width chrome-face
Compression .0775"—.0780"
Oil—Steel rails .025"
Ring Gap
Compression .010"—.020"
Oil Steel rails .015"—.055"
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 SPECIFICATIONS 9-77
Ring Side Clearance
Compression .0015"—.0030"
Oil—Steel rails .0002"—.005"
Service Rings
Ring Gap
Compression .010"—.047"
Oil (Steel rails) .015"—.062"
RingSide Clearance
Compression .0015"—.004"
Oil (Steel rails) .0002"—.005"
VALVE TIMING
Intake Opens (BTC) 16°
Closes (ATC) 48°
Exhaust Opens (BBC) 54°
Closes (ATC) 10°
Valve Overlap 26°
Intake Valve Duration 244°
Exhaust Valve Duration 244°
VALVES—Intake
Material Carbon Manganese Steel
Head Diameter 1.615"—1.625"
Length (to gauge dim. Line) 4.6878"—4.7028"
Stem Diameter 3.72" to .373"
Stem to Guide Clearance .001" to .003"
Maximum Allowable Before Reconditioning .017"
Valve Face Angle 45°
Adjustment Rocker Arm Screw
Lift .406"
VALVES—Exhaust
Material Nitrogen Treated Manganese
Chromium Nickel Steel
Head Diameter 1.355"—1.365"
Length (to gauge dim. Line) 4.6878"—4.7028"
Stem Diameter .371" to .372"
Maximum Allowable Before Reconditioning .017"
Valve Face Angle 43°
Adjustment Rocker Arm Screw
Lift .414"
VALVE SPRINGS
Number 12
Free Length 1.92"
Load when Compressed to (valve Closed) 49—57 lbs. @ 1-11/16"
Load when Compressed to (Valve Open) 137/150 lbs. @ 1-5/16"
Valve Springs I.D 1.010" to 1.030"
Valve Spring Installed Height (spring seat to retainer) 1-5/8"—1-11/16"
Use 1/16 inch spacer to reduce spring height when
over specifications
CYLINDER HEAD
Combustion Chamber Wedge Type
Valve Seat Run-Out (maximum) .002"
Intake Valve Seat Angle 45°
Seat Width (finished) .070" to .090"
Exhaust Valve Seat Angle 45°
Seat Width (finished) .040" to .060"
Cylinder Head Gasket Compressed (thickness) .022"
CYLINDER BLOCK
Cylinder Bore (standard) 3.4000"
Cylinder Bore Out-of-Round (Max. allowable before
reconditioning) .005"
Cylinder Bore Taper (Max. allowable before recondi-
tioning) .010"
Reconditioning Working Limits (for taper and out-of-
round) .001"
Maximum Allowable Oversize Cylinder Bore .040"
Tappet Bore Diameter .9058"—.9066"
Distributor Lower Drive Shaft Bushing (press fit in
block) .005"—.0040"
Ream to .4865"—.4880"
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9-78 SPECIFICATIONS
Shaft to Bushing Clearance .0007"—.0027"
ENGINE LUBRICATION
Pump Type Rotary, Full Pressure
Capacity (qts.) 4 U.S. or 3-1/4 Imperial*
Pump Drive Camshaft
Minimum Pump Pressure @ Idle 8 lbs.
Operating Pressure at 2000 Engine RPM 30-70 lbs.
Pressure Drop Resulting from Clogged Filter 7 to 9 lbs.
OIL-FILTER
Type Full Flow
Spin On Replaceable
*When Filter Element is Replaced, Add 1 U.S. Quart or 3/4 Imperial Quart.

OIL PUMP-INSPECTION LIMITS FOR REPLACEMENT

Oil Pump Cover .0015 inch or more
Outer Rotor Thickness .649 inch or less
Outer Rotor Diameter 2.469 inch or less
Inner Rotor Thickness .649 inch or less
Clearance Over Rotors—Outer .004 inch or more
Inner .004 inch or more
Outer Rotor Clearance .014 inch or more
Tip Clearance Between Rotors .010 inch or more

OVERSIZE AND UNDERSIZE ENGINE COMPONENT MARKINGS

Engine
Displacement Condition Identification Location of Identification
198 cu. in.
225 cu. in. .001" U/S Crankshaft Maltese Cross Top of front pad—Right
side of block
M-2-3 etc. (indicating Crankshaft counterweight
No. 2 & 3 main bearing
journal)
and/or
R-l-4 etc. (indicating
No. 1 & 4 connecting rod
journals
.010" U/S Crankshaft Maltese Cross and X Top of front pad—Right
side of block
M-10 (indicates .010" Crankshaft counterweight
U/S all main journals)
and/or
R-10 (indicates .010"
U/S all rod journals)
.020" O/S Cylinder Top of front pad—Right
Bores side of block
.008" O/S Tappets Top of front pad—Right
side of block
.005" O/S Valve Stems O/S Front of head on
3/8" High Letters thermostat boss

8-CYLINDER ENGINES

ENGINE •318" "340" "360"

Type 9O°V 9O°V 9O°V

Number of Cylinders 8 8 8
Bore 3.91" 4.040" 4.000"
Stroke 3.31" 3.31" 3.58"
Piston Displacement 318 cu. in. 340 cu. in. 360 cu. in
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 SPECIFICATIONS 9-79

ENGINE "318" "340" "360"

Compression Ratio 8.6 to 1 8.5 to 1 8.70 to 1
Minimum Compression Pressure with Engine
Warm, Spark Plugs Removed Wide-Open Throttle 100 psi 100 psi 100 psi
Maximum Variation between Cylinders (any one en- 4Ops¡ 40 psi 40 psi
gine)
Firing Order 1-8-4-3-6-5-7-2 1.8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Basic Timing Refer to emission control information label on vehicle.
Floor Jets Size N/A .073"—.077" N/A
Color Coded — Red Ink
CYLINDER NUMBERING (front to rear)
Left Bank 1-3-5-7 1-3-5-7 1-3-5-7
Right Bank 2-4-6-8 2-4-6-8 2-4-6-8
CYLINDER BLOCK
Cylinder Bore (standard) 3.910"—3.912" 4.O4O"_4.O42O" 4.000"—4.0020"
Cylinder Bore Out-of-Round
(Max. allowable before reconditioning) .005" .005" .005"
Cylinder Bore Taper
(Max. allowable before reconditioning) .010" .010" .010"
Reconditioning Working Limits
(for taper and out-of-round) .001" .001" .001"
Maximum Allowable Oversize (cylinder bore) .040" .040" .040"
Tappet Bore Diameter 9051"—.9059" .9051"—.9059" .9051"—.9059"
Distributor Lower Drive Shaft Bushings
(press fit in block) 0005"—.0040" .0005"—.0040" .0005"—.0040"
Ream to 4865"—.4880" .4865"—.4880" .4865"—.4880"
Shaft to Bushing Clearance 0007"—.0027" .0007"—.0027" .0007"—.0027"
PISTONS
Type Material Autotherm¡c Autothermic Autothermic
Alloy Tin Coated Alloy Tin Coated Alloy Tin Coated
Land Clearance (diametrical) 019"—.027" .019"—.027" .020"—.028"
Clearance at Top of Skirt 0015"—.0015" .0005"—.0015" .0005"—.0015"
Weight (Std. through .040" oversize) 592 gms. 719 gms. 584 gms.
Piston Length (overall) 3.47" 3.445" 3.17"
Ring Groove Depth
No. 1 .205" .210" .210"
No. 2 .205" .210" .210"
No. 3 .194" .198" .199"
Pistons for Service Std. .005", .0020", Std. .005", .020", Std. .005", .020",
.040" Oversize .040" Oversize .040" Oversize
PISTONS PINS
Type . Press Fit in Rod Full Floating Press Fit in Rod
Diameter 9841"—.9843" .9841"—.9843" .9841"—.9843"
Length 2.990"—3.000" 2.900"—3.000" 2.990"—3.000"
Clearance in Piston (Light Thumb
Push @ 70° F.) 00045"—.00075" .0000"—.0005" .00045"—.00075"
End Play .004"—.026" .004"—.026" .004"—.026"
Clearance in Rod 0007"—.0014" .0000"—.0005" .0007"—.0014"
(Interference) (Interference)
Pins for Service Standard Only Std., .003", .008" Standard Only
Oversize
PISTON RINGS
Number of Rings per Piston 3 3 3
Compression 2 2 2
Oil 1 1 1
Oil Ring Type 3-piece 3-piece 3-p¡ece
steel rail steel rail steel rail
chrome-face chrome-face chrome-face
Ring Width
Compression .O77O"-.O78O" .0775"—.0780" .0770"—.0780"
Oil—Steel rails .025" .025" .025"
Ring Gap
Compression .010"-.020" .010"—.020" .010"—.020"
Oil-Steel rails OI5"-.O55" .015"—.055" .015"—.055"
R¡ngS¡de Clearance
Compression OOI5"-.OO3O" .0015"—.0030" ,0015"—.0030"
.0002"—.005" .0002"—.005"
Oil-Steel rails OOO2"-.OO5"
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9-80 SPECIFICATIONS ¯¤
ENGINE "318" '340" "360"
Service Rings
Ring Gap
Compression 010"—.020" .010"—.020" .010"—.020"
Oil (Steel rails) 010"—.062" .015"—.062" .015"—.062"
Ring Side Clearance
Compression 0015"—.004" .0015"—.004" .0015"—.004"
Oil (Steel rails) 0002"—.005" .0002"—.005" .0002"—.005"
CONNECTING RODS
Length (Center to Center) 6.123" 6.123" 6.123"
Weight (less bearing shells) 726 gms. 758 gms. 758 gms.
Side Clearance (two rods) 006"—.014" .006"—.014" .006"—.014"
Piston Pin Bore Diameter 9829"—.9834" 1.037"—1.039" .9829"—.9834"
CONNECTING ROD BUSHING
Type None Steel Backed None
Bronze
CONNECTING ROD BEARINGS (Type) Steel Backed Tri-Metal Steel Steel Backed
Grid Type Backed Grid Type
Diameter and Width . . . . 2.126" x .842" 2.126" x .842" 2.126" x .842"
Clearance desired . .0005"—.0020" .0005"—.0020" .0005"—.0020"
Maximum Allowable . ... .0025" .003" .0025"
Bearings for Service Std., .001", .002" Std., .001", .002" Std., .001", .002"
.003", .010", .012" .003", .010", .012" .003", .010", .012"
CRANKSHAFT
Type Fully Externally- Fully Externally- Fully Externally-
Balanced Balanced Balanced
Bearings Steel Backed Steel Backed Steel Backed
Babbitt Aluminum Babbitt
#1, 2, 3&4
Steel Backed
Babbitt
#5
Thrust Taken By No. 3 Main Bear¡ngNo. 3 Main BearingNo. 3 Main Bearing
End Play .002"—.007" .002"—.007" .002"—.007"
Maximum Allowable .010" .010" .010"
Diametral Clearance Desired .0005"—.0020" .0005"—.0020" .0005"—.0020"
Diametral Clearance Allowed .0025" .0025" .0025"
Finish at Rear Oil Seal Surface Diagonal Knurling Diagonal Knurling Diagonal Knurling
MAIN BEARING JOURNALS
Diameter 2.4995"—2.5005" 2.4995"—2.5005" 2.8095"—2.8105"
Maximum Allowable Out-of-Round and/or Taper .001" .001" .001"
Bearings for Service Available in
Standard and the following undersizes .001", .002", .003", .001", .002", .003" .001", .002", .003",
.010", .012" .010", .012" .010", .012"
CONNECTING ROD JOURNALS
Diameter 2.124"—2.125" 2.124"—2.125" 2.124"—2.125"
Maximum Allowable Out-of-Round and/or Taper .001" .001" .001"
CAMSHAFT
Drive Silent Chain Roller Chain Silent Chain
Bearings Steel Backed Steel Backed Steel Backed
Babbitt Babbitt Babbitt
Number 5 5 5
Diametral Clearance .001"—.003" .001"—.003" .001"—.003"
Maximum Allowable before Reconditioning .005" .005" .005"
Thrust Taken By Thrust Plate Thrust Plate Thrust Plate
End Play .002"—.006" .002"—.006" .002"—.006"
Maximum Allowable .010" .010" .010"
CAMSHAFT JOURNALS
Diameter No. 1.998"—1.999" 1.998"—1.999" 1.998"—1.999"
No. 1.982"—1.983" 1.982"—1.983" 1.982"—1.983"
No. 1.967"—1.968" 1.967"—1.968" 1.967"—1.968"
No. 1.951"—1.952" 1.951"—1.952" 1.951"—1.952"
No. 1.5605"—1.5615" 1.5605"—1.5615" 1.5605"—1.5615"
CAMSHAFT BEARINGS
Diameter No. 1 2.000"—2.001" 2.000"—2.001" 2.000"—2.001"
No. 2 1.984"—1.985" 1.984"—1.985" 1.984"—1.985"
No. 3 1.969"—1.970" 1.969"—1.970" 1.968"—1.970"
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 SPECIFICATIONS 9-81

ENGINE "318" "340" "360"

No. 4 1.953"—1.954" 1.953"—1.954" 1.953"—1.954"
No. 5 1.5625"—1.5635" 1.5625"—1.5635" 1.5625"—1.5635"
VALVE TIMING
Intake Opens (BTC) 10° 22° 16°
Intake Closes (ABC) 50° 66° 56°
Exhaust Opens (BBC) 52° 74° 60°
Exhaust Closes (ATC) 16° 22° 16°
Valve Overlap 26° 44° 32°
Intake Valve Duration 240° 268° 252°
Exhaust Valve Duration 248° 256°
TIMING CHAIN 276°
Number of Links 68 68
Pitch .375" 68 .375"
Width .625" .625"
TAPPETS .860"
Type Hydraulic Hydraulic
Body Diameter .9035"—.9040" Hydraulic .9035"—.9040"
Clearance in Block .0011"—.0024" .9035"—.9040" .0011"—.0024"
Service Tappets Available Std., .001", .008", .0011"—.0024" Std., .001", .008",
.030" Std., .001", .008", .030"
Dry Lash .060"—.210" .030" .060"—.210"
CYLINDER HEAD .060"—.210"
Valve Seat Run-Out (Maximum) .002" .002" .002"
Intake Valve Seat Angle 45° 45° 45°
Seat Width (finish) .065"—.085" .065"—.085" .065"—.085"
Exhaust Valve Seat Angle 45° 45° 45°
Seat Width (Finish) .040"—.060" .040"—.060" .040"—.060"
Cylinder Head Gasket (Thickness
compressed) .033" .038" .048"
VALVE GUIDES
Type Cast in Head Cast in Head Cast in Head
Guide Bore Diameter .374"_375" Std. .374"—.375" Std. .374"_,375" Std.
VALVES—(INTAKE) 1.88" 1.88"
Head Diameter 1.780"
4.90" 4.90" .490"
Length (to center of valve face) .372"—.373"
Stem Diameter (Standard) .372"_.373" .37I5"_3725"
.001"—.003" .0015"—.0035" .001"—.003"
Stem to Guide Clearance
Maximum Allowable .017" .017" .017"
Face Angle 45° 45° 45°
Valve for Service (Oversize Stem. Diam.) Std., .005", .015", Std., .005", .015", Std., .005", .015",
.030" .030" .030"
Lift (Zero Lash) .373" .429" .410"
VALVES—(EXHAUST)
Head Diameter 1.500" 1.60" 1.60"
Length to (center of Valve face) 4.90" 4.90" 4.90"
Stem Diameter (Standard) .371"—.372" .3705"—3715" .371"—.372"
Stem to Guide Clearance .002"—.004" .0025"—.0045" .002"—.004"
Maximum Allowable .017" .017" .017"
Face Angle 43° 43° 43°
Valve for Service (Oversize Stem D¡am.) Std., .005", .015", Std., .005", .015", Std., .005", .015",
.030" .030" .030"
Lift (Zero Lash) .399" .444" .412"
VALVE SPRINGS
Number 16 16 16
Free Length 2.00" 1.94" 2.00"
Load when Compressed to (valve
closed with surge damper removed) 78-88 lbs. 79-89 lbs. 78-88 lbs.
@ 1-11/16" @ 1-11/16" @ 1-11/16"
Load when Compressed to (valve open
with surge damper removed) 170-184 lbs. 201-215 lbs. 170-184 lbs.
@ 1-5/16" @ 1-5/16" @ 1-5/16"
Valve Springs I.D 1.010"—1.020" 1.070"—1.090" 1.010"—1.030"
Maximum Allowable Out of Plumb 1/16" .080" 1/16"
Valve Spring Installed Height (spring seat to retainer) 1-5/8"—1-11/16" l-5/8"_l-ll/16" l_5/8"_1-11/16"
Use 1/16" Spacer to Reduce Spring Height
when Over Specifications
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9¯82 SPECIFICATIONS

ENGINE "318" 340" "360"

ENGINE LUBRICATION
Pump Type Rotary Rotary Rotary
Full Pressure Full Pressure Full Pressure
Capacity (qts.) U.S 4** 4** 4**
Capacity (qts.) Imperial `.'.'..'.'.'.'.'.'. 3-1/4** 3-1/4** 3-1/4**
Pump Drive Camshaft Camshaft Camshaft
Minimum Pump Pressure @ Idle 8 ps¡ 8 psi 8 psi
Operating Pressure at 2000 Engine RPM 30—80 lbs. 3O__8O lbs. 30—80 lbs.
Pressure Drop Resulting from Clogged Filter
:er 7—9 lbs. 7—9 lbs. 7—9 lbs.
Oil Filter Type Full Flow Full Flow Full Flow
**When Filter Element is Replaced Add 1 U.S. Quart or 3/4 Imperial Quart.

OIL PUMP-INSPECTION LIMITS FOR REPLACEMENT

318,340 and
360 Cu. In. Engines
Oil Pump Cover .0015 inch or more
Outer Rotor Thickness .825 inch or less
Outer Rotor Diameter 2.469 inch or less
Inner Rotor Thickness .825 inch or less
Clearance Over Rotors—Outer .004 inch or more
Inner . .004 inch or more
Outer Rotor Clearance .014 inch or more
Tip Clearance Between Rotors .010 inch or more

OVERSIZE AND UNDERSIZE ENGINE COMPONENT MARKINGS

Displacement Condition Identification Location of Identification

318 Cu. In.
340 Cu. In.
360 Cu. In. .001" U/S Crankshaft RorM Milled flat on number eight
M-2-3 etc. (Indicating crankshaft counterweight
No. 2 & 3 main bearing
journal)
and/or
R-l-4etc. (Indicating
No. 1 & 4 connecting rod
journal)
.010" U/S Crankshaft RX or MX Milled flat on number eight
MX (Indicates .010" U/S crankshaft counterweight
all main journals)
and/or
RX (Indicating .010" U/S
all rod journals)
.020" O/S Cylinder Following engine serial number
Bores
.008" O/S Tappets 3/8" diamond shaped stamp
Top pad—Front of engine and
flat ground on outside surface
of each O/S tappet bore.
.005" O/S Valve Stems Milled pad adjacent to two
3/8" tapped holes on each end
of cylinder head.
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¤- •SPECIFICATIONS 9-83

ENGINE "400" "440"

Type 90° 9O°V
Number of Cylinders 8 8
Bore 4.342"_4.344" 4.320"
Stroke 3.375" 3.750"
Piston Displacement 400 cu. in. 440 cu. in.
Compression Ratio 8.2 to 1 8.2 to 1
Minimum Compression with Engine Warm,
Spark Plugs Removed, W¡de-Open Throttle 100 psi 100 psi
Maximum Variation Between Cylinders
(any one engine) 40 psi 4Ops¡
Firing Order 1-8-4-3-6-5-7-2 1-8-4-3-6-5-7-2
Basic Timing Refer to emission control information label on vehicle.
Floor Jets Size (400-4V only) .073"—.077" N/A
Color Coded Red Ink
CYLINDER NUMBERING (front to rear)
Left Bank 1-3-5-7 1-3-5-7
Right Bank 2-4-6-8 2-4-6-8
CYLINDER BLOCK
Cylinder Bore (Standard) 4.2495"—4.2515" 4.320"—4.322"
Cylinder Bore Out-of-Round
(Max. allowable before reconditioning) .005" .005"
Cylinder Bore Taper
(Max. allowable before reconditioning) .010" .010"
Reconditioning Working Limits
(for taper and out-of-round) .001" .001"
Maximum Allowable Oversize (cylinder bore) .040" .040"
Tappet Bore Diameter .9051"—.9059" .9051"—.9059"
Distributor Lower Drive Shaft Bushing
(press fit in block) .0005"—.0040" .0005"—.0040"
Ream to .4865"—.4880" .4865"—.4880"
Shaft to Bushing Clearance .0007"—.0027" .0007"—.0027"
PISTONS
Type Material Autothermic Autothermic
W/Steel Struts W/Steel Struts
Land Clearance (diametrical) .027"—.035" .023"—.030"
Clearance at Top of Skirt .0003"—.0013" .0003"—.0013"
Weight (Std. through .040" oversize) 768.5 gms. 857.5 gms.
Piston Length (overall) 3.530" 3.650"
Ring Groove Depth
No. 1 .220" .220"
No. 2 .220" .220"
No. 3 .208" .208"
Pistons for Service Std., .005", .020" Std., .005", .020"
.040" Oversize .040" Oversize
PISTON PINS
Type Press Fit in Rod Press Fit in Rod
Diameter 1.0935"—1.0937" 1.0935"—1.0937"
Length 3.555"—3.575" 3.555"_3.575"
Clearance in Piston (Light Thumb Push @ 70° F.) .00045"—.00075" .00045"—.00075"
Interference in Rod .0007"—.0012" .0007"—.0012"
Pins for Service Standard Only Standard Only
PISTONS RINGS
Number of Rings per Piston 3 3
Compression 2 2
Oil 1 1
Oil Ring Type 3-p¡ece 3-piece
Chrome-plated Chrome-plated
rails with rails with
Stainless steel Stainless steel
expander-spacer expander-spacer
Ring width
Compression .0775"—.0780" .0775"—.0780"
Oil (Steel rails) .025" .025"
Ring Gap
Compression .013"—.023" .013"—.023"
Oil (Steel rails) .015"—.055" .015"—.055"

MyMopar.com
9-84 SPECIFICATIONS

ENGINE '400" "440"

Ring Side Clearance
Compression .0015"—.0030" .0015"—.0030"
Oil (Steel rails) .0000"—.005" .000"—.005"
Service Rings
Ring Gap
Compression .013"—.023" .013"—.023"
Oil (Steel Rails) .015"—.062" .015"—.062"
RingSide Clearance
Compression .0015"—.004" .0015"—.004"
Oil (Steel rails) .0000"—.005" .0000"—.005"
CONNECTING RODS
Length (Center to Center) 6.356"—6.3630" 6.766"—6.770"
Weight (less bearing shells) 8 I 2 ± 4 gms. 846=t 4 gms.
Side Clearance (two rods) .009"—.017" .009"—.017"
Piston Pin Bore Diameter 1.0923"—1.0928" 1.0923"—1.0928"
CONNECTING ROD BUSHING
None None
CONNECTING ROD BEARINGS (Type) 2 bbl. carb. Steel Backed Babbitt
4 bbl. carb. Tri-metal Steel Backed Tr¡-metal Steel Backed
Diameter and Width 2.376"—.927" 2.376"—.927"
Clearance desired
2 bbl. carb. .0005"—.002"
4 bbl. carb. .001"—.0025" .001"—.0025"
Maximum Allowable .0025" .0025"
Bearings for Service Std., .001", .002" Std., .001", .002"
.003", .010", .012" .003", .010", .012"
CRANKSHAFT Undersizes Unders¡zes
Type Fully Counter-Balanced Fully Counter-Balanced
or externally balanced or externally balanced
Bearings Steel Backed Babbitt Steel Backed Babbitt
Hi-Performance All Bearings Tin Aluminum Alloy
Steel Backed
Thrust Taken By No. 3 Main Bearing No. 3 Main Bearing
End Play .002"—.007" .002"—.007"
Maximum Allowable .010" .010"
Diametral Clearance Desired .0005"—.002" .0005"—.002"
Diametral Clearance Allowed .0025" .0025"
Finish at Rear Oil Seal Surface Diagonal Knurling Diagonal Knurling
MAIN BEARING JOURNALS
Diameter 2.6245"—2.6255" 2.7495"—2.7505"
Maximum Allowable Out-of-Round and/or Taper .001" .001"
Bearings for Service Available in Standard
and the following undersizes .001", .002", .003" .001", .002", .003"
.010", .011", .012" .010", .011", .012"
CONNECTING ROD JOURNALS
Diameter 2.374"—2.375" 2.374"—2.375"
Maximum Allowable Out-of-Round and/or Taper .001" .001"
CAMSHAFT
Drive Chain Chain
Bearings Steel Backed Babbitt Steel Backed Babbitt
Number 5 5
Diametral Clearance .001"—.003" .001"—.003"
Maximum Allowable before Reconditioning .005" .005"
Thrust Taken By Cylinder Block Cylinder Block
CAMSHAFT JOURNALS
Diameter No. 1 1.998"—1.999" 1.998"—1.999"
No. 2 1.982"—1.983" 1.982"—1.983"
No. 3 1.967"—1.968" 1.967"—1.968"
No. 4 1.951"—1.952" 1.951"—1.952"
No. 5 1.748"—1.749" 1.748"—1.749"
CAMSHAFT BEARINGS
Diameter No. 1 2.000"—2.001" 2.000"—2.001"
No. 2 1.984"—1.985" 1.984"—1.985"
No. 3 1.967"—1.968" 1.967"—1.968"
No. 4 1.951"—1.952" 1.951"—1.952"
No. 5 1.750"—1.751" l.75O"_l.75l"

MyMopar.com
 SPECIFICATIONS 9-85

ENGINE "400" '440"

Valve Timing 2 BBL. 4 BBL STD. Hi-Perf.
Intake Opens (BTC) 18° 21° 18° 21°
Intake Closes (ABC) 62° 67° 62° 67°
Exhaust Opens (BBC) 68° 79° 68° 79°
Exhaust Closes (ATC) 20° 25° 20° 25°
Valve Overlap 38° 46° 38° 46°
Intake Valve Duration 260° 268° 260° 268°
Exhaust Valve Duration 268° 284° 268° 284°
TIMING CHAIN
Number of Links 50 50
Pitch .50" .50"
Width .75" .75"
TAPPETS
Type Hydraulic Hydraulic
Body Diameter .9035"—.9040" .9035"—.9040" ·
Clearance in Block .0011"—.0024" .0011"—.0024"
Service Tappets Available Std., .001", .008", .030" Std., .001", .008", .030"
Clearance Between Valve Stem and Rocker
Arm Pad (Dry Lash) .060"—.210" .060"—.210"
CYLINDER HEAD
Valve Seat Run-Out (Maximum) .002" .002"
Intake Valve Seat Angle 45° 45°
Seat Width (finish) .060"—.085" .060"—.085"
Exhaust Valve Seat Angle 45° 45°
Seat Width (finish) .040"—.060" .040"—.060"
Cylinder Head Gasket (Thickness compressed) .021" .021"
VALVE GUIDES
Type Cast in Head Cast in Head
Guide Bore Diameter (Standard) .374"_.375" .374"—.375"

400-2 BBL 400-4 BBL

and and
ENGINE 44O¯Std. 440-Hi. Pert.
Valves—Intake
Head Diameter 2.08" 2.08"
Length to (center of valve face) 4.87" 4.87"
Stem Diameter .3723"—.3730" .3718"—.3725"
Stem to Guide Clearance .0010"—.0027" .0015"—.0032"
Maximum Allowable .017" .017"
Face Angle 45° 45°
Valve for Service (Oversize Stems Diameter) .. Std., .005", .015", .030" Std., .005", .015", .030"
Lift (Zero Lash) .434" .450"
Valves—Exhaust
Head Diameter 1.75" 1.75"
Length to (center of valve face) 4.87" 4.87"
Stem Diameter
Hot End .3713"—.3720" .3708"—.3715"
Cold End .3723"—.3730" .3718"—.3725"
Stem to Guide Clearance
Hot End .0020"—.0037" .0025"—.0042"
Cold End .0010"—.0027" .0015"—.0032"
Maximum Allowable .017" .017"
Face Angle 45° 45°
Valve for Service (Oversize Stem Diameter) .. Std., .005", .015", .030" Std., .005", .015", .030"
Lift (Zero Lash) .430" .464"
Valve Springs
Number 16 16
Free Length 2.58" 2.23"
Load When Compressed to
Valve Closed (pounds) 121-129 @ 1-55/64" 100-110 @ 1-55/64"
Valve Open (pounds) 192-208 @ 1-7/16" 236-256 @ 1-23/64"
Valve Spring I.D 1.01"—1.03" 1.07"—1.09"
Maximum Allowable Out of Plumb .060" .080"
Valve Spring Installed Height (spring seat:
to retainer) 1-53/64"—1-57/64" 1-53/64"—1-57/64"
MyMopar.com
9-86 SPECIFICATIONS

400-2 BBL 400-4 BBL

and and
ENGINE 440-Std. 440-Hi. Perf.
Use 1/16" Spacer to Reduce Spring Height
when Over Specifications
ENGINE LUBRICATION
Pump Type Rotary Full Rotary Full
Pressure Pressure
Capacity (qts.) 4 U.S. or 3-1/4 4 U.S. or 3-1/4
Imperial*** Imperial***
Pump Drive Camshaft Camshaft
Minimum Pump Pressure @ Idle 8psi 8psi
Operating Pressure at 2000 Engine RPM 30—80 lbs. 30—80 lbs.
Pressure Drop Resulting from Clogged Filter 7—9 lbs. 7—9 lbs.
Oil Filter Type Full-Flow Full-Flow
f
When filter is replaced, add 1 U.S. Quart or 3/4 Imperial Quart.

OIL PUMP-INSPECTION LIMITS FOR REPLACEMENT

400 and
440 Cu. In. Engines
Oil Pump Cover .0015 inch or more
Outer Rotor Thickness .943 inch or less
Outer Rotor Diameter 2.469 inch or less
Inner Rotor Thickness .943 inch or less
Clearance Over Rotors—Outer .004 inch or more
Inner .004 inch or more
Outer Rotor Clearance .014 inch or more
Tip Clearance Between Rotors .010 inch or more

OVERSIZE AND UNDERSIZE ENGINE COMPONENT MARKINGS

Engine
Displacement Condition Identification Location of Identification
400 cu. in. .001" U/S Crankshaft Maltese Cross Top of front pad—Right
440 cu. in. side of block
M-2-3 etc. (indicating Crankshaft counterweight
No. 2 & 3 main bearing
journal)
and/or
R-l-4 etc. (indicating
No. 1 & 4 connecting rod
journals)
.010" U/S Crankshaft Maltese Cross and X Top pad—Front of engine
M-10 (indicates .010" Crankshaft counterweight
U/S all main journals)
and/or
R-10 (indicates .010"
U/S ail rod journals)
.020" O/S Cylinder A Top pad—Front of engine
Bores
• Top pad—Front of engine
.008" O/S Tappets
.005" O/S Valve Stems O.S. Single bolt boss on end of
the head

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 TIGHTENING REFERENCE 9-87

TIGHTENING REFERENCE

198-225 CUBIC INCH ENGINES

Torque
Thread Size Foot-Pounds
Alternator Adjusting Strap Bolt 5/16"—18 200 ¡n.-lbs.
Alternator Adjusting Strap Mounting Bolt 3/8"—16 30
Alternator Bracket Bolt 5/16"—18 200 ¡n.-lbs.
3/8"—16 30
Alternator Mounting Pivot Nut 3/8"—16 30
Camshaft Lockbolt 7/16"—14 35
Carburetor to Manifold Nut 3/8"—16 200 ¡n.-lbs.
Chain Case Cover Bolt 5/16"—18 200 ¡n.-lbs.
Clutch Housing Bolt 3/8"—16 30
7/16"—14 50
Connecting Rod Nut 3/8"—24 45
Crankshaft Rear Bearing Seal Retainer 3/8"—16 30
Cylinder Head Bolt 7/16"—14 70
Cylinder Head Cover l/4"_20 40 in.-lbs.
Distributor Clamp Bolt 1/4"—20 95 in.-lbs.
Engine Front Mount Insulator to Frame Nut 75
Engine Front Mount Insulator to Engine Nut 50
Engine Front Mount Insulator to Bracket Bolt 50
Engine Rear Mount Insulator to Crossmember Nut 200 ¡n.-lbs.
Engine Rear Mount Insulator to Extension 50
Engine Rear Mount Crossmember to Frame Nut 30
Exhaust Manifold Nut 5/16"—24 120 ¡n.-lbs.
Exhaust Pipe Flange Nut 7/16"—14 35
Exhaust Pipe Support Bolt 50
Exhaust Pipe Support Clamp Nut 95 ¡n.-lbs.
Fan Blade Attaching Bolts 5/16"—18 200 ¡n.-lbs.
Flex Plate to Converter 5/16"—24 270 ¡n.-lbs.
Flex Plate to Crankshaft 7/16"—20 55
Flywheel to Crankshaft 7/16"—20 55
Fuel Pump Attaching Bolt 3/8"—16 30
Intake to Exhaust Manifold Stud 3/8"—16 30
Intake to Exhaust Manifold Bolt 5/16"—18 240 in.-lbs.
Ma¡n Bearing Cap Bolt 1/2"—13 85
Oil Pan Drain Plug 1/2"—20 20
Oil Pan Screw 5/16"—18 200 ¡n.-lbs.
Oil Pump Cover Bolt 1/4"—20 95 ¡n.-lbs.
Oil Pump Attaching Bolt 5/16"—18 200 in.lbs.
Oil Filter Attaching Stud 3/4"__16 10
Oil Pressure Gauge Sending Unit 1/8 NPTF 60 ¡n.-lbs.
Rocker Shaft Bracket Bolt 3/8"—16 25
Spark Plug 14mm 30
Starter Mounting Bolt 7/16"—14 50
Temperature Gauge Sending Unit 1/8"—NPTF 60 ¡n.-lbs.
Water Pump to Housing Bolt 3/8"—16 30
A/C Compressor Bracket to Water Pump Bolt 3/8"—16 30
A/C Compressor to Bracket Bolt 7/16"—14 50
A/C Compressor Support Bolts 3/8"—16 30

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9-88 TIGHTENING REFERENCE

TIGHTENING REFERENCE

318-340-360 CUBIC INCH ENGINES

Torque
Thread Size Foot-Pounds
Alternator Adjusting Strap Bolt 5/16"—18 200 in.-lbs.
Alternator Adjusting Strap Mounting Bolt 3/8"—16 30
Alternator Bracket Bolt 3/8"—16 30
Alternator Mounting Pivot Nut 3/8"—16 30
Camshaft Sprocket Lockbolt 7/16"—14 35
Camshaft Thrust Plate 5/16"—18 210 in.-lbs.
Chain Case Cover Bolt (Cast) 3/8"—16 35
Clutch Housing Bolt 3/8"—16 30
7/16"—14 50
Connecting Rod Nut 3/8"—24 45
Crankshaft Bolt (Vibration Damper) 3/4"—16 100
Cylinder Head Bolt 1/2"—13 95
Cylinder Head Cover 1/4"—20 40 in.-lbs.
Distributor Clamp Bolt 5/16"—18 200 ¡n.-lbs.
Engine Front Mount Insulator to Frame Nut 7R
/ <J
Engine Front Mount Insulator to Engine Nut 55
Engine Rear Mount Insulator to Crossmember Nut . . . . 50
Engine Rear Mount Insulator to Extension 50
Engine Rear Mount Crossmember to Frame Nut
V,L,B,J,R,W,P,D 75
Exhaust Manifold Screw 5/16"—18 20
Nut 5/16"—24 15
Exhaust Pipe Flange Nut 318-360 7/16"—14 24
340 7/16"—14 50
Fan Blade Attaching Bolts 5/16"—18 200 ¡n.-lbs.
Flex Plate to Converter 5/16"—24 270 in.-lbs.
Flex Plate to Crankshaft 7/16"—20 55
Flywheel to Crankshaft 7/16"—20 55
Fuel Pump Attaching Bolt 3/8"—16 30
Floor Jets 9/16"—12 25
Intake Manifold Bolt 3/8"—16 35
Main Bearing Cap Bolt 1/2"—13 85
Oil Pan Drain Plug 1/2"—20 20
Oil Pan Screw 5/16"—18 200 in.-lbs.
Oil Pump Cover Bolt 1/4"—20 95 ¡n.-lbs.
Oil Pump Attaching Bolt 3/8"—16 30
Oil Filter Attaching Stud 3/4"—16 50
Oil Pressure Gauge Sending Unit 1/8" NPTF 60 ¡n.-lbs.
Rocker Shaft Bracket Bolt 5/16"—18 200 in.-lbs.
Spark Plug 14mm 30
Starter Mounting Bolt 7/16"—14 50
Temperature Gauge Sending Unit 1/8" NPTF 60 in.-lbs.
Water Pump to Housing Bolt 3/8"—16 30
A/C Compressor Bracket to Water Pump Bolt 3/8"—16 30
A/C Compressor to Bracket Nut 7/16"—14 50
A/C Compressor Support Bolts 3/8"—16 30

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 TIGHTENING REFERENCE 9-89

TIGHTENING REFERENCE

400-440 CUBIC INCH ENGINES

Torque
Thread Size Foot-Pounds
Alternator Adjusting Strap Bolt 5/16"—18 200 in.-lbs.
Alternator Adjusting Strap Mounting Bolt 3/8"—16 30
Alternator Bracket Bolt 3/8"—16 30
Alternator Mounting Pivot Bolt 3/8"—16 30
Camshaft Lockbolt 7/16"—14 50
Carburetor to Manifold Nut 5/16"_24 200 in.-lbs.
Chain Case Cover Bolt 5/16"—18 200 in.-lbs.
Clutch Housing Bolt 3/8"—16 30
7/16"_14 50
Clutch Housing Cover Bolt 5/16"—18 12
Connecting Rod Nut 3/8"—24 45
Crankshaft Bolt (Vibration Damper) 3/4"—16 135
Crankshaft Rear Bearing Seal Retainer 3/8"—16 25
Cylinder Head Bolt 7/16"—14 70
Cylinder Head Cover 1/4"—20 40 in.-lbs.
Distributor Clamp Bolt 5/16"—18 2OO¡n.-lbs.
Engine Front Mount Insulator to Frame Nut 7c
ID
Engine Front Mount Insulator to Engine Nut 55
Engine Rear Mount Crossmember to Frame B,J,R,W
P,D,C,Y 75
Engine Rear Mount Insulator to Extension 50
Exhaust Manifold Stud Nut 3/8"—24 30
Exhaust Pipe Flange Nut 7/16"—14 50
Fan Blade Attaching Bolts 5/16"—18 200 in.-lbs.
Flex Plate to Converter 5/16"—24 270 in.-lbs.
Flex Plate to Crankshaft 7/16"—20 55
Flywheel to Crankshaft 7/16"—20 55
Fuel Pump Attaching Bolt 3/8"—16 30
Floor Jets 9/16"—12 25
Intake Manifold Bolt 3/8"—16 40
Main Bearing Cap Bolt 1/2"—13 85
Oil Pan Drain Plug 1/2"—20 20
Oil Pan Screw 5/8"—18 200 in.-lbs.
Oil Pump Cover Bolt 5/16"—18 10
Oil Pump Attaching Bolt 3/8"—16 30
Oil Filter Adapter 3/4"—10 20
Oil Pressure Gauge Sending Unit 1/8" NPTF 60 in.-lbs.
Rocker Shaft Bracket Bolt 3/8"—16 25
Spark Plug 14mm 30
Starter Mounting Bolt 7/16"—14 50
Temperature Gauge Sending Unit 1/2" NPTF 35
Valve Tappet Cover End Bolt l/4"_20 10
Vibration Damper Pulley Bolt 5/16"—18 2OO¡n.-lbs.
Water Pump to Housing Bolt 3/8"—16 30
A/C Compressor Bracket to Water Pump Bolt 3/8"—16 30
A/C Compressor to Bracket Bolt 7/16"—14 50
A/C Compressor Support Bolts 3/8"—16 30

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 ENGINE SPECIAL SERVICE TOOLS (198-225)
CO

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C-3422A

PF552

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 ENGINE SPECIAL SERVICE TOOLS (318-340-360)
C-3052

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C-3422A CO
MyMopar.com
PF553 -*
 ENGINE SPECIAL SERVICE TOOLS (400-440)
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C-3160

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C-3422A PF554

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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-1

EXHAUST SYSTEM AND INTAKE MANIFOLD

CONTENTS
Page Page
CARBURETOR AIR HEATER 9 INTAKE MANIFOLD
EXHAUST GAS RECIRCULATION 7 Eight Cylinder Engines 15
EXHAUST MANIFOLD MANIFOLD HEAT CONTROL VALVE
Eight Cylinder Engines 15 Six Cylinder Engines 18
EXHAUST PIPES, MUFFLERS AND Eight Cylinder Engines 19
TAIL PIPES 8 SERVICE DIAGNOSIS 8
GENERAL INFORMATION 1 SERVICE PROCEDURES 8
INTAKE AND EXHAUST MANIFOLD TIGHTENING REFERENCE 20
Six Cylinder Engines 9

GENERAL INFORMATION

The single exhaust systems (Figs. 1, 2, 3, 4, 6, 7, 8, integral with the muffler or resonator on some eight
10, 14, 16,17 and 18) use mufflers of aluminized steel cylinder applications (Figs. 5, 9, 11, 12, 15 and 19).
and steel components. Dual exhaust systems (Figs. 5, Some eight cylinder models have a separate exhaust
9, 11, 12, 15 and 19) also use mufflers made of alumi- pipe and muffler, or exhaust extension with muffler
nized steel, with stainless or chromized steel com- assembly, and are joined by the use of a U-bolt and
ponents. All tailpipes on all models are made of saddle clamp (Figs. 3, 4, 7, 8, 10, 14 and 17). All
long-lasting aluminized steel. Challenger models have the main muffler integral with
The exhaust system used on all models with six the tailpipe, located at the rear of the car (Figs. 14
cylinder engines has an exhaust pipe integral with the and 15).
muffler (Figs. 1, 2, 6 and 16); the exhaust pipe is also Ball-type joints are used at the connection of the

"U" NUT
TAIL PIPE

U" NUT

PLAIN WASHER

BOLT<£>
GASKET

EXHAUST PIPE
4
TAIL PIPE
NUT
BOLT AND WASHER<B;
TIGHTENING TORQUE
PLAIN
35 FT. LB. 95 IN. LB.
BRACE INSULATOR \ WASHER (2)
50 FT. LB. 150 IN. LB. SADDLE ASSEMBLY N | > rø<g>
EXHAUST PIPE \ \ U-BOLT ^
200 I N . LB.
VIEW A V l t w b
NR331B
F¡g. 1-Dart Exhaust System (¶ 98-225)

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11-2 EXHAUST SYSTEM AND INTAKE MANIFOLD

FRAME RAIL

TAILPIPE SUPPORT

RESONATOR

RESONATOR AND TAILPIPE

PLAIN WASHER
MUFFLER

NUT (2)<f

EXHAUST PIPI

&OLT AND WASHER<B`

TIGHTENING TORQUE
PLAIN
BRACE INSULATOR \ WASHER (2)
SADDLE ASSEMBLY NUT (2)
EXHAUST PIPE VIEW B
U-BOLT
VIEW A PF148

Fig. 2-Dart Exhaust System (¶98-225)-W¡th Quiet Package

U-NUT PLATE

-' EXHAUST 5/16"U-BOLT

PIPE

EXHAUST PIPE PLAIN

ASSEMBLY WASHER

PLAIN WASHER INSULATOR

ASSEMBLY
LOCKWASHER^VIEW B NUT t> PIPE
NR332C
Fig. 3-Dart Exhaust System (318)
MyMopar.com
 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-3

FRAME RAIL
TAILPIPE SUPPORT
RESONATOR

RESONATOR A N D
TAILPIPE

SUPPORT

EXHAUST 5/16'
PIPE

TAILPIPE
TIGHTENING TORQUE
MUFFLER
24 FT. LB. SADDLE
150 IN. LB.
95 IN. LB. 200 IN. LB. PLAIN WASHER

LOCKWASHER^yiEW A NUT <Ž>

PF149

Fig. 4-Dorf Exhaust System (3l8)-W¡th Quiet Package

SCREW PLATE ASSEMBLY U-NUT

U-NUT NUT AND WASHER

(2 REQUIRED FOR DUAL) ASSEMBLY < í >
IY/\IL

ASSEMBLY
PLAIN WASHER
REFERENCE
BOLT<6> SUPPORT
BRACKET ASSEMBLY-
INSULATOR VIEW E TAIL PIPE
ASSEMBLY EXTENSION
DUAL (RIGHT SIDE SHOWN)
TAIL PIPE TAIL PIPE
PLAIN VIEWG
WASHER (2) TAIL PIPE (RIGHT AND LEFT SIDE)
VIEW D TAIL PIPE
DUAL (RIGHT AND LEFT SIDE) EXTENSION

NUT<E
BOLT (4)
RETAINER

SADDLE

VIEW F
(RIGHT AND LEFT SIDE)

Fig. 5-Spor† Dual Exhaust System (340)

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11-4 EXHAUST SYSTEM AND INTAKE MANIFOLD
BOLT A N D WASHER í^ " U " NUT (2)

RAIL
ASSEMBLY
REFERENCE

" U " BOLT TAIL PIPE

VIEW A
FOR TAXI AND POLICE ONLY

> STATION WAGON ONLY

`NUT (2)
NR335D
fig. 6—Coronet and Charger Exhaust System (225)
EXHAUST "U" BOLT "U" NUT (2)
PIPE INSULATOR RAIL ASSEMBLY
ASSEMBLY REFERENCE
INSULATOR
ASSEMBLY

CLAMP BOLT
PLAIN
WASHER
(2)
I \ MUFFLER
LOCKWASHER (2) SCREW < C X \ y i E W G INSULATOR
NUT (2)
TIGHTENING TORQUE
VIEWB TAIL
PIPE CLAMP
24 FT. LB. 150 IN. LB.
35 FT. LB. 200 IN. LB. VIEW E

95 IN. LB.

RETAINER (4)
EXHAUST BOLT (4)

EXHAUST PIPE EXTENSION STATION WAGON ONLY

NR336D

Fig. 7—Coronet and Charger Exhaust System (3¶8)

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TRANSMISSION

SUPPORT

TAILPIPE & RESONATOR ASSEMBLY

>
¢/>

C/>
c/>
CLAMP

TAILPIPE A N D
RESONATOR
TIGHTENING TORQUE ASSEMBLY
95 I N . LB.
150 I N . LB.
200 I N . LB.

<e> 24 FT. LB.

50 FT. LB.

VIEW C
PF159 7 *
Fig. 8-Coronet and Charger Exhaust System (3ì8-400 2V)-With Quiet Package MyMopar.comui
 SUPPORT AND
INSULATION
TAILPIPE ASSEMBLY

TIGHTENING TORQUE

<$> 95 IN. LB.

<§> 150 IN. LB.

200 IN. LB.

<§> 24 FT. LB.

Fig. 9—Coronet and Charger Dual Exhaust System (3 ¶ 8-340) PF160

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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-7

'U"BOLT U" NUT (2)

RAIL SIDE RAIL NUT
ASSEMBLY (REFERENCE)
REFERENCE
BOLT
INSULATOR
ASSEMBLY
TAIL PIPE
U'¯' NUT

BOLT<E^
WASHER
PLAIN VIEW H
SCREW
VIEWC TAIL PIPE

<§>24 FT. LB. 100 IN. LB.

<¾> 50 FT. LB. 200 IN. LB.

95 IN. LB.
<í> 150 I N . LB.

EXHAUST PIPE BOLT (4)

ASSEMBLY

EXHAUST PIPE EXTENSION •`-^> STATION W A G O N ONLY

GASKET (2)
NR337D

Fig. 10—Coronet and Charger Single Exhaust System (400-2V)

exhaust pipes to the exhaust manifolds on models with support (318 only), a resonator integral with the tail-
the 318 and 360 engines; and on the right side only pipe and a special rear support (Fig. 8).
on the Sport equipped with the 340 engine. Ball-type
joints are also used to connect the exhaust pipes and EXHAUST GAS RECIRCULATION (EGR)
pipe extension on single exhaust systems on the To assist in the control of oxides of nitrogen (NOx)
Polara and Monaco equipped with 400 and 440 en- in engine exhaust, all engines are equipped with an
gines, to permit easier installation and alignment of exhaust gas recirculation system. The use of exhaust
components in the system. gas to dilute incoming air/fuel mixtures lowers peak
NOTE: When replacement is required on any com- flame temperatures during combustion, thus limiting
ponent of the exhaust system, it is most important the formation of NOx.
that original equipment parts (or their equivalent) be Exhaust gases are taken from openings in the ex-
used to assure proper alignment with other parts in haust gas crossover passage in the floor of the intake
the system and provide acceptable exhaust noise manifold.
levels. On 340 and 400-4V engines, exhaust gases enter the
intake manifold through orifices in two jets in the
Dart Models crossover passage below the carburetor (Fig. 20). On
As a part of an optional Quiet Car Package avail- all six and eight cylinder engines except the 340 and
able on some models of the Dart with 198, 225 and 400-4V, a vacuum sensor and exhaust gas recircula-
318 engines, the exhaust system includes a double- tion valve proportions the amount of exhaust gases
wrapped exhaust pipe with a double strap support entering the intake manifold (Fig. 21).
(318 only), a resonator integral with the •tailpipe and REFER TO SECTION 25 OF THIS MANUAL FOR A
special rear support (Figs. 2 and 4). COMPLETE DESCRIPTION, DIAGNOSIS AND SERV-
ICE PROCEDURES ON THE EXHAUST GAS RE-
Charger SE Models CIRCULATION SYSTEM AND COMPONENTS.
The Quiet Car Package, standard equipment on the
MANIFOLD HEAT CONTROL VALVE
Charger SE with either the 318 or 400 2V engine,
includes a double-wrapped exhaust pipe, additional A manifold heat control valve is located in the ex-
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11-8 EXHAUST SYSTEM AND INTAKE MANIFOLD
haust manifold of six cylinder engines and in the right cylinder engines, when the valve is closed the exhaust
side exhaust manifold on all eight cylinder engines. gases are directed to the heat chamber through the
The thermostatically-controlled valve directs heated right side of the exhaust crossover passage; after
exhaust gases to the heat chamber in the intake mani- circulating through the heat chamber, the gases are
fold beneath the carburetor to help vaporize the fuel returned to the exhaust manifold through the left side
mixture during engine warm-up period. On all eight- of the passage.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
EXCESSIVE EXHAUST (a) Leaks at pipe joints. (a)
Tighten clamps at leaking joints.
NOISE (b) Burned or blown out muffler. (b)
Replace muffler assembly.
(c) Burned or rusted out exhaust pipe. (c)
Replace exhaust pipe.
(d) Exhaust pipe leaking at manifold (d)
On 318, 340 and 360 cu. in. engines,
flange. tighten ball joint connection attaching
ing bolt nuts to 24 foot-pounds. On
all other engines, install a new gas-
ket and tighten flange bolt nuts to
50 foot-pounds.
(e) Exhaust manifold cracked or broken. (e) Replace manifold.
(f) Leak between manifold and cylinder (f) Tighten manifold to cylinder head
head. stud nuts or bolts to specifications.
(g) Restriction in muffler or tail pipe. (g) Remove restriction, if possible, or re-
place as necessary.
LEAKING EXHAUST (a) Leaks at pipe joints. (a) Tighten U-bolt nuts at leaking joints
GASES to 150 inch-pounds.
¢b) Damaged or improperly installed gas- (b) Replace gaskets as necessary.
kets.
ENGINE HARD TO WARM (a) Heat control valve frozen in the open (a) Free up manifold heat control valve
UP OR WILL NOT position. using a suitable solvent.
RETURN TO NORMAL (b) Blocked crossover passage in intake (b) Remove restriction or replace intake
IDLE manifold. manifold.
HEAT CONTROL VALVE (a) Thermostat broken. (a) Replace thermostat.
NOISY (b) Broken, weak or missing anti-rattle (b) Replace spring,
spring.

SERVICE PROCEDURES

EXHAUST PIPES, MUFFLERS AND TAILPIPES NOTE: When replacement is required on any com-
ponent of the exhaust system, it is most important
Removal (General) that original equipment parts (or their equivalent) be
(1) Raise vehicle on hoist and apply penetrating oil used to assure proper alignment with other parts in
to clamp bolts and nuts of component being removed. the system and provide acceptable exhaust noise
(2) If the muffler is being replaced in models with levels.
the exhaust pipes integral with the muffler, cut the On models having a muffler or resonator integral
exhaust pipe close to the front of the muffler, with a with the tailpipe, the muffler or resonator is not
hack saw or suitable cutter. (After removal by cutting, serviced separately. In these instances replacement of
the replacement muffler is installed using a clamp to the muffler or resonator requires replacement of the
attach it to the exhaust pipe). tailpipe assembly.
(3) Remove clamps and supports from exhaust sys-
tem to permit alignment of parts during assembly. Installation (General)
(4) When removing tailpipe, raise rear of vehicle (1) Assemble pipes, muffler supports and clamps
to relieve body weight from rear springs to provide loosely to permit proper alignment of all parts.
clearance between pipe and rear axle parts. (2) Beginning at front of system, align and clamp
(5) Clean ends of pipes and/or muffler to assure each component to maintain position and proper
mating of all parts. Discard broken or worn insula- clearance with underbody parts.
tors, rusted clamps, supports and attaching parts. (3) On models using ball-type connections, alter-
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 EXHAUST SYSTEM AND INTAKE MANIFOLD 119
SCREW MUFFLER

CLAMP
INSULATOR
CLAMP

VIEW

TIGHTENING TORQUE

GASKET (2)
TAIL PIPE
NUT (4)
STATION WAGON ONLY PB178A

F¡g. 11—Coronet and Charger Dual Exhaust System (400-4V)

nately tighten bolts to assure flanges are even and retor.
parallel. (4) Position air cleaner to provide sufficient clear-
(4) Tighten all clamps and supports to the proper ance between it and air conditioning compressor, and
torques, shown in Figures 1 through 19. other parts in the engine compartment.
NOTE: Refer to Section 25 (Emission Control Systems)
CARBURETOR AIR HEATER of this manual for diagnostic and service procedures
on the air control valve and temperature sensor lo-
Air Heater-Removal-(Figs. 22,23 and 24) cated in the air cleaner.
(1) Disconnect air cleaner vacuum hose from carbu-
retor, and flexible connector between air cleaner and
carburetor air heater. INTAKE AND EXHAUST MANIFOLD ASSEMBLY
(2) Disconnect breather cap to air cleaner hose. (6-Cylinder Engines)
Remove air cleaner.
(3) Remove attaching screws and nuts from air Removal
heater. Remove air heater. (1) Disconnect air cleaner vacuum line from car-
(4) Inspect air heater and connector tube; replace buretor and flexible connector between air cleaner
if damaged. and carburetor air heater.
(2) Disconnect breather cap to air cleaner line
Air Heater-lnstallat¡on-(F¡gs. 22,23 and 24) and remove air cleaner.
(1) Install air heater parts with attaching screws, (3) Disconnect distributor vacuum control line,
nuts and washers, making sure all parts are in proper crankcase ventilator valve hose and carburetor bowl
alignment. vent line if so equipped.
(2) Install air cleaner, connect breather cap to air (4) Remove carburetor air heater.
cleaner hose. (5) Disconnect fuel line, automatic choke rod and
(3) Install flexible connector between air heater and throttle linkage from carburetor and remove car-
air cleaner, and air cleaner vacuum hose from carbu- buretor.
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SUPPORT AND CLAMP
INSULATION
ASSEMBLY
SIDE RAIL 4 DOOR SEDANS ONLY
ASSEMBLY
TAIL PIPE
EXTENSION

VIEW A CO

VIEW B

VIEW C

RESONATOR AND
REW (4) TAIL PIPE

BOLT (2)

RESONATOR' V IEW E

EXHAUST PIPE

TIGHTENING TORQUE
TIGHTEN

Fig. 12—Coronet and Charger Dual Exhaust System (440)

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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-11

SIDE RAIL ASSEMBLY SIDE RAIL ASSEMBLY

SUPPORT
; 4 DOOR SEDANS ONLY
TAIL PIPE
SUPPORT AND EXTENSION
INSULATION
ASSEMBLY

"U" NUT (2)

SUPPORT AN
INSULATION
ASSEMBLY

BOLT (2)

SCREW (4)
TIGHTENING TORQUE
SCREW (2)
95 IN. LBS.
CLAMP RESONATOR
150 IN. LBS.
TAIL PIPE 2-DOOR MODELS ONLY 200 IN. LBS. 440 CI.D.
(EXCEPT 440 CI.D.) TIGHTEN SECURELY PD487A

Fig. ì 3—Coronet and Charger Exhaust Extension

(6) Disconnect exhaust pipe at exhaust manifold. gular washers should be positioned squarely on the
(7) Remove nuts and washers attaching manifold machined surfaces of both intake and exhaust mani-
assembly to cylinder head and remove manifold. fold retaining pads. These washers must be installed
(8) Remove three screws securing intake manifold with cup side against manifold. Install nuts and wash-
to exhaust manifold and separate manifolds. ers only when engine is cold.
(3) Install steel conical washers with cup side fac-
Cleaning and Inspection ing manifold, one on center upper stud and two on
(1) Discard gasket and clean all gasket surfaces on center lower studs. Install brass washers at each end
manifolds. Wash manifolds in solvent and dry with with flat side to manifold. Install nuts with flat side
compressed air. away from washer. Snug all nuts.
(2) Test mating surfaces of manifolds for flatness CAUTION: Do not over-tighten.
with a straightedge. Surfaces should be flat within (4) Tighten three intake to exhaust manifold screws,
.008 inch per foot of manifold length. starting with inner screw. Torque to 240 inch-pounds.
(3) Inspect manifolds for cracks or distortion. (5) Tighten all nuts to 10 foot-pounds (120 inch-
(4) Test operation of manifold heat control valve. pounds).
If shaft is binding, apply a suitable manifold heat (6) Attach exhaust pipe to manifold flange, using
control valve solvent. Then, work valve back and a new gasket and tighten stud nuts to 35 foot-pounds.
forth until it turns freely. (7) Install carburetor air heater.
(8) Install air injection tube with a new gasket.
Installation Tighten to 200 inch-pounds.
(1) Install a new gasket between the two mani- (9) Install carburetor and connect fuel line, auto-
folds and install the three long screws securing the matic choke rod and throttle linkage.
manifolds. Do not tighten at this time. (10) Install distributor vacuum control line and
(2) Position manifold assembly on cylinder head, carburetor bowl vent line.
using a new gasket. Install triangular washers and (11) Install air cleaner and connect breather cap to
nuts on upper studs and on the four lower studs air cleaner line.
opposite numbers 2 and 5 cylinders. The eight trian- (12) Install air cleaner vacuum line to carburetor
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EXHAUST PIPE T (4) MUFFLER REAR FLOOR PAN
ASSEMBLY TO FRAME (REF.)

TAIL PIPE

SADDLE
CLAMP

VIEW IN DIRECTION OF ARROW V

MUFFLER
318 CUBIC INCH ENGINE ASSEMBLY
SCREW
AND WASHER
BOLT

BOLT VIEW IN DIRECTION OF ARROW Z

'U" BOLT
NUT
AND WASHER
ASSEMBLY
BRACE

SADDLE

VIEW IN DIRECTION OF ARROW W JMD MUFFLER

ASSEMBLY7
HEAT SHIELD
SCREW (3)<E
EXHAUST PIPE
ASSEMBLY

HEAT SHIELD

VIEW IN DIRECTION OF ARROW X

TIGHTENING TORQUE

NUT (2)<D;
225 CUBIC INCH ENGINE Fig. 14-Challenger Exhaust System (3¶8) PB121A

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 U" NUT ' U " NUT SCREW (2) " U " NUT
HEAT
SHIELD

BOLT

TAIL PIPE-

SCREW< CLAMP

VIEW IN DIRECTION OF ARROW X SADDLE SUPPORT

HEAT SHIELD NUT

•SCREW (3)<£>
^>BOLT
VIEW IN DIRECTION OF ARROW U TAIL PIPE ^
VIEW IN DIRECTION OF ARROW Z

TIGHTENING TORQUE

150 I N . LB. 50 FT. LB.

200 IN. LB. 95 IN. LB.

24 IN. LB.
<ç> 24 FT. LB. TAIL PIPE A N D
MUFFLER ASSEMBLY TAIL PIPE >
35 FT. LB.
<8> 100 IN. LB.
EXTENSION
C/>

3
EXHAUST PIPE

PAN —
CENTER FLOOR
(REFERENCE)
SCREW Of- NUT A N D
/ / / ¿WASHER
/ / / ^ASSEMBLY

PLATE
ASSEMBLY

EXHAUST PIPE BRACKET

ASSEMBLY
PB120B VIEW IN DIRECTION OF ARROW Y ^
Fig. 15-Challenger Dual E×hausf System (340) MyMopar.com
CO
11-14 EXHAUST SYSTEM AND INTAKE MANIFOLD
TIGHTENING TORQUE VIEW p MUFFLER
TAIL PIPE
35 FT. LB.
'U" BOLT
50 FT. LB. CLAMP.
Uƒ/ NUT
/P\95 IN. LB.
SADDLE
150 IN. LB. INSULATOR
PLAIN WASHER (2) ASSEMBLY
200 IN. LB.
LOCK WASHER (2)
SCREW A N D WASHER <¾>

BRACE
TAIL PIPE
SADDLE

INSULATOR
ASSEMBLY
CLAMP

NUT VIEW E
PD488
Fig. 16-Polara Exhaust System (225)
U-NUT (2) REFERENCE MUFFLER TAIL PIPE U-NUT
CROSSMEMBER
U-BOLT
TIGHTENING
TORQUE
<$> 24 FT. LB.
30 FT. LB. SADDLE
95 IN. LB.
PLAIN WASHER
150 IN. LB.
<l> 200 IN. LB. VIEW D
SCREW<C
VIEW F
%" U-BÇ>LT EXHAUST PIPE
/EXTENSION
EXHAUST
PIPE

SCREW <¦£
INSULATOR ASSEMBLY

VIEW K
EXHAUST PIPE
STATION WAGON ONLY NR354B
ASSEMBLY EXHAUST PIPE EXTENSION
Fig. 17—Polara and Monaco Exhaust System (318-360)
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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-15

INSULATOR
REFERENCE MUFFLER
ASSEMBLY
CROSSMEMBER VIEW D
U-BOLT
VIEW E

U-NUT(2)
<Â> 24 FT. LB.
BOLT (2)<C> PLAIN
INSULATOR ASSEMBLY
WASHER (2) <§> 50 FT. LB.
SCREW A N D W A S H E R < Ê
TAIL PIPE
LOCK
WASHER (2) <ê> 95 IN. LB.
SCREW TAIL PIPE
<8> 150 IN. LB.
VIEW F
EXHAUST PIPE EXTENSION <è> 200 I N . LB.

U-NUT
EXHAUST PIPE
PLAIN WASHER (2)
BOLT(2)¿Ä
EXHAUST PIPE INSULATOR
ASSEMBLY ASSEMBLY

VIEW K

STATION W A G O N ONLY
INSERT BOLT FROM
BOTTOM FOR REAR HOLE-
NUT(4)<B> FLANGE ONLY NR356C
Fig. 18-Polara and Monaco Exhaust System (400-2V, 400-4V and 440)
and flexible connector between air cleaner and car (2) Remove bolts, nuts and washers attaching
buretor air heater. manifolds to cylinder heads. Remove manifolds from
cylinder heads.
INTAKE MANIFOLD (318,340 and 360 Cu. In.
Engines) Cleaning and Inspection
(1) Clean mating surfaces on cylinder heads and
Remove intake manifold as outlined in Group 9, 'En- manifolds, wash with solvent and blow dry with com-
g¡ne." pressed air. Inspect manifolds for cracks.
(2) Inspect mating surfaces of manifold for flat-
Servicing ness with a straightedge. Gasket surfaces must be flat
(1) Clean manifold in solvent and blow dry with within .008 inch per foot of manifold length.
compressed air. Inspect manifold for cracks. (3) On right hand manifold, test manifold heat
(2) Inspect mating surfaces of manifold for flatness control valve for free operation. If necessary to free
with a straightedge. up, apply a suitable manifold heat control valve
(3) Inspect exhaust crossover passages through solvent to both ends of valve shaft. Be sure manifold
manifold (Fig. 25). If passages are coated with hard, is COOL and solvent is allowed to soak a few minutes
black carbon, they should be scraped clean and sand- to dissolve deposits. Then, work valve back and forth
blasted to remove the carbon deposits. until it turns freely.
(4) Install intake manifold, using new gaskets.
Tighten manifold screws to 35 foot-pounds. Installation
CAUTION: If studs came out with the nuts, install
EXHAUST MANIFOLD (318,340, and 360 Cu. In. new studs, applying sealer on the coarse thread ends.
Engines) If this precaution is not taken, water leaks may de-
velop at the studs.
Removal (1) Position two outboard arms of manifolds on the
(1) Remove bolts and nuts attaching exhaust pipe two studs on cylinder head. Install conical washers
to manifold. and nuts on studs (Fig. 26).
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 ROSSMEMBER

U
¯NU\ (4
> REINFORCED
m
TAIL PIPE TRANSMISSION MOUNT x
MUFFLER >
C/>
REINFORCING BRACE UPPORT AND CLAMP
C/>
EXHAUST PIPE s
WITH 400-4V AND 440 HP — POLICE ONLY
PLAIN VIEW A
WASHER (4)
LOCK
WASHER (4) \
TAIL PIPE SCREW A N D
WASHER <CJ
VIEW J
RIGHT OR LEFT SIDE VIEW E INSULATOR

O
RIGHT SIDE l.l2'l
LEFT SIDE 1.25"
VIEW H r¯
o
RIGHT OR LEFT SIDE
EXHAUST PIPE TORSION BAR
ASSEMBLY CROSSMEMBER
BOLT (4)
EXHAUST PIPE
ASSEMBLY RIGHT
NUT AND y\ BRACKET
/ WASHER <X
TIGHTENING
TORQUE
24 FT. LB.

<§> 50 FT. LB.

95 IN. LB. CROSSMEMBER
REFERENCE BOLT (2)
150 IN. LB.
¾>NUT(4) VIEWG
`S INSERT BOLT FROM <ê> 200 IN. LB.
BOTTOM FOR REAR HOLE— EXHAUST PIPE
LEFT FLANGE ONLY ASSEMBLY LEFT PY2O7C
Fig. I9-Pofara and Monaco Dual Exhaust Sysfem (400-4V and 440) Û
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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-17

NOTE: AIR CLEANEf

CONNECTOR MUST
BE SCREWED O N NUT A N D
TO AIR CLEANER WASHER '
INCOMING FUEL-AIR
2 FULL TURNS
MIXTURE
CONNECTOR-
<§>BOLT` AIR CLEANER
FLOOR JET SCREW AND ^ HOSE TO
WASHER ^.CARBURETOR
NIPPLE
LEFT MANIFOLD

LEFT MANIFOLD

INTAKE DART (318 CUBIC INCH ONLY)

MANIFOLD
^````/j NUT AND WASHER<¢>
RECIRCULATING GASES
\.v<..'\ ¤\jL·\\f\/ Tr\Dm i
EXHAUST GAS TORQUE TIGHTENING
CROSS-OVER PD173A CHALLENGER, CORONET, CHARGER, l<¾>fo INCH-POUNDS|
Fig. 20-E×haust Gas Recircu¡ation System POLARA, MONACO
(340 and 400-4V)
Fig. 23-Carburetor Air Heater (318-340-360)
TEMPERATURE CONTROL
VALVE (2) Install two screws and conical washers at inner
VENTURI ends of outboard arms of manifold. Install two screws
TEMPERATURE
VACUUM
SIGNAL
SIGNAL without washers on center arm of manifold (Fig. 25).
VACUUM Tighten screws and nuts, starting at center arm and
AMPLIFIER working outward, to 20 foot-pounds.
(3) Assemble exhaust pipe to manifold, and secure
with bolts, nuts and washers. On 318 and 360 cubic
inch engines tighten nuts to 24 foot-pounds. On 340
cubic inch engine, tighten right side nuts to 24 foot-
pounds. On left side manifold, attach two braces to
manifold with bolts, nuts and washers. Tighten nuts
to 50 foot-pounds.
VACUUM TO EGR VALVE

Fig. 21—Exhaust Gas Recirculation System-

Typical (Except 340 and 400-4V) CONNECTOR

AIR CLEANER AIR CLEANER VACUUM

LINE TO
FWD CARBURETOR

CARBURETOR CONNECTOR
AIR HEATER

EXHAUST PIPE

GASKET
(POSITIONED ^
SCREW TIGHTENING TORQUE
WITH POWER BRAKES) EXHAUST PIPE
TIGHTENING TORQUE AND WASHER
NUT 95 IN. LBS.
<§)2OO INCH-POUNDS
(POSITIONED
35 FOOT-POUNDS WITHOUT POWER BRAKES) PD436 PF434

Fig. 22-Carburetor Air Heater-Six Cylinder Engines Fig. 24-Carburetor Air Heater (400-440)
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11-18 EXHAUST SYSTEM AND INTAKE MANIFOLD

CARBURETOR MOUNTING FLANGE EXHAUST and condition of air pump tubes/outlets.

CROSSOVER (3) On right hand manifold, test manifold heat con-
7 5
trol valve for free operation. If necessary to free up,
apply a suitable manifold heat control valve solvent
to both ends of valve shaft. Be sure manifold is COOL
and solvent is allowed to soak a few minutes to dis-
solve deposits. Then, work valve back and forth until
it turns freely.

Installation
CAUTION: If studs came out with the nuts, install
new studs, applying sealer on the coarse thread ends.
If this precaution is not taken, water leaks may de-
8 ó 4 2 velop at the studs.
AUTOMATIC CHOKE WELL EXHAUST CROSSOVER
PASSAGE NK120 (1) Install manifolds on cylinder heads. No gas-
kets are required. Tighten stud nuts to 30 foot-
Fig. 25-Typical Intake Manifold (318-360) pounds.
INTAKE MANIFOLD (400 and 440 CID Engines) (2) Install exhaust pipes on exhaust manifolds,
using new gaskets. Tighten nuts to 50 foot-pounds.
Remove the Intake Manifold as outlined in Group (3) Install air injection tubes with new gaskets.
9, "Engine."
Tighten to 200 inch-pounds if so equipped.
Servicing (4) Install alternator and adjust belt tension.
(1) Clean manifold in solvent and blow dry with (5) Install spark plugs and tighten to 30 foot-
compressed air. pounds.
(2) Inspect exhaust crossover passages and pres-
sure test for any leakage into intake passages. MANIFOLD HEAT CONTROL VALVE
(3) Inspect mating surfaces for flatness.
(4) Use new gaskets when installing manifold. Re- Operation of the manifold heat control valve
install manifold as outlined in Group 9, "Engine". should be inspected periodically. With engine idling,
accelerate momentarily. The counterweight on six
EXHAUST MANIFOLD (400 and 440 CID Engines) cylinder engine should respond by moving counter-
clockwise approximately 1/2 inch and to its original
Removal position. On all other engines, the counterweight
(1) Remove spark plugs. should move clockwise. If no movement is observed,
(2) Remove alternator.
shaft is binding due to accumulation of deposits or
(3) Remove air injection tubes and gaskets if so
thermostat is weak or broken.
equipped.
(4) Disconnect exhaust pipe at exhaust manifolds. The application of a suitable manifold heat control
(5) Remove stud nuts attaching exhaust mani- valve solvent, every oil change, to both ends of mani-
folds to cylinder heads. Slide manifolds off studs and fold heat control valve shaft at bushings, will keep
away from cylinder heads. valve working freely. The solvent should be applied
when manifold is COOL and allowed to soak a few
Cleaning and Inspection minutes to dissolve deposits. Then, work valve back
(1) Clean manifolds in solvent and blow dry with and forth until it turns freely.
compressed air.
(2) Inspect manifolds for cracks and distortion SIX-CYLINDER ENGINES
CONICAL ` A / A " I r ^ n c M i 11H I MîiíiT—r\r*i WASHERS Remove Exhaust Manifold as Outlined on Page 11-9.
MANIFOLD HEAT
ONTROL VALVE
Removal of Heat Control Valve
(1) Position valve plate, grind off spot welds from
valve plate and shaft.
(2) Remove counterweight and shaft assembly, and
valve plate.
(3) Press out bushings and cup seals from mani-
PY423 fold.
Fig. 26-lnstal¡ing Exhaust Manifold (318-340-360) (4) Inspect vent holes and clean out if necessary.
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 EXHAUST SYSTEM AND INTAKE MANIFOLD 11-19

Installation of Heat Control Valve (Fig. 27) 1.240 inches, press counterweight on marked end of
(1) Press in cup seals flush with inside walls, with shaft until flush with end of shaft.
cupped ends facing outward. (7) Holding thermostatic spring wrapped 215 de-
(2) Press in bushings flush with outer edge of ex- grees in a clockwise direction viewed from counter-
haust manifold. weight end, install shaft assembly in manifold and
(3) Line ream bushings and seals no less than valve plate with strap facing outboard; attach hook
.3095 or no more than .3110 inch diameter. Test for end of thermostatic spring to stop pin.
free fit of shaft in bushings and seals. Do not use 5/16 (8) With counterweight end of shaft positioned
inch reamer. 1.240 inches (previously identified) away from mani-
(4) Install valve stop in slot on counterweight with fold, valve plate centered between seals and posi-
looped ends facing outward, away from the counter- tioned 2.05 inches from center of inside tapped hole
weight shaft hole. (intake to exhaust manifold attaching screw). Arc
(5) Install thermostatic spring on counterweight weld valve plate to shaft with stainless steel rod. Arc
with center end of tab pointing right and outer end or welding ground must be made at counterweight.
hook pointing left. (9) Test for free operation. Install anti-rattle
(6) Mark one end of shaft with a suitable dye at spring.
(10) Position new gasket on studs, install exhaust
manifold and tighten to 20 foot-pounds.
(11) Install exhaust pipe to manifold and tighten to
35 foot-pounds.
EIGHT-CYLINDER ENGINES
PIN
Remove Exhaust Manifold as Outlined on Pages 11-15
and 11-18.

Removal of Heat Control Valve

(1) Position valve plate, grind off spot welds from
valve plate and shaft.
VALVE PLATE (2) Remove counterweight and shaft assembly,
valve plate.
(3) Press out bushings and seals from manifold.
(4) Inspect vent holes and clean out if necessary.
Installation of Heat Control Valve
(Figs. 28 and 29;
(1) Press in cup seals until seals extend into mani-
fold .100 inch on each side with cupped ends facing
VALVE STOP outward.
(2) Press in bushings flush with outer edge of ex-
THERMOSTAT haust manifold.
(3) Line ream bushings and seals no less than
.3095 or no more than .3110 inch diameter. Test for
free fit of shaft in bushings and seals. Do not use 5/16
inch reamer.
SHAFT
(4) Install valve stop in slot on counterweight so
looped ends face outward, away from the counter-
weight shaft hole.
(5) Position thermostat so center end or tab is
pointing left and hook or outer end points down,
install thermostat on counterweight.
(6) Mark the end of shaft with a suitable dye at
ANTI-RATTLE 1.240 inches, press counterweight on marked end of
SPRING shaft until flush with end of shaft.
C O U N T E R WEIGHT
FLUSH '
PY414C WITH END OF SHAFT (7) Holding thermostatic spring wrapped 140 de-
grees (215 degrees on 400-440 engines), in a counter-
Fig. 27-Man¡fold Heat Control Valve-
clockwise direction viewed from counterweight end,
Six Cylinder Engines install shaft assembly through outer bushing, seal and
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11-20 TIGHTENING REFERENCE

VALVE STOP

VALVE PLATE

COUNTERWEIGHT

WITH OUTSIDE
VALVE TAPPED
VALVE PLATE
THERMOSTAT STOP SHAFT HOLE
SET TO CLOSED
BUSHING POSITION INDEX
COUNTERWEIGHT TO PUT STOP
AGAINST PIN AS SHOWN

SHAFT COUNTERWEIGHT
FLUSH WITH END OF
SHAFT

THERMOSTAT
ANTI-RATTLE
SPRING

ANTI-RATTLE COUNTERWEIGHT
SPRING FLUSH WITH END
MANIFOLD OF SHAFT
NU5O2C

Fig. 28-Man¡fold Heat Control Valve (318-340-360)

SHAFT
valve plate with center strap facing flange end of
COUNTERWEIGHT
manifold; attach hook end of thermostatic spring to
PY415C
stop pin.
(8) With counterweight end of shaft positioned Fig. 29-Manifold Heat Control Valve (400-440)
1.240 inches (previously identified) away from mani-
fold, valve plate centered between seals and valve spring.
plate closed, arc weld valve plate to shaft with stain- (10) Position new gasket on studs, install exhaust
less steel rod. Arc welding ground must be made at manifold and tighten to 20 foot-pounds.
counterweight. (11) Install exhaust pipe to manifold (no gasket
(9) Test for free operation. Install anti-rattle used) and tighten to 24 foot-pounds.
TIGHTENING REFERENCE
6¯Cylinder 8-Cylinder
Ft.Lbs. In.Lbs. Ft.Lbs. In.Lbs.
Exhaust Manifold to Cylinder Head Stud Nut 120
318, 340, 360 Cu. In. Engine 20
400, 440 Cu. In. Engine 30
Exhaust Manifold to Pipe Flange Ball Joint Bolt Nut 24
Exhaust Pipe Flange Bolt Nut Single Exhaust 35 35
Dual Exhaust 50
Exhaust Pipe U-Bolt Nut 150 150
Heat Control Valve Counterweight Clamp Bolt Nut . 50
Intake Manifold to Cylinder Head Screw 120
318, 340, 360 Cu. In. Engines 35
400, 440 Cu. In. Engines 40
Intake to Exhaust Manifold Screw 240
Rear Muffler Support Bolt and Nut 200
Rear Muffler Support to Underbody Bolt 200 200
Support Clamp Screw 95 95
Tail Pipe Support to Underbody Bolt 200 200
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 FUEL SYSTEM 14-1

FUEL SYSTEM
CONTENTS
Page Page
BBD CARBURETOR (1-1/4 inch) 16 HOLLEY CARBURETOR (MODEL 2210) . . . 38
ELECTRIC ASSIST CHOKE SYSTEM 1 SERVICING THE CARBURETOR 2
FUEL PUMPS 61 SERVICE DIAGNOSIS 4
FUEL TANKS AND EVAPORATION SPECIFICATIONS 64
CONTROL SYSTEM 52 THERMO-QUAD CARBURETOR 25
HOLLEY CARBURETOR (MODEL 1920) . . . 9 THROTTLE LINKAGE 50
GENERAL INFORMATION
The Fuel System consists of the fuel tank, fuel of about 63° F o r below.
pump, fuel filter, carburetor, fuel lines and vacuum The wattage of the choke heater is part of the choke
lines. calibration and may change from year to year. The
The fuel tank assembly consists of the fuel tank, heating element (Fig. 2) should not be exposed †o or
filler tube, a fuel gauge sending unit assembly and a immersed in any fluid for any purpose, especially
pressure-vacuum filler cap. cleaners. An electric short in the wiring to the heater
Also, to be considered part of the fuel system is the or within the heater will be a short of the ignition sys-
Evaporation Control System, which is designed to tem. See Group 8, Electrical Wiring Diagrams.
reduce the emission of fuel vapor into the atmosphere. A wire from the choke heater is connected to an
The description and function of this related system is electrical control switch. This switch serves two pur¯
detailed in the Emission Control section, Group 25 of poses:
this manual. (1) Above 63 °F. the control switch will energize the
choke heater.
Fuel Filters
There are two fuel filters in the present fuel system. (2) After a period of time, the control switch will de-
One is part of the gauge unit assembly located inside energize the choke heater.
the fuel tank on the end of the fuel suction tube. This The shut-down will result after the control switch
filter does not normally need servicing, but can be re- warms to about HO°F. by engine heat and a small
placed if necessary. electrical heater within the switch.
The second filter (8 cylinder engines) is a paper Since the heater control switch is mounted to the
element sealed, disposable type unit, located in the engine and near the carburetor, some winter opera-
fuel line in the engine compartment, either before or
after the fuel pump depending on the engine used.
This filter should be replaced every 24,000 miles.
Six cylinder engines are equipped with a filter that ELECTRIC ASSIST
is integral with the fuel pump. See the Fuel Pump Sec- CHOKE ASSEMBLY
tion of Group 14 of this manual. This filter should also
be replaced every 24,000 miles.
ELECTRIC ASSIST CHOKE SYSTEM
All passenger car engines equipped with an auto-
matic choke have casting changes in the choke well
area. The eight cylinder engine intake manifolds in-
O CHOKE
corporate an open sided well. The six cylinder engine H EATING
exhaust manifold has a slightly smaller open sided ELEMENT
well.
Choke assemblies mount on and in these wells to
absorb heat during engine warm-up. However, an elec-
tric heating element within the assembly will assist y*±M CHOKE
engine heat during summer operation to shorten ONTROL
"':`sm SWITCH
choke duration. (Fig. 1).
The electric assist choke is designed to give a more ¾JWW£%V·Î·>¯ RF343
rapid choke opening at temperatures of about 63 °F or
greater, and a slower choke opening at temperatures Fig. I -Electric Assist Choke Assembly
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14-2 FUEL SYSTEM
TO CHOKE freely hot or cold. If the system is found out of cali-
CONTROL SWITCH bration, a new heater control switch or choke unit
must be installed.

SERVICING THE CARBURETOR

A thorough road test and check of minor carburetor
adjustments should precede major carburetor service.
Specifications for some adjustments are listed on the
Vehicle Emission Control Information label found in
each engine compartment.
Many performance complaints are directed at the
carburetor. Some of these are a result of loose, mis-
adjusted or malfunctioning engine or electrical com-
ponents. Others develop when vacuum hoses become
disconnected or are improperly routed. The proper
approach to analyzing carburetor complaints should
include a routine check of such areas.
(1) Inspect all vacuum hoses and actuators for leaks.
ELECTRIC ASSIST See "Emission Control Systems," Group 25, for proper
HEATING ELEMENT PF190 vacuum hose routing.
(2) Tighten intake manifold bolts to specifications.
Fig. 2—Choke Heating Element (3) Perform cylinder compression test.
tion may energize the choke heater. This could happen (4) Clean or replace spark plugs as necessary.
after the choke has opened without benefit of electric (5) Test resistance of spark plug cables. Refer to
heat. If this happens it will have no adverse effect on "Ignition System Secondary Circuit Inspection," Elec-
engine operation, and will soon be turned off as in- trical Section.
dicated in the paragraph above. (6) Inspect ignition primary wire and vacuum ad-
vance operation. Test coil output voltage, primary and
Choke Control Switch Test secondary resistance. Replace parts as necessary.
(1) Before starting the engine, remove both elec- Refer to "Ignition System" and make necessary
trical connectors from the control switch. adjustment.
(2) Connect a test light to the load (small) terminal (7) Reset ignition timing with vacuum advance line
of the control switch and to ground. disconnected.
(3) Start engine and allow it to reach normal oper- (8) Set carburetor idle mixture adjustment. Adjust
ating temperature. throttle stop screw to specifications. Perform a com-
(4) Then apply 12 volts to the "BAT" terminal of bustion analysis.
the control switch. The test light should light, it may (9) Test fuel pump for pressure and vacuum.
light for only a few seconds or it may remain lit for a (10) Inspect manifold heat control valve in exhaust
longer duration but must not remain lit for more than manifold for proper operation.
5 minutes. If the above does not occur, the control (11) Remove carburetor air filter element and blow
switch is defective and must be replaced. out dirt gently with an air hose. Install a new recom-
mended filter element if necessary.
Choke Heating Element Test (12) Inspect crankcase ventilation system.
(1) Disconnect electric heating element wire at the (13) Road test vehicle as a final test.
control switch.
(2) Connect an ohm meter lead to the crimped junc-
tion of this wire at the choke end. NOTE—Do not CLEANING CARBURETOR PARTS
Connect To The Steel Heater Casing. There are many commercial carburetor cleaning
(3) Hold the other ohm meter lead against the choke solvents available which can be used with good results.
housing or engine manifold.
The choke diaphragm, choke heater and some plastic
(4) Electrical resistance of four 4 to six 6 ohms is
normal. Meter readings indicating an open or a short parts of the carburetor can be damaged by solvents.
circuit are cause for installing a new choke assembly. Avoid placing these parts in ANY liquid. Clean the
The electric assist choke system does not change any external surfaces of these parts with a clean cloth or
carburetor service procedures and cannot be adjusted. a soft brush. Shake dirt or other foreign material from
However, the choke linkage and shaft must move the stem (plunger) side of the diaphragm. Depressing
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 FUEL SYSTEM 14-3
the stem to the retracted position, will provide an (a) Adjust each screw 1/16 turn richer (counter-
additional hole for the removal of dirt. Compressed clockwise) and wait 30 seconds before reading the
air can be used to remove loose dirt but should not be meter.
connected to the vacuum diaphragm fitting. (b) If necessary, repeat step "a" until meter indi-
IMPORTANT: If the commercial solvent or cleaner cates a definite increase in richness (lower reading).
recommends the use of water as a rinse, "HOT" water This step is very important since the meter reverses
will produce better results. After rinsing, all trace of its readings and indicates a richer mixture as the
water must be blown from the passages with air pres- carburetor is leaned out if carburetor is set too lean.
sure. Never clean jets with a wire, drill, or other (c) When it has been established that the meter is
mechanical means, because the orifices may become indicating a lower reading (richer mixture) when the
enlarged, making the mixture too rich for proper idle mixture screws are turned in the richer direction,
performance. proceed to adjust the carburetor to give 14.2 air/fuel
When checking parts removed from the carburetor, ratio, turning the screws counterclockwise (richer) to
it is at times difficult to be sure they are satisfactory lower the meter reading and clockwise (leaner) to in-
for further service. It is therefore recommended that crease the meter reading. Do not remove plastic cap
in such cases, new parts be installed. in order to obtain an over-rich mixture.
(d) If the idle speed changes as the mixture screws
Idle Speed Adjustment (Curb Idle) are turned, adjust the speed to the specified value and
To make the idle speed adjustment on carburetors, readjust the mixture as required so that 14.2 air/fuel
use an accurate ignition tachometer and a Sun Elec- ratio is obtained at the specified idle speed.
tric Combustion-Vacuum Unit, Model 80, Exhaust
Condenser, Model EC, and Hose 669-14 or equivalent. Rough Idle and Low Speed Surge
(The above analyzer is recommended; however, other
Rough idle and low speed surge on vehicles
reliable makes of analyzers in good condition may be
(equipped with BBD, Holley 2 BBL and Thermoquad
used.)
(1) Engine running at normal operating tempera- carburetors) may be the result of improper idle setting
ture, and timing checked to the specifications shown balance between the right and left carburetor bores.
in the Electrical Group. To correct this condition the following steps should
(2) Air Cleaner installed. be followed.
(3) Automatic transmissions in neutral position (not (1) Remove the plastic caps from the two idle
in park position). screws in base of carburetor.
(4) On air conditioned cars, turn air conditioning (2) With engine thoroughly warmed up, install an
off. approved exhaust gas analyzer and tachometer for
(5) Connect ignition tachometer. carburetor idle speed and mixture adjustment as de-
(6) Insert probe of exhaust gas analyzer in the tail scribed under "Idle Speed Adjustment".
pipe as far as possible (2 ft. minimum distance). On (3) With a screw driver, turn the two idle screws
dual exhaust cars use left side tail pipe (side opposite clockwise until they are both seated.
heat valve). It is very important that the probe and (4) Turn both idle screws 1-1/2 turns counterclock-
connecting tubing be free of leaks to prevent erron- wise as a starting point (experience may dictate more
eous readings. If a garage exhaust system is used to or less turns as a rough setting but both screws should
conduct the exhaust gases away, a plenum chamber or be turned equally).
other means must be used to reduce vacuum of the (5) Start engine and set specified idle speed for en-
exhaust system to 1/2 inch water or less. gines with 500 or more miles. Set 75 rpm below speci-
(7) Connect exhaust gas analyzer, warm up and cali- fications if under 50 miles or 50 rpm below speci-
brate according to manufacturer's instructions. fications if 50 to 500 miles are on engine.
(8) Set the idle speed to specified value for the spe- (6) Observe air/fuel ratio reading of exhaust gas
cific engine-transmission combination as follows: analyzer. Turn each screw 1/16 turn richer (counter-
IMPORTANT: When adjusting mixture screws to clockwise) and note change in air/fuel meter reading.
obtain the air/fuel ratio specified, do not turn the From this point on, follow instructions for idle setting
mixture screw more than 1/16 turn at a time. The until 14.2 air/fuel ratio is obtained at appropriate idle
combustion analyzer is so sensitive that the ratio must speed. It is very important that both idle screws be
be changed by very small increments if accurate read- turned the same amount on each adjustment so that as
ings are to be obtained. The meters read in air/fuel finally set both screws will be the same number of
ratio so that a higher reading indicates a leaner mix- turns from the seated position.
ture and vice versa. (7) Install plastic caps over idle screws.
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14-4 FUEL SYSTEM-
PUIL SYSTIM
SERVICE DIAGNOSIS
PARTI

NO START
(ENGINE CRANKS)

FAULTY IGNITION

USE CORRECT
STARTING
PROCEDURE

NO START - COLD NO START - HOT

'APOR LOCKIED
CHOKE VALVE CHOKE VALVE (2) NO FUEL IN
CLOSING NOT CLOSING CAR·URBTOR

SEE ITEMS 1 AND

CHECK THROTTLE FUEL TANK EMPTY NO S T A R ? - C O L D •

( D ENGINE FLOODING LINKAGE FOR (CHECK FOR FAULTY
FULL TRAVEL GAUGE READING)

BINDING OR STUCK
LEAKY FLOAT NEEDLE CHOKE VALVE OR
CHOKE VALVE VALVE OR LINKAGE
NOT UNLOADING VALVE SEAT

IMPROPERLY BINDING FLOAT

ADJUSTED CHOKE* OR FLOAT NEEDLE
CHOKE VALVE STUCK IN VALVE SEAT
LEAKY FLOAT
STUCK CLOSED

FAULTY FUEL PUMP*

IMPROPER FLOAT
CHOKE IMPROPERLY LEVEL OR FLOAT
ADJUSTED* ALIGNMENT*

AIR OR FUEL LEAK

FUEL PUMP PRESSURE IN FUEL LINES
CHOKE LINKAGE TOO HIGH
BINDING TEST FUEL PUMP*

CHOKE VACUUM
DIAPHRAGM LEAKY •TESTS AND ADJUSTMENTS ARE DESCRIBED IN
APPROPRIATE SECTION OF SERVICE MANUAL.
PF729

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 FUEL SYSTEM 14-5
FUIL $YSTIM SIRVICI
DIAGNOSIS PART 2

ENGINE STALLS

STALLING COLD STALLING HOT

RESTRICTED AIR
CLEANER, RESTRICTED
EXHAUST
ADJUST CHOKE
FAST IDLE INCORRECT ADJUST IDLE MIXTURE
SCREW AS SPECIFIED FUEL LEVEL* TO SPECIFICATIONS*

CHOKE VALVE OR ADJUST FAST IDLE

LEAKING OR DIRTY
LINKAGE BINDING OR SPEED SOLENOID**
FLOAT NEEDLE VALVE
STICKING

FAULTY CHOKE ADJUST THROTTLE

LEAKING OR
THERMOSTAT COIL MISALIGNED FLOAT DASHPOT * *
ADJUSTMENT*

ADJUST FAST IDLE TEST FUEL PUMP* CHECK FUEL LEVEL IN

SPEED SOLENOID** FLOAT BOWL

CHOKE VACUUM
DIAPHRAGM OPENING FUEL LEVEL TO
TOO WIDE* HJEL LEVEL LOW FUEL LEVEL HIGH SPECIFICATIONS

IDLE AIR BLEEDS

PLUGGED OR MISSING.
IDLE PASSAGES SECONDARY THROTTLE
SET FLOAT LEVEL TO FLOAT NEEDLE VALVE
PLUGGED STICKING OPEN
SPECIFICATIONS* LEAKY
(4 BBL ONLY)

HOT IDLE
INCORRECT
FLOAT LEVEL COMPENSATOR
VALVE FAULTY * *

CARBURETOR OR
INTAKE MANIFOLD
TEST FUEL PUMP* GASKETS NOT SEALING

IDLE MIXTURE
ADJUSTING NEEDLES
DIRTY OR DAMAGED

IDLE AIR BLEEDS

PLUGGED OR MISSING
IDLE PASSAGES
PLUGGED

THROTTLE VALVES
STICKING OPEN OR
WORN THROTTLE
SHAFT

*TESTS AND ADJUSTMENTS ARE DESCRIBED

IN APPROPRIATE SECTION OF THE SERVICE MANUAL
**WHERE APPLICABLE PF73O

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 14-6 FUEL SYSTEM
FUEL SYSTEM SERVICE
DIAGNOSIS IPART 3

ENGINE HESITATES
W H E N ACCELERATING

AIR VALVE STICKING FAULTY IGNITION,

OR BINDING (4BBL)** RESTRICTED EXHAUST

CHECK FOR VACUUM LEAKS,

E.G., LOOSE CARBURETOR OR
MANIFOLD, LEAKY GASKETS,
OR DISCONNECTED HOSES
FAULTY AIR VALVE
LOCKOUT (4BBL)** DISTRIBUTOR VACUUM
ADVANCE NOT OPERATING

ACCELERATOR PUMP CIRCUIT

DIRTY, INOPERATIVE, PUMP JETS
MISAIMED, OR LINKAGE
SECONDARY THROTTLE VALVES MIS AD JUSTED*
BINDING OR STICKING
OPEN (4BBL ONLY)

IDLE TRANSFER SYSTEM DIRTY

IDLE SPEED LOW OR

INCORRECT MIXTURE

TEST FUEL PUMP*

FAULTY IGNITION, RESTRICTED

AIR CLEANER OR RESTRICTED
EXHAUST
ACCELERATOR PUMP CIRCUIT
INOPERATIVE, PUMP JETS
MISAIMED, OR LINKAGE
MISADJUSTED*

POOR ACCELERATION - COLD POOR ACCELERATION

W A R M OR COLD

ADJUST CHOKE VACUUM KICK

CARBURETOR FUEL FILTER DIRTY, SECONDARY VACUUM
FLOAT HANGING UP OR DIAPHRAGM NOT OPERATING • ·
FLOAT LEVEL LOW* (ENGINE WARM) (4BBL ONLY)

HEAT VALVE STUCK OR

PLUGGED MANIFOLD BINDING AIR VALVE OR
HEAT PASSAGES FAULTY SPRING
FAULTY POWER PISTON
ADJUSTMENT** (4BBL ONLY )

FAULTY AIR VALVE DIRTY

LOCKOUT (4BBL ONLY) 4 DIRTY OR INCORRECT SIZE
MAIN METERING JETS OR METERING RODS MISALIGNED
MAIN METERING RODS BENT, DIRTY, OR
PLUGGED SECONDARY METERING
JETS (4BBL ONLY)
*TESTS AND ADJUSTMENTS ARE DESCRIBED IN
APPROPRIATE SECTION OF SERVICE MANUAL

••WHERE APPLICABLE
STICKING THROTTLE VALVES

PF731

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 FUEL SYSTEM 14-7
FUEL SYSTEM SERVICE
DIAGNOSIS PART 4

CARBURETOR FLOODING ENGINE RUNS UNEVENLY

OR SURGES
FAULTY IGNITION, RESTRICTED
AIR CLEANER OR RESTRICTED
EXHAUST
FLOAT NEEDLE VALVE DIRTY
WORN OR DAMAGED,
ADJUST IDLE SPEED
OR LOOSE SEAT AND MIXTURE

MISADJUSTED FLOAT LEVEL4

OR LEAKY FLOAT FUEL FILTER DIRTY

INTERNAL OR CROSS
CIRCUIT LEAKAGE
FLOAT LEVEL MISADJUSTED·

HOT IDLE COMPENSATOR CHECK FOR VACUUM LEAKS,

VALVE FAULTY * * LOOSE CARBURETOR OR
MANIFOLD, DISCONNECTED
HOSES, OR LEAKY GASKETS
TEST FUEL PUMP* FOR EXCESS
PRESSURE

MAIN METERING JETS DIRTY,

LOOSE, OR WRONG SIZE

STALLING A N D ROUGH
ENGINE IDLE PRIMARY METERING RODS
BENT OR INCORRECT SIZE
FAULTY IGNITION, RESTRICTED
AIR CLEANER, OR RESTRICTED
EXHAUST

POWER PISTON STICKING,

IDLE SPEED MISADJUSTED* SPRING MISSING, OR WRONG
PART

HOT IDLE COMPENSATOR IDLE SYSTEM PASSAGES DIRTY

VALVE FAULTY** OR PLUGGED

HARD OR BRITTLE GASKETS

LOOSE CARBURETOR SCREWS
NOT SEALING OR LOOSE
CARBURETOR TO MANIFOLD
SCREWS
OR MANIFOLD TO ENGINE
BOLTS

SECONDARY THROTTLE
VALVES STICKING OPEN
CARBURETOR IDLE PASSAGES FLOAT NEEDLE VALVE OR MISALIGNED
DIRTY LEAKING

TEST FUEL PUMP*

IDLE MIXTURE ADJUSTING FLOAT LEVEL NOT PROPERLY

NEEDLES DIRTY, BENT, OR ADJUSTED*
SCORED

THROTTLE VALVES STICKING BINDING OR LEAKY FLOAT

OPEN OR WORN THROTTLE
SHAFT

•TESTS AND ADJUSTMENTS ARE DESCRIBED IN CHECK AIR HORN AND

APPROPRIATE SECTION OF SERVICE MANUAL. THROTTLE BODY GASKETS
FOR AIR LEAKS
PF732
**WHERE APPLICABLE

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14-8 FUEL SYSTEM
FUtt SYSTEM MtVICI
DIAGNOSIS PART S

LOW FUIL MILIAOI

TEST MILEAGE —
CHECK DRIVER HABITS

HIGH FUEL
CO NSUMPTION VERIFIED
TIRES UNDERINFLATED,
BRAKES DRAGGING,
FAULTY IGNITION,
± RESTRICTED EXHAUST, OR
RESTRICTED AIR CLEANER

ACCELERATOR PUMP CHECK AND ADJUST IDLE

DISCHARGE BALL CARBURETOR FLOODING
NOT SEATING SPEED AND MIXTURE*

POWER PISTON INCORRECT FLOAT LEVEL4

STICKING OR BENT

FLOAT NEEDLE
POWER PISTON VALVE LEAKING,
SPRING DISTORTED OR LOOSE SEAT

MAIN METERING JETS FLOAT LEAKING,

PLUGGED, LOOSE OR STICKING, OR
INCORRECT SIZE MISALIGNED

POOR HIGH SPUD

METERING RODS BENT RMANCI AND
OR WRONG PART
FAULTY IGNITION,

AIR CLEANER
POOR GASKET SEALING
AROUND VACUUM DIRTY FUEL FILTERS
PASSAGES

CHECK FOR
FULL THROTTLE OPENING
AT CARBURETOR

TEST FUEL PUMP*

SECONDARY VACUUM
DIAPHRAGM NOT POWER PISTON BINDING
INCORRECT FLOAT LEVEL
OPERATING (4BBL ONLY)' OR SPRING DISTORTED

AIR VALVE STICKING OR HARD OR BRITTLE GASKETS FLOAT LEAKING ,

MISADJUSTED SPRING METERING JETS DIRTY NOT SEALING OR STICKING,
TENSION (4BBL ONLY)** OR INCORRECT SIZE LOOSE SCREWS OR MISALIGNED*

|
•TESTS AND ADJUSTMENTS ARE DESCRIBED IN
APPROPRIATE SECTION OF SERVICE MANUAL
AIR VALVE NOT METERING RODS BENT, **WHERE APPLICABLE
UNLOCKING (4BBL ONLY]' OR WRONG PART

PF733

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 HOLLEY 1920—FUEL SYSTEM 14-9

HOLLEY MODEL 1920 CARBURETOR

INDEX
Page Page
Carburetor Adjustments 14 Disassembling Carburetor 11
Bowl Vent 15 General Information 9
Choke Vacuum Kick 14 Inspection and Reassembly 11
Dashpot Setting 15 Service Diagnosis 4
Fast Idle Cam Position 14 Service Procedures 11
Fast Idle Speed (On Vehicle) 15 Special Service Tools 68
Idle Speed Adjustment 15 Specifications 64
Measuring Float Setting 13

CARBURETOR APPLICATION
Requirement Transmission Engine BBLS Carburetor Model Number
Federal Manual 198 cu. in. Single Holley R-6447A
Federal Automatic 198 cu. in. Single Holley R-6448A
Federal Manual 225 cu. in. Single Holley R-6449A or R-6593A
Federal Automatic 225 cu. in. Single Holley R-645OA or R-6594A
California Manual 225 cu. in. Single Holley R-6553A or R-6595A
California Automatic 225 cu. in. Single Holley R-6554A or R-6596A

GENERAL INFORMATION
The Holley model 1920 single venturi carburetor additional fuel during acceleration; the Main Metering
(Fig. 1) utilizes four basic fuel metering systems. The System, provides an economical mixture for normal
Idle System provides a mixture for idle and low speed cruising conditions; and the Power Enrichment Sys-
performance; the Accelerator Pump System, provides tem, provides a richer mixture when high power out-

BOWL VENT
BOWL VENT VALVE VALVE
OPERATING LEVER
VENTURI VACUUM FITTING
ECONOMIZER COVER (EGR CONTROL SYSTEM)

FUEL BOWL
FAST IDLE
CAM VENT TUBE

FUEL BOWL

CHOKE VACUUM
DIAPHRAGM ACCELERATOR
PUMP SHAFT
CANISTER
PURGE TUBE
FAST IDLE SPEED DISTRIBUTOR
ADJUSTING SCREW VACUUM TUBE
CURB IDLE IDLE MIXTURE
ADJUSTING SCREW SCREW
AIR CLEANER
VACUUM CLOSED CRANKCASE
TUBE FITTING VENT TUBE PF170
Fig. 1-Carburetor Assembly (Holley Model 1920)

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14-10 HOLLEY 1920—FUEL SYSTEM-

MAIN
IDLE AIR DISCHARGE HIGH SPEED
BLEED NOZZLE AIR BLEED

IDLE WELL
FUEL

FUEL

MAIN JET

IDLE IDLE AIR MIXTURE

DISCHARGE ADJUSTING SCREW
MAIN JET
PORT `ir PF171
DISTRIBUTION PIN pR
Fig. 2—Idle System
put is desired (Figs. 2, 3, 4 and 5). Fig. 4—Main Metering System
In addition to these four basic systems, there is a
operation.
fuel inlet system that constantly supplies the fuel to
the basic metering systems, (Fig. 6) and a choke sys- Since the service procedures are identical on all
tem which temporarily enriches the mixture to aid in Holley single throat carburetors, the illustrations
starting and running a cold engine. showing the various disassembly procedures will not
always show any one specific carburetor.
The choke valve located in the bore of the carbu-
retor is connected to a well-type, electric assist, auto-
matic choke.
Venturi Vacuum Control System
The venturi vacuum control system utilizes a vac-
Additional fuel for acceleration is supplied by a
uum tap at the throat of the carburetor venturi to
diaphragm type, spring driven pump. The pump is op-
provide a control signal for the Exhaust Gas Recircu-
erated by a lever connected by linkage to the throttle
lation (EGR) system (Fig. 1 and 7). See "Emission Con-
shaft.
trol System", Group 25, of this manual for more de-
A two stage power valve mounted in the metering
tailed information.
block, actuated by manifold vacuum, delivers the addi-
tional fuel necessary for full power and high speed

PUMP
OVERRIDE SPRING DISCHARGE NOZZLE

VACUUM
DISCHARGE CHECK ECONOMIZER
NEEDLE DIAPHRAGM

CHECK
BALL
MAIN WELL
INLET CHECK
BALL
MANIFOLD
ACCELERATOR PUMP DIAPHRAGM PF172
VACUUM PF174
Fig. 3—Accelerator Pump System Fig. 5—Power Enrichment System

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 HOLLEY 1920—FUEL SYSTEM 14-11

TO AIR CLEANER
BOWL VENT TO
TO CHOKE CANISTER
DIAPHRAGM:

FLOAT LEVEL
ADJUSTING TAB
& T O VENTURI
(EGR) SYSTEM

FUEL INLET TO DISTRIBUTOR CANISTER

(OSAC) VALVE PURGE PORT
NEEDLE A N D

PF175

Fig. 6-Fuel Inlet System Fig, 7—Vacuum Tube Identification

SERVICE PROCEDURES
DISASSEMBLING CARBURETOR from throttle lever.
(12) Remove fast idle cam retaining screw, then re-
(1) Place carburetor assembly on repair stand, Tool move cam, and at same time, disengage fast idle cam
C-3886. rod.
(2) Remove vacuum hose between carburetor (13) Note: Position limiter cap against stop and re-
throttle body fitting and vacuum diaphragm. move plastic limiter cap from idle mixture screw. (Be
(3) Remove choke vacuum diaphragm, link and sure and count number of turns to seat the screw, as
bracket assembly. Disengage link from slot in choke the same number of turns (from the seat) must be
lever; place to one side to be cleaned as a special item. maintained at installation.) Remove screw and spring
(Fig. 1). As the vacuum diaphragm bracket is being from throttle body. Discard plastic cap.
removed, the bowl vent valve rod and spring will fall (14) Remove fast idle and curb idle speed screws
out. (Fig 8). and spring from throttle lever.
(4) Using a 5/8 in. wrench, remove fuel inlet needle (15) Remove screws that retain bowl vent valve
valve and seat. cover to air horn. Remove cover, then lift out valve
(5) Remove economizer retaining screws, then lift and spring. (If so equipped.)
economizer cover, diaphragm and stem out of carbu- The carburetor assembly now has been disassem-
retor, (Fig. 9). bled as far as necessary for cleaning and inspection.
(6) Remove fuel bowl attaching screws, then remove
fuel bowl, baffle and gasket, (Fig. 10). Slide baffle out INSPECTION AND REASSEMBLY
of bowl. Discard gasket. Remove float damper spring.
(7) Using a suitable tool, remove float retaining clip, Throttle Shaft and Valve
then slide float off fulcrum pin. (1) Check throttle shaft for excessive wear in body.
If wear is extreme, it is recommended that carburetor
(8) Remove screws that attach metering block, then
assembly be replaced rather than installing a new
remove metering block (Fig. 11).
shaft in old body.
(9) Remove pump operating link and tilt pump le- (2) Install idle mixture screw and spring in body.
ver on its pivot until hook on pump diaphragm stem (The tapered portion must be straight and smooth. If
can be released. Slide pump diaphragm and spring out tapered portion is grooved or ridged, a new idle mix-
of fuel bowl. (Fig. 12). ture screw should be installed to insure having correct
(10) Using Tool C-3748, remove main jet from idle mixture control.) Do not use a screwdriver. Turn
metering block. (Fig 13). screw lightly against its seat with fingers. Back off
(11) Using a suitable tool, remove pump lever re- number of turns counted at disassembly. Install new
taining clip. Slide lever off pivot and disengage link plastic cap (red) with tab against stop.

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14-12 HOLLEY 1920—FUEL SYSTEM-

CHOKE
VACUUM DIAPHRAGM
RETAINING SCREWS

GASKET

ECONOMIZER
BODY

FLOAT
BOWL
VENT VALVE BOWL SCREWS PY5O8
RETURN SPRING
PF176 Fig. 10—Removing or Installing Fuel Bowl
Fig. 8—Choke Vacuum Diaphragm Installation
METERING BLOCK
Assembling Carburetor
(1) Loosen choke valve attaching screws slightly.
(2) Hold valve closed, with fingers pressing on high
side of valve. Tap valve lightly with a screwdriver to
seat in air horn. Tighten attaching screws securely
and stake by squeezing with pliers.
(3) Test choke valve for binding by rotating lever
through extent of its full travel.
(4) Install fast idle and curb idle speed screws and
springs in throttle lever.
(5) Engage pump link hook with throttle lever, then
install in pump lever and secure with clip. When in- POWER JET
stalling link, be sure link is in center hole of throttle VALVE LEVER
lever. MAIN JET PD192
(6) Slide pump spring (Fig. 12), over pump dia- Fig. IJ-Removing or Installing Metering Block
phragm stem. Install assembly in position in fuel bowl
and at same time, engage hook on diaphragm stem with recess in pump lever.
ONOMIZER
(7) Install main jet in metering block, using Tool
. COVER C-3748 (Fig. 13).
ECONOMIZER (8) Turn carburetor with bowl opening up then
DIAPHRAGM
position metering block in carburetor, (Fig. 11). Install
GASKET screws and tighten securely.
(9) Engage choke link with choke lever and fast idle
PUMP DIAPHRAGM
VACUUM HOLE DIAPHRAGM STEM
(ORIFICE)

STEM

PY1093B PD193

F¡g. 9-Remov¡ng or Installing Economizer Fig. ì 2—Accelerator Pump Diaphragm and Spring

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 HOLLEY 1920—FUEL SYSTEM 14-13

<—2 INCHES
METERING FROM FLOAT PIN
LONG SCREWS BLOCK GAUGE
SHORT SCREW LOCATION

POWER JET
VALVE
LEVER

AGAINST
CAST RIB

SHORT
SCREW
M A I N JET
PF177 FLOAT

Fig. 13-Ma¡n Metering Block Assembly

cam. Place cam in position, then install retaining GAUGE
screw. Tighten screw securely.
(10) Slide float into position over fulcrum pin and
secure with retainer clip.
(11) Install fuel inlet needle, seat and new gasket.
Tighten seat securely. Install float damper spring.
Check float setting as follows:

Measuring Float Setting

With the Carburetor inverted, measure from the top
of the float to the upper wall of the main body with PF4¯IO
the gauge against the cast rib (approximately two
inches from the float hinge pin). (Fig. 14). Be sure the Fig. 14-Ad¡usting Float Level
gauge is parallel with the top of the float. Refer to lowed by valve and cover. Install attaching screws and
"Specifications" for established dry float setting. tighten securely. (If so equipped.)
If an adjustment is necessary, bend the float tab
(which touches the head of the fuel inlet needle) us- Installing Choke Vacuum Diaphragm
ing needle nosed pliers. Do not allow the float tab to Inspect the diaphragm vacuum fitting to insure that
contact the float needle head during this operation as the passage is not plugged with foreign material. Leak
the synthetic rubber tip of the needle can be com- check the diaphragm to determine if it has internal
pressed, giving a false setting. Do not touch contact leaks. To do this, first depress the diaphragm stem.
area of float tab with pliers.
Then place a finger over the vacuum fitting to seal the
Recheck float setting as described above after opening. Release the diaphragm stem. If the stem
adjustment.
moves more than 1/16 inch in 10 seconds, the leakage
(1) Slide economizer diaphragm and stem assembly
into position, making sure vacuum holes are aligned, is excessive and the assembly must be replaced. Install
and that stem is on power valve. (Fig. 9). Install cover the diaphragm as follows:
and retaining screws. Tighten screws securely. (1) Slide bowl vent valve rod assembly in position
(2) Slide baffle into position in fuel bowl, place fuel on air horn. Hold rod centered in its grooves.
bowl gasket on cover. Place fuel bowl in position, in- (2) Engage choke link in slot in choke lever.
stall screws and washers and tighten alternately. Be (3) Install vacuum diaphragm assembly, be sure
sure gasket is seated in recess section of main body. vent rod is in position. Install diaphragm attaching
Tighten screws gently to compress only lockwashers. screws and tighten securely.
(Screws drawn down too tightly could distort fuel bowl (4) Inspect vacuum diaphragm fitting and remove
and cause a leak.) any dirt or foreign material which could plug vacu-
(3) Install bowl vent valve spring in air horn, fol- um passage. Inspect rubber hose for cracks, before
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14-14 HOLLEY 1920—FUEL SYSTEM-
placing it on correct fitting. (Fig. 1). Do not connect age between the choke shaft and the diaphragm. The
vacuum hose to diaphragm fitting until after vacuum diaphragm must be energized to measure the vacuum
kick adjustment has been made (See Carburetor kick adjustment. Use either a distributor test machine
Adjustments.) with a vacuum source or vacuum supplied by the
vehicle. Adjust as follows:
CARBURETOR ADJUSTMENTS (1) If adjustment is to be made with engine run-
ning, back off fast idle speed screw until choke can be
It is very important that the following adjustments closed to the kick position with engine at curb idle.
be made on a reconditioned carburetor. (Note number of screw turns required so that fast idle
can be returned to original adjustment). If an auxil-
Fast Idle Cam Position Adjustment iary vacuum source is to be used, open throttle valve
The Fast Idle Cam Position Adjustment can be (engine not running) and move choke to closed posi-
made on the bench. This adjustment is important to tion. Release throttle first, then release choke.
assure that the speeds of each cam step occur at the (2) When using an auxiliary vacuum source, dis-
proper time during engine warm-up. Adjust as fol- connect vacuum hose from carburetor and connect it
lows: to hose from vacuum supply with a small length of
(1) With fast idle speed adjusting screw contacting tube to act as a fitting. Removal of hose from dia-
second highest step on fast idle cam (Fig. 15), move phragm may require forces which damage the sys-
choke valve toward closed position with light pressure tem. Apply a vacuum of 15 or more inches of mercury.
on choke shaft lever. (3) Insert specified gauge (refer to Specifica-
(2) Insert specified gauge between top of choke tions) between top of choke valve and wall of air
valve and wall of air horn. (See Specifications at rear
horn (Fig. 16). Apply sufficient closing pressure on
of Fuel System Group.)
lever to which choke rod attaches to provide a mini-
(3) If an adjustment is necessary, bend fast idle link
at lower angle, until correct valve opening has been mum choke valve opening without distortion of dia-
obtained. (Fig. 15). phragm link. Note that the cylindrical stem of dia-
When the correct fast idle cam position cam adjust- phragm will extend as internal spring is compressed.
ment has been made, the choke unloader (wide open This spring must be fully compressed for proper mea-
kick) adjustment has also been obtained. No further surement of vacuum kick adjustment.
adjustment is required. (4) Adjustment is necessary if slight drag is not
obtained when removing the gauge. Shorten or
Choice Vacuum Kick Ad¡ustment-(This test lengthen diaphragm link to obtain correct choke
can be made ON or OFF vehicle.) valve opening. Length changes should be made by
The choke diaphragm adjustment controls the fuel carefully opening or closing the U-bend provided in
delivery while the engine is running. It positions the the link. Improper bending causes contact between
choke valve within the air horn by action of the link- the U-section and the diaphragm assembly.

DRILL OR GAUGE BEND FAST DRILL OR GAUGE LIGHT CLOSING

IDLE CAM LINK PRESSURE ON
FOR ADJUSTMENT CHOKE LEVER

LIGHT CLOSING MINIMUM 15 INCHES

PRESSURE ON VACUUM REQUIRED
CHOKE LEVER

FAST IDLE
ADJUSTING
SCREW
ON
SECOND
HIGHEST
STEP OF TO VACUUM
SOURCE

DIAPHRAGM
STEM RETRACTED
SCREW ` s — PD195 BY VACUUM PD196A

Fig. 15-Fast Idle Cam Position Adjustment Fig. Ì6-Ad¡usting Choke Vacuum Kick Setting

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 HOLLEY 1920—FUEL SYSTEM 14-15

CAUTION; DO NOT APPLY TWISTING OR BEND-

ING FORCE TO DIAPHRAGM.
(5) Reinstall vacuum hose on correct carburetor BOWL VENT
fitting. Return fast idle screw to its original location •*. GAUGE R ? D
if disturbed as suggested in Step No. 1.
(6) Make following check. With no vacuum applied THROTTLE
VALVE
to diaphragm, the CHOKE VALVE SHOULD MOVE FULLY
FREELY between open and closed positions. If move- CLOSED
ment is not free, examine linkage for misalignment
or interferences caused by bending operation. Repeat
adjustment if necessary to provide proper link oper-
ation.

Idle Speed Adjustment (Curb Idle)

(Refer to General Information at Front of Section). BOWL VENT
VALVE STEM

Fast Idle Speed Adjustment (On Vehicle) PF178

Fast idle engine speed is used to overcome cold Fig. 18—Adjusting Bowl Vent Opening
engine friction, stalls after cold starts and stalls be-
Before adjusting idle and/or fast idle speeds and
cause of carburetor icing. Set this adjustment after
mixtures, make sure that the basic timing is correctly
the vehicle odometer indicates over 500 miles to in-
adjusted as outlined under Idle Speed Adjustment
sure a normal engine friction level. Prepare engine by
(Curb Idle).
driving at least 5 miles. Connect a tachometer and set
the curb idle speed and mixture, then proceed as Bowl Vent Adjustment
follows: With throttle valve at curb idle speed, it should be
(1) With engine off and transmission in PARK or possible to insert a .015 in. gauge between bowl vent
NEUTRAL position, open throttle slightly. stem and the bowl vent rod. (Fig. 18).
(2) Close choke valve until fast idle screw can be If an adjustment is necessary, bend vent rod at
positioned on second highest-speed step of fast idle horizontal portion until correct clearance has been
cam (Fig. 17). obtained. Be sure vent rod does not bind in guide
(3) Start engine and allow it to run for a few min- after adjusting.
utes to stabilize speed. Turn fast idle speed screw in
or out to secure specified speed. (See Specifications.) Dashpot Setting and Adjustment—Manual
(4) Stopping engine between adjustments is not transmission Only
necessary. However, reposition fast idle speed screw With the curb idle speed and mixture properly set
on cam after each speed adjustment to provide cor- and a tachometer installed, start the engine and posi-
rect throttle closing torque.
CHOKE VALVE ADJUSTMENT
WIDE OPEN LOCK NUT
FAST IDLE SPEED
ADJUSTING
SCREW O N
SECOND HIGHEST
STEP OF CAM

ACTUATING TAB STEM

PY1096 PF4ll
Fig. ¶ 7-Fast Idle Speed Adjustment (On Vehicle) Fig. 19-Dashpot Setting (Manual Transmission Only)

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14-16 BBD (1V4 in.)—FUEL SYSTEM
tion the throttle lever so that the actuating tab on the and screw the dashpot in or out as required. When
lever is contacting the stem of the dashpot but not the desired setting is obtained, tighten the lock nut
depressing it (Fig. 19). Allow about 30 seconds for on the dashpot against the bracket. Check to make
engine to stabilize. The tachometer should read 2300 sure curb idle returns to specified speed consistantly.
rpm with throttle lever in this position if the setting To set the idle speed, refer to the Fuel System
is correct. To adjust the setting, loosen the lock nut General Information Paragraph.

BBD CARBURETORS ( l ¼ IN.)

INDEX
Page Page
Carburetor Adjustments 22 Idle Speed Adjustment 23
Accelerator Pump and Bowl Vent 22 Disassembling Carburetor 18
Checking Float Setting 21 Inspection and Reassembly 20
Choke Unloader (Wide Open Kick) 23 Service Diagnosis 4
Choke Vacuum Kick 22 Service Procedures 18
Dashpot Adjustment 24 Special Service Tools 68
Fast Idle Cam Position 22 Specifications 64
Fast Idle Speed (On Vehicle) 23

CARBURETOR APPLICATION

Requirements Transmission Engine BBLS Carburetor Model Number

Federal Manual 318 cu. in. Dual Carter 1-1/4" BBD-6316SA
Federal Automatic 318 cu. in. Dual Carter 1-1/4" BBD-6317SA
California Manual 318 cu. in. Dual Carter 1-1/4" BBD-6343SA
California Automatic 318 cu. in. Dual Carter 1-1/4" BBD-6344SA

GENERAL INFORMATION
The BBD-6316SA and BBD-6343SA carburetors are flows through the main metering jet into the main
equipped with a dash pot which retards the return of well.
the throttle to idle position. (Manual Transmission A connecting passage permits the fuel to flow from
Only). the main well into the idle well. Fuel continues into
The proper adjustment of the dash pot is very an idle channel where the fuel is mixed with air which
important. (See Carburetor Adjustments). enters through idle air bleeds located in the air horn.
Since the service procedures are identical on all At curb idle the fuel and air mixture flows down
BBD carburetors, the illustrations showing the various the idle channel and is further mixed or broken up
disassembly procedures will not always show any one by air entering the idle channel through the transfer
specific carburetor. slot which is above the throttle valve at curb idle.
The Carter model BBD dual venturi carburetor During low speed operation the throttle valve
(Fig. 1) utilizes three basic fuel metering systems. moves exposing the transfer slot and fuel begins to
The idle System provides a mixture for idle and low flow through the transfer slot as well as the idle port.
speed performance; the Accelerator Pump System As the throttle valves are opened further and engine
speed increases the air flow through the carburetor
provides additional fuel during acceleration; the Main
also increases. This increased air flow creates a vacu-
Metering System, provides an economical mixture for
um or depression in the venturi and the main meter-
normal cruising conditions. ing system begins to discharge fuel.
In addition to these three basic systems, there is a
fuel inlet system that constantly supplies the fuel to Accelerator Pump System (Fig. 3)
the basic metering systems, and a choke system (with When the throttle valves are opened suddenly the
electric assist) which temporarily enriches the mix- air flow through the carburetor responds almost im-
ture to aid in starting and running a cold engine. mediately. However, there is a brief time interval or
lag before the fuel can overcome its inertia and main-
Idle System (Fig. 2) tain the desired fuel-air ratio.
Fuel used during curb idle and low speed operation The piston type accelerating pump system me-

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 BBD (1¼ in.)—FUEL SYSTEM 14-17

ACCELERATOR PUMP
SHAFT
CLOSED BOWL VENT
VALVE HOUSING CHOKE VALVE CHOKE VALVE
CHOKE OPERATING LINK

CHOKE
LEVER
FAST IDLE
CONNECTING ROD
CHOKE
VACUUM ACTUATOR
HOSE
,FAST IDLE CAM
FAST IDLE
ADJUSTING
SCREW

CURB IDLE
ADJUSTING SCREW

AIR CLEANER
VACUUM TUBE
TO PORTED EGR SYSTEM TO DISTRIBUTOR
CANISTER PURGE (OSAC) VALVE
PORT CHOKE UN LOADER TANG CLOSED CRANKCASE CHOKE VACUUM ACTUATOR
VACUUM TUBE

Fig. I —Carburetor Assembly—BBD 1-114 Inch PF375

chanically supplies the fuel necessary to overcome and pump plunger.

this deficiency for a short period of time. As the throttle lever is moved the pump link
Fuel enters the pump cylinder from the fuel bowl operating through a system of levers and a pump
through a port in the bottom of the pump well above override spring pushes the pump piston down. Fuel
the normal position of the pump piston. When the is forced through a passage around the pump dis-
engine is turned off, fuel vapors in the pump cylinder charge check ball and out the pump discharge jets
are vented through the area between the pump rod which are in the throttle bore.
2 STAGE STEP-UP ROD IDLE AIR BLEED ACCELERATOR PUMP

DISCHARGE CHECK
«BALL

IDLE PORT
IDLE MIXTURE ADJUSTING SCREW (2) ^ INTAKE CHECK BALL PF63

Fig. 2—Idle and Low Speed System Fig. 3—Accelerator Pump System

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14-18 BBD (1¼ in.)—FUEL SYSTEM

STEP-UP PISTON .HIGH SPEED AIR BLEED

FLOAT LEVEL
ADJUSTING LIP
FUEL INLET
NEEDLE
AND SEAT

MAIN METERING
JETS (2)
MAIN WELL TUBE STEP-UP PISTON FULCRUM PIN !
VACUUM PORT PF64 ^>-RETAINER ¦ M / ì PF6l

Fig. 4—Main Metering System* Fig. 5—Fuel Inlet System

Main Metering System (Fig. 4) terns are calibrated to deliver the proper mixture only
As the engine approaches cruising speed the in- when the fuel is at this level. When the fuel level in
creased air flow through the venturi creates vacuum the bowl drops, the float also drops permitting addi-
(low pressure area) in the venturi of the carburetor. tional fuel to flow past the fuel inlet needle into the
Near atmospheric pressure present in the bowl in the bowl.
area above the fuel causes the fuel toflowto the lower The float chamber is vented internally into the air
pressure area created by the venturi and magnified horn. A vent actuated by the pump lever is opened at
by the booster venturi. curb idle or when the engine is not running to release
Fuel flows through the main jet into the main well; fuel vapors from the bowl into the charcoal vapor
air enters through the main well air bleeds and into canister.
the main well through holes in the main well tube.
The mixture of fuel and air being lighter than raw Exhaust Gas Recirculation System
fuel responds faster to changes in venturi vacuum All BBD 1-1/4 inch carburetors used on vehicles
and is also more readily vaporized when discharged equipped with the exhaust gas recirculation system
into the venturi. will have an additional vacuum port. The EGR system
is controlled by one of two systems;
Fuet Iniet System (Fig. 5) (1) The Ported Vacuum Control System obtains
All fuel enters the fuel bowl through the fuel inlet vacuum from a port in the base of the carburetor
fitting in the bowl. (Fig. 6).
The fuel inlet needle seats directly in the fuel inlet (2) The Ventur¡ Vacuum Control System utilizes a
seat. The fuel inlet needle is controlled by dual floats venturi port in the side of the carburetor above the
and stainless steel float lever which is hinged by a throttle valve. This system is designed primarily for
float fulcrum pin. use in the state of California.
The fuel inlet system must constantly maintain the See "Emission Control Systems" Group 25 of this
specified level of fuel as the basic fuel metering sys- manual for more detailed information.

SERVICE PROCEDURES

DISASSEMBLING CARBURETOR (4) Remove vacuum hose between carburetor

main body and choke vacuum diaphragm.
(1) Place carburetor assembly on repair stand Tool (5) Remove choke vacuum diaphragm and bracket
C-3886. assembly and place to one side to be cleaned as a
(2) Remove hairpin clips and disengage accelera- special item. A liquid cleaner may damage diaphragm
tor pump operating rod. material.
(3) Remove clips and disengage fast idle connector (6) Remove air horn retaining screws and lift air
rod from fast idle cam and choke lever. horn straight up and away from main body, (Fig. 7).
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 BBD (1¼ in.)—FUEL SYSTEM 14-19
of clean mineral spirits or kerosene to prevent leather
CHARCOAL CANISTE CHOKE
from drying out.
DIAPHRAGM (8) Remove fuel inlet needle valve, seat and gasket
from main body.
(9) Lift out float fulcrum pin retainer, then lift
out floats and fulcrum pin.
(10) Remove step-up piston retaining screw, and
DISTRIBUTOR slide step-up piston and rods out of well, (Fig. 8).
(OSAC) VALVE
Now, lift out step-up piston spring. Remove step-up
piston gasket from the bottom of well.
TO (11) Remove main metering jets, (Fig. 9).
CANISTER
PURGE PORT (12) Remove venturi cluster screws, then lift ven-
TO (PCV) VALVE
turi cluster and gaskets up and away from main
body, (Fig. 10). Discard gaskets. Do not remove the
idle orifice tubes or main vent tubes from the cluster.
They can be cleaned in a solvent and dried with com-
TO PORTED EXHAUST GAS pressed air.
ECIRCULATION (EGR) SYSTEM
(13) Invert carburetor and drop out accelerator
55 pump discharge and intake check balls.
CONTROL VALVE PF376 (14) Turn idle limiter caps to stop. Remove plastic
limiter cap from idle air mixture screws. Carefully
to avoid damaging screws. (Be sure and count number
Fig. 6-Vacuum Hose Identification
of turns to seat the screw, as the same number
Discard gasket. Remove dash pot and bracket (if so of turns (from the seat) must be maintained at instal-
equipped). lation.) Remove screws and springs from throttle
(7) Remove "E" clip and washer from plunger body.
stem, slide accelerator pump plunger out of air horn. (15) Remove screws that attach throttle body to
Remove screws attaching bowl vent housing to air main body. Separate bodies.
horn. Remove housing, vent valve spring and vent (16) Test freeness of choke mechanism in air
valve. horn. The choke shaft must float free to operate
If the old plunger can be used again, or if a new correctly. If choke shaft sticks in bearings, or appears
plunger is to be installed, place plunger in a container to be gummed from deposits in air horn, a thorough
cleaning will be required.
CLOSED BOWL The carburetor now has been disassembled into
VENT VALVE
three main units, namely, the air horn, main body
HOUSING
and throttle body and the component parts of each
\
disassembled as far as necessary for cleaning and
inspection.
ACCELERATOR PUMP
STEP-UP PISTON SPRING
PLUNGER PLUNGER
(PISTON GASKET AT BOTTOM
SPRING OF CYLINDER)

VENTURI
CLUSTER
COVER

STEP-UP RODS
FULCRUM (2 STAGE)
FLOAT
PIN RETAINER
MAIN METERING
JETS (2)

STEP-UP PISTON PB371A PF377

Fig. 7—Removing or Installing Air Horn Fig. 8—Removing or Installing Step-Up Piston
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14-20 BBD (1¼ in.)—FUEL SYSTEM-
ACCELERATOR PUMP
INTAKE CHECK BALL DISCHARGE
AT BOTTOM CHECK BALL
SPECIAL OF CYLINDER
TOOL

M A I N METERING DISCHARGE
JET PASSAGE

NK683

Fig. f I—Installing Accelerator Pump Discharge

M A I N METERING Check Ball
JET
(5/32 inch diameter) in discharge passage, (Fig. 11).
PF378 Drop accelerator pump intake check ball (3/16 inch
diameter) into bottom of the pump cylinder.
Fig. 9—Removing or Installing Main Metering Jets To check the accelerator pump system; fuel inlet
INSPECTION AND REASSEMBLY and discharge check balls, proceed as follows:
Throttle Body (3) Pour clean gasoline into carburetor bowl, ap-
(1) Check throttle shaft for excessive wear in proximately 1/2 inch deep. Remove pump plunger
throttle body. (If wear is extreme, it is recommended from container of mineral spirits and slide down into
that throttle body assembly be replaced rather than pump cylinder. Raise plunger and press lightly on
installing a new shaft in old body.) plunger shaft to expel air from pump passage.
(2) Install idle mixture screws and springs in (4) Using a small clean brass rod, hold discharge
body. (The tapered portion must be straight and check ball down firmly on its seat. Again raise plung-
smooth. If tapered portion is grooved or ridged, a er and press downward. No fuel should be emitted
new idle mixture screw should be installed to insure from either intake or discharge passage, (Fig. 12).
having correct idle mixture control). DO NOT USE A If any fuel does emit from either passage, it indi-
SCREW DRIVER. Turn screws lightly against their cates the presence of dirt or a damaged check ball or
seats with fingers. Back off number of turns counted seat. Clean passage again and repeat test. If leakage
at disassembly. Install new plastic caps (blue) with is still evident, stake check ball seats (place a piece of
tab against stop.
N O FUEL TO BE
EMITTED FROM
Alain Body
PUMP INLET
(1) Invert main body and place insulator in posi-
tion, then place throttle body on main body and align.
Install screws and tighten securely.
(2) Install accelerator pump discharge check ball

GASKET ACCELERATOR
PUMP
PLUNGER

VENTURE
CLUSTER
N O FUEL TO
I BE EMITTED
;
' OTMPAST BALL

PUMP DISCHARGE
CHECK BALL

PB372A
NN697
Fig. 12—Testing Accelerator Pump Intake and
Fig. 10-Remov¡ng or Installing Venturi Cluster Discharge Check Balls
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 BBD (1V4 in.)—FUEL SYSTEM 14-21

drill rod on top of check ball and lightly tap drill (2) Install needle, seat and gasket in body and
rod with a hammer to form a new seat), remove and tighten securely.
discard old balls, and install new check balls. The fuel (3) Invert main body (catch pump intake check
inlet check ball is located at bottom of the plunger ball) so that weight of floats only, is forcing needle
well. Remove fuel from bowl. against seat. Hold finger against retainer to fully seat
(5) Install new gaskets on venturi cluster, then fulcrum pin.
install in position in main body. (Fig. 10). Install clus- (4) Using a "T" scale, check the float, (Fig. 14).
ter screws and tighten securely. There should be 1/4 inch from surface of fuel bowl to
(6) Before installing step-up piston, be sure step- crown of each float at center.
up rods are able to move freely each side of vertical If an adjustment is necessary, hold the floats on the
position, (Fig. 13). The step-up rods must be straight bottom of the bowl and bend the float lip toward or
and smooth. away from the needle. Recheck the 1/4 inch setting
(7) Slide step-up piston gasket down into position again then repeat the lip bending operation as re-
in piston well, then install step-up piston spring and quired. CAUTION: When bending the float lip, do not
step-up piston and rods. Carefully guide step-up rods allow the lip to push against the needle as the syn-
into main metering jets. (Fig. 8). Install retaining
thetic rubber tip can be compressed sufficiently to
screw and tighten securely.
cause a false setting which will affect correct level of
Check operation of step-up piston; it must move up
and down freely. A step-up piston stuck in the UP fuel in the bowl. After being compressed, the tip is
position will cause a rich mixture at part throttle, very slow to recover its original shape.
whereas a piston stuck in the DOWN position will It is very important that the float lip be perpendic-
cause a lean mixture at wide open throttle and poor ular to the needle or slanted not more than ten de-
acceleration. grees away from the needle when the float is set
correctly.
Checking Float Setting
The carburetors are equipped with a synthetic rub- A¡r Horn
ber tipped fuel inlet needle. The needle tip is a rubber (1) Slide pump plunger spring over plunger stem,
material which is not affected by gasoline and is then slide plunger up through air horn. Slide bowl
stable over a wide range of temperatures. The tip is vent valve down over plunger stem (with convex side
flexible enough to make a good seal on the needle down). Slide valve spring over stem, followed by
seat, and to give increased resistance to flooding. valve housing. Install attaching screws and tighten
The use of the synthetic rubber tipped inlet needle securely (Fig. 15). Reposition end of accelerator pump
requires that care be used in adjusting the float set- rocker arm over plunger stem and install washer,
ting. Care should be taken to perform this accurately then install "E" clip onto plunger stem.
in order to secure the best performance and fuel (2) Place a new gasket on main body, then install
economy. air horn. Install attaching screws and tighten securely.
To correctly set the float height, when the carburet- (When installing air horn be sure leather on plunger
or is being overhauled, proceed as follows: does not fold back.) Install dash pot (if so equipped).
(1) Install floats with fulcrum pin and pin retainer (3) Engage fast idle connector rod in choke lever
in main body. and fast idle cam. Secure with clips.
(4) Engage accelerator pump operating rod in in-

STEP-UP PISTON FUEL INLET

NEEDLE VALVE
SEAT A N D
GASKET
STEP-UP RODS FLOAT FULCRUM
MUST MOVE FREELY PIN RETAINER

1
NK686 CROWN OF FLOATS B ^ NK687A

Fig. 13-Step-Up Piston and 2 Stage Rods Fig. 14-Checking Float Setting
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14-22 BBD (1V4 in.)—FUEL SYSTEM-
BOWL BOWL VENT VALVE PLUNGER (2) Be sure accelerator pump operating rod is in
VENT CLIP POSITIONS
VALVE
medium stroke hole in throttle lever.
(3) Close throttle valves tightly. Measure distance
from air cleaner gasket surface of air horn to top of
accelerator pump rod. (Fig. 16). This measurement
should be .200 inch.
(4) To adjust pump travel, bend accelerator pump
operating rod at lower angle, until correct pump
travel has been obtained.

Fast Idle Cam Position Adjustment

The Fast Idle Cam Position Adjustment can be made
on the bench. This adjustment is important to assure
BOWL VENT VALVE that the speeds of each cam step occur at the proper
SPRING OPERATING CLIP PB373 time during engine warm-up. Adjust as follows:
(1) With fast idle speed adjusting screw contacting
Fig. 15—Accelerator Pump Assembly second highest speed step on fast idle cam, move
side slot in rocker arm and in center hole in throttle choke valve towards closed position with light pres-
lever. Install clips to secure. sure on choke shaft lever.
(2) Insert specified gauge (see specifications) be-
Choice Vacuum Diaphragm tween choke valve and wall of air horn. An adjust-
Inspect the diaphragm vacuum fitting to insure ment will be necessary if a slight drag is not obtained
that the passage is not plugged with foreign material. as gauge is being removed.
Leak check the diaphragm to determine if it has (3) If an adjustment is necessary, bend fast idle
internal leaks. To do this, first depress the diaphragm connector rod at angle until correct valve opening has
stem, then place a finger over the vacuum fitting to been obtained. (Fig. 17).
seal the opening. Release the diaphragm stem. If the
stem moves more than 1/16 inch in 10 seconds, the Choke Vacuum Kick Adjustment—(This test
leakage is excessive and the assembly must be re- can be made On or Off vehicle.)
placed. The choke diaphragm adjustment controls the fuel
Install the diaphragm assembly on the air horn as delivery while the engine is running. It positions the
follows: choke valve within the air horn by action of the
(1) Engage choke link in slot in choke lever. linkage between the choke shaft and the diaphragm.
(2) Install diaphragm assembly, secure with attach-
TOP OF AIR CLEANER
ing screws. ACCELERATOR GASKET SURFACE
(3) Inspect rubber hose for cracks before placing PUMP ROD SCALE
it on correct carburetor fitting. Do not connect
vacuum hose to diaphragm fitting until after vacuum
kick adjustment has been made. (See Carburetor
Adjustments.)
(4) Loosen choke valve attaching screws slightly.
Hold valve closed, with fingers pressing on high side
of valve. Tap valve lightly with a screw driver to seat THROTTLE IN
in air horn. Tighten attaching screws securely and CLOSED
stake by squeezing with pliers. POSITION

CARBURETOR ADJUSTMENTS
It is very important that the following adjustments
be made on a reconditioned carburetor, and in the
sequence listed:

Accelerator Pump and Bowl Vent BEND HERE

(1) Back off idle speed adjusting screw to com-
PB374A
pletely close throttle valves. Open choke valve so that
fast idle cam allows throttle valves to seat in bores. Fig. 16—Adjusting Accelerator Pump Stroke
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 BBD (1V4 in.)—FUEL SYSTEM 14-23

CHOKE VALVE
GAUGE
CHOKE VALVE
LIGHT CLOSING
FAST IDLE PRESSURE ON
CONNECTING ROD CHOKE LEVER
(BEND AT ANGLE)

DIAPHRAGM STEM
RETRACTED BY
VACUUM

FAST IDLE SPEED TO VACUUM

ADJUSTING SCREW SOURCE PF412
ON SECOND
LIGHT CLOSING Œ « Ä * 3 Í ^ ~ HIGHEST STEP Fig. 18-Adjusting Choke Vacuum Kick
PRESSURE ON- ^ • • • b ^ " ^ ^ ^rr^_... OF CAM
CHOKE LEVER link. Improper bending causes contact between the
U-section and the diaphragm assembly.
CAUTION: DO NOT APPLY TWISTING OR BEND-
ING FORCE TO DIAPHRAGM.
PF379
(5) Reinstall vacuum hose on correct carburetor
Fig. ì 7-Fast Idle Cam Position Adjustment fitting. Return fast idle linkage to its original condi-
The diaphragm must be energized to measure the tion if disturbed as suggested in Step No. 1.
vacuum kick adjustment. Vacuum can be supplied by (6) Make following check. With no vacuum applied
a distributor test machine, another vehicle or vehicle to diaphragm, the CHOKE VALVE SHOULD MOVE
to be adjusted. FREELY between open and closed positions. If move-
(1) If adjustment is to be made with engine run- ment is not free, examine linkage for misalignment
ning, disconnect fast idle linkage to allow choke to or interferences caused by bending operation. Repeat
close to the kick position with engine at curb idle. If adjustment if necessary to provide proper link oper-
an auxiliary vacuum source is to be used, open throt- ation.
tle valves (engine not running) and move choke to
closed position. Release throttle first, then release Choke Unloader (Wide Open Kick)
choke. The choke unloader is a mechanical device to par-
(2) When using an auxiliary vacuum source, dis- tially open the choke valve at wide open throttle. It is
connect vacuum hose from carburetor and connect it used to eliminate choke enrichment during cranking
to hose from vacuum supply with a small length of of an engine. Engines which have been flooded or
tube to act as a fitting. Removal of hose from dia- stalled by excessive choke enrichment can be cleared
phragm may require forces which damage the sys- by use of the unloader. Adjust the choke unloader as
tem. Apply a vacuum of 15 or more inches of mer- follows:
cury. (1) Hold throttle valves in wide open position. In-
(3) Insert specified gauge (refer to Specifications) sert specified gauge (see Specifications) between upper
between choke valve and wall of air horn (Fig. 18). edge of choke valve and inner wall of air horn.
Apply sufficient closing pressure on lever to which (2) With a finger lightly pressing against valve, a
choke rod attaches to provide a minimum choke slight drag should be felt as gauge is being with-
valve opening without distortion of diaphragm link. drawn. If an adjustment is necessary, bend unloader
Note that the cylindrical stem of diaphragm will tang on throttle lever until correct opening has been
extend as internal spring is compressed. This spring obtained. (Fig. 19).
must be fully compressed for proper measurement of
vacuum kick adjustment. Idle Speed Adjustment (Curb Idle)
(4) Adjustment is necessary if slight drag is not (Refer to General Information at Front of Sec-
obtained when removing the gauge. Shorten or tion).
lengthen diaphragm link to obtain correct choke
valve opening. Length changes should be made care- Fast Idle Speed Adjustment (On Vehicle)
fully opening or closing the U-bend provided in the Fast idle engine speed is used to overcome cold
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14-24 BBD (1¼ in.)—FUEL SYSTEM-
GAUGE FAST IDLE SPEED
CHOKE VALVE ADJUSTING SCREW O N
CHOKE VALVE WIDE OPEN SECOND HIGHEST STEP
O N CAM

LIGHT CLOSING
PRESSURE O N
HOKE LEVER

FAST IDLE CAM

PY497A

Fig. 19-Adjusting Choke Unloader F¡g. 20-Fast Idle Speed Ad¡ustment-On Vehicle
engine friction, stalls after cold starts and stalls be-
cause of carburetor icing. Set this adjustment after STEM
the vehicle odometer indicates over 500 miles to in- ACTUATING
sure a normal engine friction level. Prepare engine by TAB
driving at least 5 miles. Connect a tachometer and set
the curb idle speed and mixture, then proceed as
follows:
(1) With engine off and transmission in PARK or
NEUTRAL position, open throttle slightly.
(2) Close choke valve until fast idle screw can be
positioned on second highest-speed step of fast idle
cam (Fig. 20).
(3) Start engine and allow it to run for a few min-
utes to determine stabilized speed. Turn fast idle
speed screw in or out to secure specified speed. (See
ADJUSTMENT
Specifications.) LOCK NUT
(4) Stopping engine between adjustments is not
necessary. However, reposition fast idle speed screw DASHPOT
PF414
on cam after each speed adjustment to provide cor-
rect throttle closing torque. Fig. 21—Dashpot Adjustment—Manual Transmission
Before adjusting idle and/or fast idle speeds and Only
mixtures, make sure that the basic timing and the the lever is contacting the stem of the dashpot but
distributor control valve are correctly adjusted as not depressing it (Fig. 21). Allow about 30 seconds for
outlined under Idle Speed Adjustment (Curb Idle). engine to stabilize. The tachometer should read 2500
rpm with throttle lever in this position if the setting
Dashpot Setting and Adjustment—Manual is correct. To adjust the setting, loosen the lock nut
Transmission Oniy and screw the dashpot in or out as required. When
With the curb idle speed and mixture properly set the desired setting is obtained, tighten the lock nut
and a tachometer installed, start the engine and on the dashpot against the bracket. Check to make
position the throttle lever so that the actuating tab on sure curb idle returns to specified speed consistantly.

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 THERMO-QUAD—FUEL SYSTEM 14-25

CARTER THERMO-QUAD CARBURETOR

INDEX
Page Page
Carburetor Adjustments 34 Secondary Air Valve Spring Tension 34
Accelerator Pump Stroke 35 Secondary Throttle Linkage 34
Bowl Vent 37 Secondary Throttle Lockout 37
Choke Control Lever Adjustment (Off or On Vacuum Kick Adjustment (Off or On
Vehicle) 35 Vehicle) 36
Choke Diaphragm Connector Rod 35 Disassembling Carburetor 29
Choke Unloader Adjustment (Wide Open General Information 25
Kick 37 Inspection and Reassembly 31
Curb Idle Speed Solenoid Adjustment 38 Servicing Carburetor 2
Fast Idle Cam and Linkage 36 Service Diagnosis 4
Fast Idle Speed Adjustment (On Vehicle) 38 Service Procedures 29
Idle Speed (Curb Idle) 3 Special Service Tools 68
Secondary Air Valve Opening 34 Specifications 65

CARBURETOR APPLICATION
Requirement Transmission Engine BBLS Carburetor Model Number
Federal Manual 340 cu. in. Four Carter-TQ TQ-6318S
Federal Automatic 340 cu. in. Four Carter-TQ TQ-6319S
California Manual 340 cu. in. Four Carter-TQ TQ-6339S
California Automatic 340 cu. in. Four Carter-TQ TQ-634OS
Federal Manual 400 cu. in. Four Carter-TQ TQ-632OS
Federal Automatic 400 cu. in. Four Carter-TQ TQ-6321S
California Manual 400 cu. in. Four Carter-TQ TQ-6341S
California Automatic 400 cu. in. Four Carter-TQ TQ-6342S
Federal Automatic 400 cu. in. Four Carter-TQ TQ-6322S
California Automatic Standard Four Carter-TQ TQ-6410S
Federal Automatic 440 cu. in. Four Carter-TQ TQ-6324S
California Automatic Hi Performance Four Carter-TQ TQ-6411S

GENERAL INFORMATION
The Carter Thermo-Quad carburetor is designed to speed position when the ignition key is turned off, to
help reduce exhaust emissions and to permit the prevent "after running".
maximum performance that high-output engines are The Thermo-Quad carburetor has unique features
capable of delivering. (Fig. 1). which require extra caution during all adjustments.
This carburetor has a unique black main body or The vacuum kick diaphragm provides two separate
fuel bowl of molded phenolic resin. This acts as a functions. It still provides for vacuum kick but it also
very effective heat insulator. Fuel is kept cooler controls the secondary air valve. Because of the
(approximately 20 degrees F) than in all-metal carbu- separate nature of the two functions, two separate
retor designs. but interrelated adjustments are necessary and these
The air horn houses the choke valve, the air valve adjustments must be performed in the proper se-
for the secondaries and its controls and adjustments, quence.
the fuel inlet system (two floats and inlet needles and
seats) the complete accelerating pump system, pri- Vacuum Port Identification
mary boost ventures, vacuum controlled step-up pis- All Thermo-Quad carburetors used on vehicles
ton and rods, low and high speed fuel metering sys- equipped with the exhaust gas recirculation system
tems (secondary jets, fuel discharge nozzles and all will have an additional vacuum port as indicated in
air bleeds and restrictions) (Fig. 2). The primary jets Figures 1 and 3.
are in the main body. The Exhaust Gas Recirculation (EGR) system is
A curb idle speed solenoid is mounted on the controlled by one of two systems.
choke side of the carburetor. This solenoid is used (1) The Venturi Vacuum Control System, used on
to maintain a high idle speed when the engine is the standard 440 CID engine requires a port in the
running and allows the throttle to close to a low side of carburetor above the throttle valve (Fig. 1).
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14-26 THERMO¯QUAD—FUEL SYSTEM
A!R VALVE CHOKE VALVE
LOCK PLUG
AIR VALVE BOWL VENT VALVE
ADJUSTMENT PLUG MEASURING HOLE PLUG
ACCELERATOR PUMP STEP UP PISTON
"S" CONNECTOR LINK COVER PLATE
CHOKE IDLE MIXTURE
BOWL VENT VALVE ADJUSTING
CONNECTOR ROD TUBE FITTING
ACCELERATOR SCREWS
PUMP ARM
CHOKE
CURB IDLE LEVER SPRING
SPEED
SCREW,

CHOKE
DIAPHRAGM

CHOKE
COUNTERSHAFT
TO
CHOKE ADJUSTING TANG
CRANKCASE
AIR VALVE CHOKE DIAPHRAGM PCV VALVE
FAST IDLE CONNECTOR ROD CHARCOAL
CAM CANISTER PURGE
PORT
FAST IDLE
CONNECTOR ROD FAST IDLE SOLENOID
FAST IDLE ADJUSTING SCREW FAST IDLE
CONTROL LEVER SOLENOID
EGR VENTURI
THROTTLE BOWL VENT VACUUM PORT
OPERATING ROD ACTUATING LEVER
BOWL VENT
OPERATING LEVER
PD32OA
Fig. I—Carburetor Assembly
(2) The Ported Vacuum Control System, used on supplied with fuel taken from the fuel cavities in the
the high performance 440 CID engine obtains vacuum fuel bowl.
from a port in the base of the carburetor (Fig. 3).
See "Emission Control System", Group 25, of this The Low-Speed Circuit (Fig. 5)
manual for detailed information. Fuel for idle and early part throttle operation is
Five conventional circuits are found in the Thermo- metered through the low-speed circuit which is lo-
Quad carburetor: cated on the primary side only.
(1) Two float circuits Liquid gasoline enters the idle wells through the
(2) One low-speed circuit (in the primary side) main metering jets. Each low-speed jet has a cali-
(3) Two high-speed circuits brated orifice at its lower tip which measures the
amount of fuel for idle and early part throttle opera-
(4) One pump circuit
tion. The air by-pass passages, economizers and idle
(5) One choke circuit (consisting of linkages to oper- air bleeds are carefully calibrated and serve to break
ate from a choke mechanism in the manifold cavity). up the liquid fuel and mix it with air as it moves
through the passages to the idle ports and idle
The Float Circuit (Fig. 4) adjustment screw ports. Turning the idle adjustment
The purpose of the float circuit is to maintain an screws toward their seats reduces the quantity of fuel
adequate supply of liquid fuel at the proper, prede- mixture supplied by the idle circuit.
termined level in the bowl for use by the low-speed, The idle ports, located directly above the idle ad-
high-speed, pump and choke circuits. justing screw ports, are slot shaped. As the Throttle
Two separate float circuits are used, each circuit valves are opened, more of the idle ports are uncov-
containing a fuel cavity float assembly and needle ered, allowing a greater quantity of the fuel-air
and seat assembly. The primary low-speed circuit mixture to enter the carburetor bores. The secondary
plus primary and secondary high-speed circuits are throttle valves always remain seated at idle.
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 THERMO-QUAD—FUEL SYSTEM 14-27
FUEL AIR VALVE
INLET

COVER PLATE

COVER PLATE

STEP UP ROD
STEP UP ROD

STEP UP PISTON PUMP JET

CURB IDLE SOLENOID COVER PLATE HOUSING PD321A

Fig. 2—Carburetor Assembly Top View

The High-Speed Circuits in a cylinder in the bowl cover casting. The primary
Fuel for part throttle and full throttle engine jets which work with the metering rods are located
operation is supplied through the high-speed circuit, in the plastic fuel bowl. The step-up piston has a lift
which is divided into the primary high-speed circuit rod which extends down through a passage in the fuel
and secondary high-speed circuit. These two cir- bowl into the throttle body. The bottom end of the
cuit functions are described separately, as follows: rod rides on a lever operated by a cam on the primary
throttle shaft.
High Speed Circuit-Primary Side (Fig. 6)
AUXILIARY
In the primary metering section, the two metering MECHANICALLY VALVE
rods are yoked to a single step-up piston which rides OPERATED VENT SEAT

CRANKCASE CANISTER VENT

OSAC
PCV VALVE PURGE OPERATING LEVER
VALVE EGR PORTED
TUBE PORT
FITTING VACUUM PORT
(DISTRIBUTOR) (440 CID HIGH NEEDLE AND
PERFORMANCE SEAT ASSEMBLY
ONLY)

K L CHOKE DIAPHRAGM
W
FITTING
FUEL INLET FITTING

AIR CLEANER
PF415 PF183
VACUUM FITTING
Fig. 3—Vacuum Port Identification Fig. 4-Float Circuit
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 14-28 THERMO-QUAD—FUEL SYSTEM ¯¤
ECONOMIZER CHQKE VALVE AIR BLEED
,IDLE AIR BLEED AIR VALVE
VENT
IDLE AIR (SOME MODELS) TUBE

BY-PASS
IDLE WELL-
LOW SPEE BAFFLE PLATE BLEED
JET
MAIN
METERING
JET
SECONDARY
IDLE METERING JET
LIMITER CAP

SECONDARY THROTTLE
PRIMARY THROTTLE VALVE IDLE ADJUSTING VALVE DISCHARGE NOZZLE
IDLE PORTS SCREW pF184 PF186
Fig. 5-Low Speed Circuit Fig. 7-Secondary High Speed Circuit
In the low- and medium-speed range, the cam and to provide sensitively calibrated air-fuel mixtures in
lever lift the step-up piston and metering rods in pro- response to engine demands.
portion to the primary throttle valve opening. This A spring-loaded air valve is located in the secondary
action provides positive mixture control. side of the carburetor which is opened by air velocity
The length of the step-up piston lift rod is factory- through the secondary bores and closed by accurately-
adjusted on equipment not available in service. Tam- adjusted spring tension. A unique feature of this air
pering with the setting will upset performance and valve is its shape. The lower edge of the valve is
emission control. contoured in such a manner that when air velocity
through the carburetor is high, and the lower edge of
High-Speed Circuit-Secondary Side (F¡g. 7) the air valve approaches the secondary nozzles, the
Liquid fuel for the high-speed circuit in the second- contours act as venturi to increase air velocity at the
ary portion of the carburetor is metered at the tips of the nozzles.
secondary metering jets. There are no step-up rods
in the secondary metering jets. Air Valve Dashpot (Diaphragm) Operation
The main vent tubes in the secondary side with (Fig. 8)
their calibrated perforations and air bleeds, function In addition to the air-valve functions described, an

ANTI-PERCOLATOR
PISTON LINK VENT
AIR VALVE DASHPOT
VACUUM
MAIN WELL
PISTON

RESTRICTION
DISCHARGE
"C"
NOZZLE
VACUUM
PASSAGE

MECHANICAL
HOSE 7
LIFT ROD PORT (RESTRICTION "B")
RESTRICTION "A" SECONDARY THROTTLE VALVE
MAIN METERING
TO INTAKE MANIFOLD
PRIMARY JET
THROTTLE VALVE "O" RING SEAL PF185 PF187

Fig. 6-Pr¡mary High Speed Circuit Fig. 8—Air Valve Dashpot Operation
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D- THERMO-QUAD—FUEL SYSTEM 14-29
air valve dashpot (or diaphragm) is used to further
control the air valve. The operation of the dashpot DISCHARGE CHECK
PUMP"S" LINK
plus the control restrictions and passages is as follows: PUMP NEEDLE
PLUNGER SPRING CYLINDER
During primary throttle operating condition (sec- PUMP DISCHARGE JET
ondary valves not open) manifold pressure (vacuum) FLOAT
is transmitted through the passages connecting the
air valve diaphragm to the underside of the carburet-
or flange. If the secondary valves are opened from PUMP
ARM
either a closed throttle or part throttle position of the
primary valves, the restrictions "A", "B" and "C"
bleed off manifold pressure to the diaphragm thus
allowing the air valve to open at a rate that will
provide smooth secondary operation.
Restrictions "A" and "C" are series restrictions for PUMP PLUNGER PRIMARY THROTTLE VALVES
controlling rate of pressure bleed off to the dia- INTAKE CHECK SEAT INTAKE CHECK PF188
phragm. Restriction "B" has an added function: Dur-
ing steady, extreme high-speed operation (70 mph Fig. 9—Accelerator Pump Circuit
approx.) it is possible that the secondary valves may from being drawn into the pump cylinder.
be opened very slightly. If the diaphragm was directly When the throttle is opened, the pump plunger
connected to manifold vacuum at all times, the dia- moves downward closing the intake check and forcing
phragm might pull the air valve to a closed position fuel out through the discharge passage, past the dis-
causing an over-rich mixture. Restriction "B" pre- charge check needle and out through the pump jets.
vents this possibility of over-richness. When the At higher speeds, pump discharge is no longer
secondary is slightly opened the restriction at "B" necessary to insure smooth acceleration. Therefore,
bleeds off a part of the manifold vacuum to the
in order to prevent unnecessary plunger movement,
diaphragm. The diaphragm can then properly position
external pump linkage is so constructed that it travels
the air valve for satisfactory performance.
"over center" when the throttle is in the higher speed
Accelerator Pump Circuit (Fig. 9) positions, thus imparting just enough stroke to the
The accelerating pump circuit, located in the pri- plunger to keep all passages filled with liquid fuel.
mary side of the carburetor, provides a measured A plastic tube is used to connect the outlet opening
amount of fuel necessary to insure smooth engine at the bottom of the pump cylinder with passage just
operation upon acceleration at lower vehicle speeds. below the discharge check. Make sure this tube is not
When the throttle is closed, the pump plunger damaged or collapsed when servicing the carburetor.
moves upward in the pump cylinder and fuel is drawn The spring in the pump cylinder, above the plunger
into the pump cylinder through the intake check, is used to remove all free play from the pump operat-
located at the bottom of the cylinder. The discharge ing linkage and insure an instant fuel discharge the
check (needle) is seated at this time to prevent air instant the throttle valves are cracked.

SERVICE PROCEDURES
DISASSEMBLING CARBURETOR operating lever.
(5) Remove rod retainers and washer that holds
(1) Place carburetor assembly on repair stand choke diaphragm connector rod to choke vacuum dia-
Tool C-3886. Repair stand is used to protect throttle phragm and air valve lever.
valves from damage and to provide a suitable base (6) Remove rod retainer that holds choke connec-
for working. tor rod to choke countershaft, then disengage rod
(2) Remove rod retainers that holds throttle con- and swing rod at an arc to disengage choke shaft
nector rod to accelerator pump arm and throttle lev- lever assembly.
er, then remove rod from carburetor. (7) Remove step up piston cover plate attaching
(3) Remove accelerator pump arm screw and screw and cover plate, then remove step up piston
disengage from pump rod "S" link, (leave "S" link and link assembly with step up rods. Remove step up
connected to pump rod) then remove lever. piston spring.
(4) Remove choke countershaft fast idle lever at- (8) Remove pump jet housing screw, housing with
taching screw while holding lever. Disengage lever gasket. Invert carburetor and remove discharge
from countershaft, then swing fast idle connector rod check needle.
at an arc until it can be disengaged from fast idle (9) Remove 10 bowl cover screws, two of the bowl
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14-30 THERMO-QUAD—FUEL SYSTEM
cover screws are located between choke valve and Remove grommet seal from operating arm.
wall of bowl cover. Remove bowl cover and invert on (8) Remove fuel inlet fitting and gasket.
bench to protect floats.
Throttle Body
Disassembling Bowl Cover (1) Remove step-up actuating lever.
(1) Remove float lever pins and lift out float as- (2) Remove choke diaphragm and bracket assem-
semblies. It is suggested that the float on the pump bly with hose and place to one side to be cleaned as a
side be marked so that floats can be reinstalled in special item. Liquid cleaners may damage diaphragm
their respective positions. material. Note: that the carburetor vacuum fitting
(2) Remove two needle valves from their respec- hides a very small vacuum passage restriction. Clean
tive seats, after marking one on pump side for inden- passage only with compressed air.
tification. Using a wide blade screw driver, remove (3) Remove plastic limiter caps from idle air mix-
needle valve seats. Be sure each needle valve is re-
ture screws. Be sure to count number of turns to seat
turned to its original seat at reassembly.
the screws (from stop), as the same number of turns
(3) Remove secondary metering jets.
(4) Remove acceleration pump passage tube (plas- (from seat) must be maintained at installation. Re-
tic) and bowl cover gasket. move idle mixture screws and springs.
(5) Remove accelerator pump rod "S" link. To re- It is not advisable to remove the throttle shafts or
move pump plunger assembly, use a small rod placed valves unless wear or damage necessitates the instal-
on upper end of plunger shaft and tap lightly with a lation of new parts. During the manufacture of the
small hammer (Fig. 10). Use care not to damage plung- carburetor, the location of the idle transfer ports and
er shaft hole in bowl cover. This should be done with the idle discharge ports to the valve is carefully es-
fingers under lower portion of pump cylinder in order tablished for one particular assembly. (Fig. 11).
to catch intake check seat, disc, disc retainer, spring If new throttle shafts should be installed in an old
(light) pump plunger and plunger spring (heavy). worn body, it would be very unlikely that the original
(6) If inspection shows plunger can be used again, relationship of these ports to the valves would be
place it in a container of clean mineral spirits or kero- obtained. A very slight change in the port relation^
sene to prevent leather from drying out. ship to the valves would adversely affect normal car-
(7) Note position of bowl vent actuating lever and buretor operation, between the speeds of curb idle to
arm spring before removing retainer clip from lever, 30 miles per hour.
then remove lever from bowl vent operating arm.
Main Body
(1) Remove primary "0" ring seals and discard.
(2) Remove primary metering jets (Fig. 12).
It is not necessary to remove the baffle plate from
the main body. (Do not immerse main body in clean-
ing solvents for a prolonged period of time). The
carburetor now has been disassembled into three
IDLE BYPASS AIR PASSAGES IDLE DISCHARGE
1(400 CID ONLY) PORTS

PIN
PUNCH

ACCELERATOR
PUMP SHAFT PRIMARY
'THROTTLE
, ^ _ ^ ^ ^ ^ ^ ^ _ _ ^ _ ^ VALVES
PD322 SECONDARY T H R O m ^ A L V E S P ^ ^ ^ ^ PD323A
Fig. 10—Removing Accelerator Pump Fig. 11-Ports in Relation to Throttle Values

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 THERMO-QUAD—FUEL SYSTEM 14-31
PRIMARY MAIN BODY
METERING JETS
(4) Install new screws, but do not tighten. Be sure
idle speed adjusting screw is backed out. Hold valves
in place with fingers (fingers pressing on high side of
valves).
(5) Tap valves lightly in this position, tighten
screws securely. Stake screws. Be sure to support
shaft when staking screws. Operate the throttle
shaft, from closed to open position, it should operate
smoothly without drag or sticking. Hold throttle
body up to a strong light. The light visible around
the outer diameter of the valves on the bores should
be uniform.
(6) Install secondary throttle valves in the same
manner as described previously. The numbers
stamped on the valves must be toward primary
PRIMARY
'O" RING bores. For adjustment (See Secondary Throttle Ad-
SEALS I PD324 justment).
(7) Install idle mixture screws and springs in the
Fig. 12—Removing or Installing Primary " O " Rings throttle body. (The tapered portion must be straight
and Metering Jets
and smooth to insure having correct idle mixture
main units, the air horn, main body and throttle body control.) Do not use a screw driver. Turn screws
and the component parts of each disassembled as far lightly against their seats with fingers. Back off the
as necessary for cleaning and inspection. number of turns counted at disassembly. Do not in-
stall lìmiter caps at this time.
INSPECTION AND REASSEMBLY (8) Install hot idle compensator valve gasket in
recess and install valve if so equipped.
Check for cracks, warpage, stripped screw threads,
or damaged or marred mating surfaces, on all major Choke Vacuum Diaphragm (Also Air Valve
castings. The passages in the castings should be free Dashpot)
of restrictions. Check the float assemblies for damage (1) Inspect the vacuum diaphragm fitting to be
or any condition that would impair these items from sure that the passage is not plugged with foreign
further service. The throttle valves should be replaced material. Leak test diaphragm to determine if it has
if the edges have been nicked, burred or damaged. internal leaks. To do this, depress diaphragm stem,
New valves may be installed. Be sure that the choke then place finger over fitting to seal opening. Release
and throttle shafts are not bent or scored. Replace stem. If stem moves more than 1/16 inch in ten
any broken or distorted springs. Replace all screws seconds, leakage is excessive and assembly must be
and lockwashers that show signs of stripped threads replaced.
or distortion. (2) Position diaphragm and bracket assembly on
locating dowel on mounting surface. Install and tight-
Throttle Body en attaching screw.
If necessary to replace throttle valves, remove (3) Inspect rubber hose for cracks before install-
staking with a file. These screws are staked to pre- ing on correct carburetor fitting. (Fitting next to
vent loosening and care is necessary to avoid break- diaphragm bracket). Do not connect vacuum hose to
ing off in shaft. diaphragm fitting until after vacuum kick adjustment
(1) Remove screws that hold throttle valves to has been made. (See Carburetor Adjustments).
throttle shaft. (4) Install step-up actuating lever with edges up as
(2) Slide damaged throttle valves out of bores. It shown in Fig. 13.
should be noted at this time, that the numbered side (5) Install throttle body gasket and main body.
is on the bottom (or carburetor mounting flange (6) Carefully install new primary " 0 " ring seals.
side) and opposite the vacuum port. NOTE: Be sure "O" ring seals are centered over
(3) Slide new throttle valves in position on throt- holes in main body.
tle shaft, with the valve number on the bottom (7) Install primary metering jets in floor of main
(flange side) and opposite the vacuum port. body and tighten securely.
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14-32 THERMO-QUAD—FUEL SYSTEM
STEP UP
ACTUATING
LEVER
STEP UP CAM

CHECK SEAT

Fig. 13—Step-Up Actuating Lever Installation

Bowl Cover
(1) Install secondary metering jets over bleed tubes
and tighten securely (Fig. 14).
SPRING WFPD327
(2) Position accelerator upper spring (heavy) on
pump plunger with large diameter up (Fig. 15). Install Fig. 15—Accelerator Pump Assembly—
spring and plunger in cylinder, compressing spring Disassembled View
until rod extends through bowl cover, then install
die in discharge passage. Using a small clean rod,
pump "S" link to retain assembly. hold discharge check needle firmly on its seat. Again
(3) Position intake check seat with flange down on raise plunger and press downward. No fuel should be
a clean flat surface. emitted from the discharge passage. Fuel leakage at
(4) Position accelerator pump cylinder over the as- discharge passage indicates presence of diït or a
sembly, then apply firm hand pressure to bowl cover damaged check needle. Clean again and install a new
to seat intake check seat in pump bore (Fig. 16). check needle. Retest for leakage.
(5) Install accelerator pump passage tube (plas- (8) If discharge check needle leaks aftei4 above
tic). test, attempt to reseat as follows:
(6) Pour clean gasoline into clean container, ap- (a) Insert a piece of drill rod down on needle.
proximately 1/2 inch deep and carefully lower pump Lightly tap drill rod with a hammer to forml a new
housing into gasoline. Raise plunger and press lightly seat. Remove and discharge needle and install a new
on plunger shaft to expel air from pump passage.
(7) Install accelerator pump discharge check nee-
SECONDARY
METERING JETS

ACCELERATOR * H
3|
PUMP
DISCHARGE

SECONDARY
BLEED TUBE
(DO NOT REMOVE) PD326 PD328
Fig. ì 4—Removing or Installing Secondary
Metering Jets Fig. Ì6-Installing Check Seat
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¤- THERMO-QUAD—FUEL SYSTEM 14-33

one. Retest as described previously. If service fix does

not correct the condition, a new carburetor will have
to be installed.
(b) Install accelerator pump jet housing, new
gasket and attaching screw. Tighten securely.
(c) Test operation, a clear straight stream
should emit from each jet. If streams are not identi-
cal, a new accelerator pump jet housing should be
installed. After test, remove bowl cover and accelera-
tor pump passage tube (plastic) from bowl cover.
(9) Install new grommet seal on bowl vent arm,
position bowl vent arm in bowl cover with bowl vent
arm spring hooked in arm, then install bowl vent
actuating lever, being sure lever goes through loop of
spring and flat end engages slot in bowl vent arm.
Install retainer clip. Bowl vent lever should be up
when installed with bowl cover in an inverted position
GASKET IN PLACE PD33O
(Fig. 17).
(10) Install gaskets on fuel inlet needle seats, then Fig. 18-Checking Float Height
install in bowl cover. Tighten securely. (Be sure each
needle seat and needle is reinstalled in its original bowl cover down on main body. The "O" rings will
position if being reused). hold the bowl cover up slightly until screws are in-
(11) Place a new bowl cover to main body gasket stalled. Be sure bowl vent operating lever engages
in position on bowl cover, then slide right and left bowl vent actuating lever. Install ten cover screws and
floats into position in bowl cover, then install float tighten to 50 inch-pounds, in two operations.
fulcrum pins. Be sure marked float is installed on (15) Install fuel inlet fitting with a new gasket and
pump side of the bowl cover. tighten securely.
(12) With bowl cover inverted, gasket installed (16) Engage pump rod "S" link with hole in accel-
and floats resting on seated needle, the dimension of erator pump arm, then position arm on air horn and
each float from bowl cover gasket to bottom side of install pump arm screw (Fig. 19).
float should be as indicated in "Specifications." To ad- (17) Engage throttle connector rod with hole in
just bend lever (Fig. 18). Never allow lip of float be throttle lever. Install other end in accelerator pump
pressed against needle when adjusting. arm (center hole) and install rod retainers.
(13) Install accelerator pump passage tube (plas- (18) Install step up piston spring in piston cylin-
tic).
(14) Caution: Examine primary "O" ring seals in
bottom of main body to be certain that they are
centered over holes (Fig. 12), then carefully lower

SECONDARY BOWL VENT

METERING JETS ¯ > SEAL

OWL VENT
CTUATING
LEVER

^¾`=m£:^ S P R I N G •
PRIMARY (BOOST)
VENTURIES RETAINING CLIP PD329 PD331A

Fig. 17-Bowl Vent Assembly Installation Fig. 19-Pump Shaft "S" Link Installation
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14-34 THERMO-QUAD—FUEL SYSTEM

der, followed by step up rods and piston and arm as- BEND LINK
sembly. Install cover plate and attaching screw. TO ADJUST
Tighten securely.
SCALE
(19) Engage choke connector rod with hole in
choke shaft lever, then swing rod at an arc until rod
can engage choke countershaft. Install rod retainer.
(20) Engage fast idle connector rod with slot in
fast idle operating lever, then swing rod at an arc
until lever can engage choke countershaft (with
choke valve held in open position) install lever and
attaching screw. Tighten securely while holding
lever.
(21) Engage choke diaphragm connector rod to
air valve lever, then install washer and rod retainer.
Install other end to choke vacuum diaphragm plunger
and install rod retainer.

CARBURETOR ADJUSTMENTS r
SECONDARY THROTTLE
Many of the following adjustments should be made VALVES SHOULD PD332
JUST START TO OPEN
with carburetor on bench for ease of working and
should be made in the following order: Fig. 2O~Checking Secondary Throttle Adjustment
(1) Secondary Throttle Linkage ing of the air valve at the short side and air horn
(2) Secondary Air Valve Opening should be as shown in Specifications. The corner of
(3) Secondary Air Valve Spring Tension air valve is notched for adjustment. Bend the corner
(4) Accelerator Pump Stroke with a pair of pliers to give proper opening (Fig. 21).
(5) Choke Control Lever Adjustment (Off or On
Vehicle) Secondary Air Valve Spring Tension
(6) Choke Diaphragm Connector Rod (1) Loosen air valve lock plug (Fig. 22), and allow
(7) Vacuum Kick Adjustment (Off or On Vehicle) air valve to position itself to wide open position.
(8) Fast Idle Cam Linkage Adjustment (2) With a long screwdriver that will enter center
(9) Choke Unloader Adjustment (Wide Open of Tool C-4152 positioned on air valve adjustment
Kick) plug, turn plug counterclockwise until air valve con-
(10) Secondary Throttle Lockout tacts stop lightly, test with finger, then an additional
(11) Bowl Vent Valve Adjustment 1-1/4 turn.
(12) Fast Idle Speed (3) Hold adjustment plug with screwdriver, and
(13) Fast Curb Idle Solenoid Adjustment tighten lock plug securely with Tool C-4152. Be sure
adjustment does not move. Check air valve for free-
Secondary Throttle Linkage dom of movement.
To check the secondary throttle linkage adjust-
ment, block the choke valve in the wide open position BEND CORNER
OF AIR VALVE
and`invert the carburetor. Slowly open the primary
throttle valves until it is possible to measure the
specified distance between the lower edge of the pri-
mary valve and the bore (opposite idle port, Fig. 20).
At this measurement, the secondary valves should
just start to open. If an adjustment is necessary, bend
the secondary throttle operating rod at the angle
using pliers, until correct adjustment has been ob-
tained. See Specifications.
Secondary Air Valve Opening
(1) With air valve in closed position, the opening
along air valve at the long side must be at its max-
PD333
imum and parallel with air horn gasket surface.
(2) With air valve in wide open position, the open- Fig. 21—Adjusting Secondary Air Valve Opening
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 THERMO-QUAD—FUEL SYSTEM 14-35
AIR VALVE
Choke Control Lever Adjustment (Off or On
Vehicle)
The choke control lever must be properly adjusted
to provide correct choke thermostat loads and choke
linkage operation. Adjust as follows:
(1) Off vehicle, place carburetor on flat object
with surface flush against bottom of flange and extend-
ing out under choke control lever.
(2) On vehicle, disconnect choke rod but leave as-
SCREWDRIVER TURN sembly on engine.
COUNTER-CLOCKWISE
(3) Close choke by pushing on choke lever with
PD334A throttle partly open.
(4) Measure vertical distance from top of rod hole
Fig. 22-Ad¡usting Air Valve Spring Tension in control lever down to flat surface simulating car-
Accelerator Pump Stroke buretor bottom (off vehicle) or down to clean choke
(1) Move choke valve to wide open position, to pad surface (on vehicle).
release fast idle cam. Back off idle speed adjusting (5) Off vehicle, scale should read 3-3/8 inches,
screw (curb idle) until throttle valves are seated in (Fig. 24).
bores. Be sure that throttle connector rod is installed (6) On vehicle, scale should read 3-41/64 inches (all
in center hole of accelerator pump arm. engines).
(2) Close throttle valve tightly. Measure the dis- (7) Adjust by bending the link connecting the two
tance between top of bowl cover and the under side choke shafts as indicated.
of the "S" link that goes through the pump plunger
Choke Diaphragm Connector Rod (Secondary
(Fig. 23). This measurement should be as shown in Air Valve Control)
"Specifications." The diaphragm must be energized to adjust the
(3) If an adjustment is necessary, bend throttle choke diaphragm connector rod. Use vehicle vacuum
connector rod at lower angle, until correct travel has or an auxiliary source like a distributor test machine,
been obtained on automatic transmission models and if the carburetor is off the engine. Perform this ad-
the first stage on manual transmission models. For the justment before Vacuum Kick Adjustment.
second stage adjustment on manual transmission (1) Be sure diaphragm is securely mounted on
models, bend second stage stop lever until correct carburetor. Apply a vacuum of 15 or more inches of
travel has been obtained. Hg to diaphragm to fully depress diaphragm stem.
TOP OF PUMP
(2) With air valve closed, adjust connector rod to
SHAFT TO TOP give .040 inch clearance between air valve and stop
OF BOWL COVER (Fig. 25).

BEND TO ADJUST
CHOKE VALVE
CLOSED

TOP
OF HOLE

CURB IDLE
AND FAST IDLE
SPEED SCREW
BACKED OFF THROTTLE
TO ALLOW CLOSED
VALVES TO SEAT LIGHT
CLOSING
BEND ROD TO ADJUST PD335A BASE OF CARBURETOR
PRESSURE PD336
Fig. 23—Adjusting Accelerator Pump Stroke Fig. 24—Adjusting Choke Control Lever

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14-36 THERMO-QUAD—FUEL SYSTEM
¢F*~` '">>-*• GAUGE DRILL OR GAUGE

CONTACT
BETWEEN
CONTROL AND I
ADJUSTING
LEVER

PD338

TO VACUUM
Fig, 26-Ad¡usting Vacuum Kick
SOURCE
choke valve opening without distortion of choke link-
age. Note that only this carburetor extends a spring
BEND CONNECTOR connecting the control lever to an adjustment lever.
ROD TO ADJUST PD337A This spring must be fully extended for proper mea-
Fig, 25—Adjusting Choke Diaphragm Connector Rod
surement of vacuum kick adjustment.
(Secondary Air Valve) (5) Adjustment will be necessary if slight drag is
not obtained as gauge is being removed. Bend the tang
Vacuum Kick Adjustment (Off or On indicated in (Fig. 26), to change contact with end of
Vehicle) diaphragm rod. Do not adjust diaphragm rod. Adjust
The choke diaphragm adjustment controls the fuel tang only while applying a counter force to the ad-
delivery while the engine is running. It positions the justment lever. Counter force can be provided by a
choke valve within the air horn by use of linkage screwdriver placed in U-shaped opening between lev-
between the choke shaft and diaphragm. The dia- er and shaft.
phragm must be energized to measure the vacuum Caution: Do not load the link connecting the two
kick. Use vehicle vacuum or an auxiliary source like a choke shafts because Choke Control Lever Qualifica-
distributor test machine. Perform this adjustment af- tion will change.
ter qualification of the Choke Diaphragm Connector (6) Reinstall vacuum hose on correct carburetor
Rod and Choke Control Lever. fitting. Return fast idle screw to its original adjust-
(1) Off vehicle, open the throttle valves and move ment if on vehicle adjustment was made.
choke valve to closed position with control lever. Re- (7) With no vacuum applied to diaphragm Choke
lease throttle before releasing choke to trap fast idle Valve Should Move Freely between open and closed
cam in closed choke position. positions. If movement is not free, examine system
(2) On vehicle, with engine running back off fast for misalignment or interferences and correct. Re-
idle speed screw until choke can be closed to the kick peat adjustment if necessary.
position at curb idle. (Note number of screw turns
required so that fast idle can be returned to original Fast Idle Cam Linkage Adjustment
adjustment). Fast Idle Cam Position Adjustment can be made on
(3) Off vehicle, using an auxiliary vacuum source, the bench. This adjustment is important to assure that
disconnect vacuum hose from carburetor and connect the speeds of each cam step occur at the proper time
it to hose from vacuum supply with a small length of during engine warm-up. Adjust as follows:
tube to act as a fitting. Removal of hose from dia- (1) With fast idle speed adjusting screw contacting
phragm may require forces which could damage the second highest speed step on fast idle cam, move
diaphragm. Be sure diaphragm is securely mounted choke valve towards closed position with light pres-
on carburetor. Apply a vacuum of 10 or more inches sure on choke control lever.
ofHg. (2) Insert specified gauge (see Specifications) be-
(4) Insert specified gauge between long side (low- tween choke valve and wall of air horn. An adjust-
er edge) of choke valve and the air horn wall. See ment will be necessary if a slight drag is not obtained
Specifications (Fig. 26). Apply sufficient closing pres- as gauge is being removed.
sure on choke control lever to provide a minimum (3) If an adjustment is necessary, bend fast idle

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 THERMO-QUAD—FUEL SYSTEM 14-37
connector rod at angle until correct valve opening has
LIGHT CLOSING
been obtained, (Fig. 27). PRESSURE

Choke Unloader Adjustment (Wide Open

Kick)
The choke unloader is a mechanical device to par-
tially open the choke at wide open throttle. It is used
to eliminate choke enrichment during cranking of an
engine. Engines which have been flooded or stalled by
excessive choke enrichment can be cleared by use of
the unloader. Adjust as follows:
(1) Hold throttle valves in wide open position. In-
sert specified gauge between long side (lower edge) of
choke valve and inner wall of air horn (Fig. 28). See
Specifications.
(2) With finger lightly pressing against choke con- THROTTLE IN
trol lever, a slight drag should be felt as gauge is be- WIDE OPEN
POSITION
ing withdrawn. If necessary, adjust by bending tang
on fast idle control lever until correct opening has
been obtained.
Secondary Throttle Lockout BEND TO ADJUST PD34O
Secondary throttle operation is eliminated during
the choke cycle by use of a latch triggered by the fast Fig. 28-Ad¡usting Choke Unloader
idle system. Adjust as follows: follows:
(1) Move fast idle control lever to open choke posi- (1) Using a suitable tool, remove bowl vent valve
tion. checking hole plug in bowl cover.
(2) Measure clearance between lockout lever and (2) With throttle valve at curb idle, insert a nar-
stop (Fig. 29). It should be as shown in specifications. row ruler down through hole. Allow ruler to rest
(3) Bend tang on fast idle control lever to provide lightly on top of valve. The reading should be .815
proper clearance. inch from top of valve to top of bowl cover at opening
Bowl Vent Valve Adjustment (Fig. 30).
To check the bowl vent adjustment, proceed as (3) If an adjustment is necessary, bend bowl vent
*4¾flW;:¾l?SW
LIGHT CLOSING
PRESSURE

FAST IDLE
SCREW
SECOND
STEP
AGAINST
SHOULDER
OF FIRST

BEND
TO
ADJUST

.010 TO .030 CLEARANCE PD341A

Fig. 27—Adjusting Fast Idle Cam and Linkage Fig. 29-Adjustìng Secondary Throttle Lock-out

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14-38 HOLLEY 2210—FUEL SYSTEM

T IDLE SCREW ON SECOND

STEP AGAINST
SHOULDER OF FIRST
STEP

BOWL VENT
PB56O
F¡g. 31 -Fast Idle Speed Cam Position
BEND HERE
(3) Start engine and determine stabilized speed.
Turn fast idle speed screw in or out to obtain specified
speed (refer to specifications). Allow about 30 seconds
AT CURB
IDLE PB559A after each movement of the fast idle screw for the
engine rpm to stabilize.
Fig. 30-Ad¡ust¡ng Bowl Vent (4) Stopping engine between adjustments is not
operating lever at notch until correct valve opening necessary. However, reposition fast idle speed screw
has been obtained. on cam after each speed adjustment to provide cor-
(4) Install new plug and tap lightly to seat, using a rect throttle closing torque.
small hammer. Before adjusting idle and/or fast idle speeds and
After adjustments have been made, reinstall car- mixtures, make sure that the basic timing is correctly
buretor on engine, using a new gasket. adjusted.
It is suggested that the carburetor be filled with
Curb Idle Speed Solenoid Adjustment
clean gasoline. This will help prevent dirt that is
(1) Warm up engine to normal operating tempera-
trapped in the fuel system, from being dislodged by ture, then attach a tachometer.
free flow of fuel, as the carburetor is primed. (2) With engine running (with solenoid ener-
gized), turn curb idle solenoid adjusting screw in or
Fast Idle Speed Adjustment (On Vehicle) out against solenoid plunger to secure specified en¯
Fast idle engine speed is used to overcome cold gine rpm for manual or automatic transmission
engine friction, stalls after cold starts and stalls be- equipped vehicles (refer to specifications).
cause of carburetor icing. Set this adjustment after (3) After specified rpm has been obtained and
vehicle odometer indicates over 500 miles to insure a with engine still running (with solenoid energized)
normal engine friction level. Prepare engine by driv- adjust engine-off throttle stop screw until end of screw
ing at least five miles. Connect a tachometer and set just touches stop. Now, back off one full turn to
curb idle speed and mixture, then proceed as follows: obtain low speed setting (refer to specifications). Test
(1) With engine off and transmission in PARK or by disconnecting solenoid wire at connector (do not
NEUTRAL position open throttle slightly. let lead short to engine). Reconnect solenoid wire
(2) Close choke valve until fast idle screw can be after test. Solenoid will not advance throttle, it will be
positioned on the second step of cam against shoulder necessary to manually advance throttle to obtain high
of first step (Fig. 31). curb idle.
HOLLEY MODEL 2 2 1 0 CARBURETOR
INDEX
Page Page
Carburetor Adjustments 48 Cleaning Carburetor Parts 45
Accelerator Pump 49 Disassembling Carburetor 42
Bowl Vent 50 General Information 39
Choke Unloader (Wide Open Kick) 49 Inspection and Reassembly 45
Fast Idle Speed and Cam Position 48 Service Diagnosis 4
Fast Idle Speed (On Vehicle) 50 Service Procedures 42
Idle Speed 50 Special Service Tools 68
Measuring Float Setting 46 Specifications 67
Vacuum Kick 48
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 HOLLEY 2210—FUEL SYSTEM 14-39

CARBURETOR APPLICATION

Requirement Transmission Engine BBLS Carburetor Model Number

Federal Automatic 360 cu. in. Dual Holley 1-1/2" R-6452A
California Automatic 360 cu. in. Dual Holley 1-1/2" R-6575A
Federal Automatic 400 cu. in. Dual Holley 1-1/2" R-6454A
California Automatic 400 cu. in. Dual Holley 1-1/2" R-6472A

GENERAL INFORMATION
The Holley model 2210 dual venturi carburetor (Fig. fitting in the bowl cover.
1) utilizes four basic fuel metering systems. The idle The "Viton" tipped fuel inlet needle seats directly
System provides a mixture for idle and low speed in the fuel inlet seat. The fuel inlet needle is con-
performance; the Accelerator Pump System, provides trolled by a nitrophyl float (a cellular buoyant mate-
additional fuel during acceleration; the Main Metering rial which cannot collapse or leak) and stainless steel
System, provides an economical mixture for normal float lever which is hinged by a "Delrin" float fulcrum
cruising conditions; and the Power Enrichment Sys- pin.
tem, provides a richer mixture when high power out- The fuel inlet system must constantly maintain the
put is desired. specified level of fuel as the basic fuel metering sys-
In addition to these four basic systems, there is a tems are calibrated to deliver the proper mixture only
fuel inlet system that constantly supplies the fuel to when the fuel is at this level. When the fuel level in
the basic metering systems, and a choke system which the bowl drops, the float also drops permitting addi-
temporarily enriches the mixture to aid in starting tional fuel to flow past the fuel inlet needle into the
and running a cold engine. bowl. A baffle over the needle assists in separating
Fuel Inlet System (Fig. 2) the air bubbles from the fuel to provide a more solid
All fuel enters the fuel bowl through the fuel inlet fuel supply in the bowl.
CHOKE VACUUM CURB !DLE SPEED
DIAPHRAGM ADJUSTING SCREW

FAST !DLE SPEED

ACCELERATOR PUMP CHOKE VALVE ADJUSTING SCREW
ROCKER ARM
FAST IDLE CAM

CHOKE
OPERATING ACCELERATOR
LINK t PUMP
PLUNGER STEM

ACCELERATOR
PUMP
SHAFT
EGR
VENTURI VACUUM TUBE
(360 CID ONLY)
ACCELERATOR
PUMP ROD CRANKCASE VENT
VACUUM TUBE BOWL
VENT VALVE
CURB IDLE BOWL VENT
AIR CLEANER VACUUM TUBE VALVE
ADJUSTING SCREW BOWL VENT VALVE
FAST IDLE ADJUSTING
OPERATING LEVER
ADJUSTING SCREW TANG
BOWL VENT VALVE
VENT TUBE PF242

fig. 1-Carburetor Assembly (Holley Model 2210)

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14-40 HOLLEY 2210—FUEL SYSTEM-

FUEL INLET During low speed operation the throttle valve

FITTING moves exposing the transfer slot and fuel begins to
flow through the transfer slot as well as the idle port.
As the throttle valves are opened further and engine
speed increases the air flow through the carburetor
also increases. This increased air flow creates a vac-
uum or depression in the venturi and the main meter-
ing system begins to discharge fuel.

Main Metering System (Fig. 4)

As the engine approaches cruising speed the in-
creased air flow through the venturi creates vacuum
(low pressure area) in the venturi of the carburetor.
FLOAT Near atmospheric pressure present in the bowl in the
ADJUSTING TAB PY863A area above the fuel causes the fuel to flow to the
lower pressure area created by the venturi and mag-
Fig. 2-Fuel Inlet System
nified by the booster venturi.
The float chamber is vented internally into the air Fuel flows through the main jet into the main well;
horn. A vent actuated by the pump lever is opened at air enters through the main well air bleeds and into
curb idle or when the engine is not running to release the main well through holes in the main well tube.
fuel vapors from the bowl into the charcoal vapor The mixture of fuel and air being lighter than raw
canister. fuel responds faster to changes in venturi vacuum
and is also more readly vaporized when discharged
Idle System (Fig. 3) into the venturi.
Fuel used during curb idle and low speed operation The main discharge nozzle passage is a part of the
flows through the main metering jet into the main booster venturi which is an integral part of the main
well. body casting. Distribution tabs in the main venturi
A horizontal connecting passage permits the fuel provide further vaporization of the fuel and air mix-
to flow from the main well into the idle well. Fuel ture.
continues up the idle well and through an idle feed The main metering system is calibrated to deliver a
restriction into an idle channel where the fuel is lean mixture for best overall economy. When addi-
mixed with air which enters through idle air bleeds tional power is required a vacuum operated power
located in the air horn. system enriches the fuel-air mixture.
At curb idle the fuel air mixture flows down the
idle channel and is further mixed or broken up by Power Enrichment System (Fig. 5)
air entering the idle channel through the transfer The power enrichment system consists of a power
slot which is above the throttle valve at curb idle. valve installed in the center of the carburetor body be-
IDLE FEED IDLE AIR BLEED ] MAIN WELL TUBE HIGH SPEED
RESTRICTION MAIN NOZZLE
AIR BLEED

TRANSFER
SLOT

IDLE WELL X
IDLE MIXTURE IDLE PORT METERING JET
ADJUSTING NEEDLE BOOSTER
PY864A MAIN WELL VENTURI PY865A
Fig. 3—Idle System Fig. 4—Main Metering System

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 HOLLEY 2210—FUEL SYSTEM 14-41

VACUUM PASSAGE POWER VALVE PISTON

lag before the fuel can overcome its inertia and main-
tain the desired fuel-air ratio.
The piston type accelerating pump system mechani-
cally supplies the fuel necessary to overcome this
deficiency for a short period of time.
Fuel enters the pump cylinder from the fuel bowl
through a slot in the pump well above the normal
position of the pump piston. When the engine is
turned off, fuel vapors in the pump cylinder are
vented through the area between the pump rod and
pump plunger.
As the throttle lever is moved the pump link operat-
ing through a system of levers and a pump override
spring pushes the pump piston down. Fuel is forced
POWER VALVE n I POWER VALVE through a passage around the pump discharge needle
PISTON SPRING 2 STAGE CHANNEL RESTRICTION valve and out the pump discharge jets which are
POWER VALVE PY866A drilled in the main body.
Fig. 5—Power Enrichment System
tween the main jets and a vacuum piston installed in Automatic Choke (Vacuum Kick) System
the bowl cover. A vacuum passage leads from the top (Fig. 7)
of the piston down to the manifold flange. The automatic choke provides the richer fuel-air
When manifold vacuum is high the vacuum piston mixture required for starting and operating a cold
is raised to the top of its cylinder and the spring on engine. A bi-metal spring inside the choke housing,
the piston stem is compressed. which is installed in a well in the intake manifold,
When manifold vacuum drops to a predetermined holds the choke valve in the closed position.
level the spring overcomes the vacuum and pushes When the engine starts, manifold vacuum is applied
the piston stem down. to the choke diaphragm through a rubber hose from
The piston stem in turn pushes the power valve the throttle body to the choke diaphragm assembly.
stem down opening the power valve and permitting The adjustment of the choke valve opening, when
fuel to flow through the power valve through power the engine starts and vacuum is applied to the choke
valve channel restrictions and into the main well on
diaphragm, is called vacuum kick.
either side of the power valve.
Manifold vacuum alone is not strong enough to
Accelerating Pump System (Fig. 6) provide the proper degree of choke opening during
When the throttle valves are opened suddenly the the entire choking period. The impact of in rushing
air flow through the carburetor responds almost im- air past the offset choke valve provides the additional
mediately. However, there is a brief time interval or opening force.

PUMP ASSEMBLY PUMP DISCHARGE CHOKE VACUUM ACTUATOR

PUMP OPERATING LINK RESTRICTION

PUMP
v
OVERRIDE
-"` n I DISCHARGE
SPRING PUMP J
CUP CHECK NEEDLE
PY867A MANIFOLD VACUUM PY868A

Fig. 6—Accelerating Pump System Fig. 7—Automatic Choke (Vacuum Kick) System

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14-42 HOLLEY 2210—FUEL SYSTEM
As the engine warms up manifold heat transmitted TO CHOKE TO CRANKCASE
to the choke housing relaxes the bi-metal spring until VACUUM VENTILATION (PCV) VALVE
it eventually permits the choke to open fully. ACTUATOR TO AIR CLEANER
An electric heater assists engine heat to open the BASE OF
CARBURETOR
choke rapidly in summer temperatures. (TOP VIEW)

Vacuum Port Identification

All Model 2210 carburetors used on vehicles
equipped with the exhaust gas recirculation system
will have an additional vacuum port as indicated in
Figures 1 and 8.
The Exhaust Gas Recirculation (EGR) system is new
this year and is controlled by one of two systems.
(1) The Ven†ur¡ Vacuum System, used on the 360 EXHAUST GAS
RECIRCULATION
CID engine requires a port in the side of carburetor TO DISTRIBUTOR (EGR) PORTED
above throttle valve (Fig. 1). ORIFICE SPARK VACUUM TUBE
(2) The Ported Vacuum Control System, used on ADVANCE CONTOL (400 CID ONLY)
(OSAC) VALVE
the 400 CID engine obtains vacuum from a port in the
base of the carburetor (Fig. 8).
CHARCOAL CANISTER PURGE PORT PF243
See "Emission Control System," Group 25, of this
manual for detailed information. Fig. 8-Vacuum Port Identification

SERVICE PROCEDURES

DISASSEMBLING CARBURETOR rod from lever and fast idle cam. (Fig. 10).
(4) Remove choke vacuum diaphragm hose from
(1) Place carburetor on repair stand to prevent throttle body tube fitting. Remove screws that attach
damage to throttle valves and to provide a suitable choke diaphragm and mounting bracket to air horn.
base for working. (5) Remove choke diaphragm and at the same
(2) Remove nut and washer attaching accelerator time, disengage choke operating link from slot in
pump rocker arm to accelerator pump shaft. Remove choke operating lever. (Fig. 11). Place choke unit to
arm from flats on pump shaft, then disengage accel- one side to be cleaned as a special item. A liquid
erator pump rod from slot in arm and from hole in cleaner may damage diaphragm material.
throttle lever. (Fig. 9).
(3) Remove nut and washer that attaches choke CHOKE VALVE
lever to choke shaft. Disengage fast idle connector WIDE OPEN

ACCELERATOR PUMP
ROCKER ARM

CHOKE
LEVER

FAST IDLE
CONNECTOR ROD
FLATS ON
SHAFT
<B*O
LOCKWASHER FAST
IDLE CAM
ACCELERATOR
PUMP ROD PD198A NUT PB378B
, 9 — R e m o v i n g o r Installing Accelerator Pump Fig. 10—Removing or Installing Fast Idle
Rocker Arm Connector Rod

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 HOLLEY 2210—FUEL SYSTEM 14-43

AIR HORN
GASKET

ACCELERATOR PUMP
PLUNGER

MAIN WELL TUBES

SLOT IN LEVER DO NOT BEND

CHOKE OPERATING LINK

MAIN BODY

CHOKE DIAPHRAGM
VACUUM POWER
PISTON STEM
PB379B PY84OB

Fig. 11—Removing or Installing Choke Diaphragm Fig, 13—Removing or Installing Air Horn
(6) Remove "E" clip that retains bowl vent valve (9) Slide accelerator pump shaft out of air horn
operating lever on stub shaft or air horn. Slide lever (Fig. 15).
off shaft, being careful not to lose lever spring. (Note (10) Remove fuel inlet fitting and gasket from air
position of spring). (Fig. 12). horn.
(7) Remove eight air horn attaching screws, then (11) With air horn inverted, remove screw that
lift air horn straight up and away from main body. attaches fuel baffle to air horn. (Fig. 16).
(Long screw in center). USE EXTREME CARE
(12) Slide nylon float fulcrum pin out of air horn,
then remove float. Invert air horn and drop out fuel
WHEN HANDLING AIR HORN TO AVOID BEND-
inlet needle. Using a wide blade screw driver, remove
ING OR DAMAGE TO MAIN WELL TUBES. (Fig. 13).
fuel inlet needle valve seat and gasket. (Fig. 17).
(8) Disengage accelerator pump plunger from (13) Remove air horn gasket.
pump shaft by pushing up on bottom of plunger, then (14) The power piston assembly is staked in posi-
tilting slightly toward center, then slide off pump tion and care must be taken at removal. Remove
shaft. Slide plunger stem out of air horn and remove staking using a suitable sharp tool, then remove power
washer and compression spring. (Fig. 14). piston from air horn, using Tool C-4141 (Fig. 18).
(15) CAUTION: DO NOT ATTEMPT TO REMOVE
BOWL VENT VALVE
AAAIN WELL TUBES FROM AIR HORN. These tubes
OPERATING LEVER
OF SPRING are a press fit in air horn, and will be damaged

ACCELERATOR
PUMP
SHAFT

SCREW DRIVER
ACCELERATOR PUMP
PLUNGER STEM

PB38O PY84l

Fig. 12—Removing Bowl Vent Valve Operating Fig. ¶4-Remov¡ng or Installing Accelerator Pump
Lever "£" Clip Plunger
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 14-44 HOLLEY 2210—FUEL SYSTEM
ACCELERATOR PUMP
SHAFT

PUMP
PLUNGER

SMALL END
OF SPRING PS38Î

Fig. ¶ 5—Removing or Installing Accelerator Pump

Shaft
if removed. They can be cleaned in a solvent and
blown dry with compressed air. If carburetor parts
are cleaned in a basket, be sure other carburetor parts
are not striking these tubes.
(16) Remove screws attaching bowl vent valve
cover to fuel bowl. Lift off cover and remove vent PB383
valve, spring and seal. (Fig. 1). Remove seal from
bottom of valve. Fig. 17—Removing or Installing Float Needle
(17) Using Tool C-3748, remove main metering and Seat
jets (Fig. 19). gasket.
(18) Remove power valve assembly (Fig. 20). (22) Turn idle limiter caps to stop. (Top on throt-
(19) Invert main body and drop out accelerator tle side and bottom of stop on choke side). Remove
pump discharge check needle from discharge pas-
MAIN WELL TUBES
sage. DO NOT REMOVE SPECIAL TOOL
(20) Remove fast idle cam retaining "E" clip, then SERVICED IN AIR HORN
CASTING ONLY
slide fast idle cam off stub shaft. (Fig. 21).
(21) Invert main body and remove throttle body VACUUM POWER
PISTON
to main body attaching screws. Separate bodies and
FUEL BAFFLE LUGS

FULCRUM PIN
CENTERED

-ATTACHING
SCREW
PB382 PB384

Fig. Ì6-Removing or Installing Fuel Baffle Fig. 18—Removing Vacuum Power Piston

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 HOLLEY 2210—FUEL SYSTEM 14-45

STUB SHAFT

FAST IDLE CAM

PUMP DISCHARGE
CHECK NEEDLE
MAIN METERING
JET
MAIN METERING
THROTTLE WIDE OPEN
JET
POWER VALVE PY846B STOP LUG "E" CLIP PY848A

Fig. Ì9-Removìng or Installing Main Metering Jets Fig. 2¶—Removing or Installing Fast Idle Cam
idle limiter caps by prying off with suitable tool. (Be of restrictions. Install new castings as required.
careful not to bend screws.) Be sure and count num- Check float assembly for damage or any condition
ber of turns to seat the screws, as the same number that would impair this item from further service. The
of turns (from the seat) must be maintained at in- choke and throttle valves should be replaced if the
stallation. Remove screws and springs from throttle edges have been nicked or if the protective plating
body. has been removed. Be sure that the choke and throt-
The carburetor now has been disassembled into tle shafts are not bent or scored. Replace any broken
three sub-assemblies, the air horn, main body, throt- or distorted springs. Replace all screws and lockwash-
tle body and the components of each disassembled as ers that show signs of stripped threads or distortion.
far as necessary for cleaning and inspection.
Throttle Body
CLEANING CARBURETOR PARTS (1) Install idle mixture screws and springs in
body. (The tapered portion must be straight and
Refer to General Information Section at front of smooth. If the tapered portion is grooved or ridged, a
Fuel System, for cleaning instructions. new idle mixture screw should be installed to insure
having correct idle mixture control.) DO NOT USE A
INSPECTION AND REASSEMBLY SCREW DRIVER. Turn screws lightly against their
seat with fingers. Back off the number of turns (from
DO NOT clean any rubber or plastic parts in clean- the seat) counted at disassembly. Install new plastic
ing solvent because of possible damage. caps with tab against stop. (Screws should be equal
Check for cracks, warpage, stripped screw threads, number of turns on both sides).
damaged or marred mating surfaces, on all major
castings. The passages in the castings should be free Main Body
(1) Invert main body and place gasket in position.
I Place throttle body on main body and align. Install
attaching screws and tighten to 30 inch pounds.
(2) Install accelerator pump discharge check nee-
dle in discharge passage. (Fig. 22). Check accelerator
pump, fuel inlet and discharge systems as follows:
(3) Pour clean gasoline into fuel bowl, approx-
imately 1 inch deep. Slide accelerator pump plunger
SPECIAL TOOL
into cylinder. Raise plunger and press down lightly on
plunger stem to expell all air from pump passage.
(4) Using a small clean brass rod, hold discharge
check needle down on its seat. Again raise plunger
POWER VALVE and press downward. No fuel should be emitted from
pump discharge passage. (Fig. 23).
PY847A If any fuel does emit from discharge passage, it
Fig. 20—Removing or Installing Power Valve indicates the presence of dirt or a damaged or worn
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14-46 HOLLEY 2210—FUEL SYSTEM-
If choke sticks in bearing bores, or appears to be
gummed from deposits in air horn, a thorough clean-
CHECK ing will be required.
NEEDLE
(2) Install vacuum power piston in its cylinder
(Fig. 24). Lock in position by staking rim of cylinder
(at least three places.) Do not over-stake. Compress
DISCHARGE PASSAGE
piston to be sure no binding exists. If piston sticks or
binds enough to hinder smooth operation, a new
piston should be installed.
(3) Slide accelerator pump plunger compression
spring over plunger stem, with small diameter
toward plunger. Install washer and install pump shaft
in air horn. (Fig. 15).
(4) As plunger is being installed in air horn,
PY849B slightly tilt plunger to engage with plunger shaft.
(5) Install fuel inlet needle valve seat and gasket
Fig. 22—Installing Accelerator Pump Discharge air horn. Tighten securely, using a wide blade screw-
Chock Needle driver. Install fuel inlet needle in seat.
check needle, or seat. Clean the passage again and (6) Install float in position, then slide delrin ful-
retest as above. If leakage is still evident, attempt to crum pin through float hinge to retain float. Center
form a new seat as follows: fulcrum pin. (Fig. 17),
(5) With discharge check needle installed, insert a (7) Install fuel baffle on bosses with slots engaged
piece of drill rod down on needle. Lightly tap drill rod in lugs. Install attaching screw and tighten securely.
with a hammer to form a new seat. Remove and (Fig. 16).
discard old needle and install a new one. Retest as
described previously. If service fix does not correct Measuring Float Setting
the condition, a new carburetor should be installed. The carburetors are equipped with a viton tipped
Remove accelerator pump plunger, discharge check fuel inlet needle. The tip is flexible enough to make a
needle and fuel from main body. good seal on the needle seat, and to give increased
(6) Install power valve, (Fig. 21). Tighten securely. resistance to flooding. Care should be taken to per-
(7) Install main metering jets, using Tool C-3748 form this operation accurately in order to secure best
(Fig. 19). Tighten to 25 inch pounds. performance and fuel economy.
(8) Install accelerator pump discharge check nee- (1) To correctly set float height when carburetor
dle in pump discharge passage. (Fig. 22).

Air Horn
(1) Test freeness of choke mechanism in air horn.
The choke shaft must float free to operate correctly. SPECIAL TOOL
TO SEAT PISTON
RETAINING
WASHER

BRASS ROD

ACCELERATOR
PUMP

NO FUEL SHOULD BE
EMITTED FROM PASSAGE
OR PARTS PY85OA

Fig. 23-Testing Accelerator Pump Discharge PB415

Check Needle Fig. 24—Installing Vacuum Power Piston

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 HOLLEY 2210—FUEL SYSTEM 14-47

is being overhauled, proceed as follows: FLOAT FLOAT RAIS£D

ADJUSTING LIP
(2) Invert air horn so that weight of float only is
forcing needle against seat.
(3) Measure the clearance between top of float and
float stop. (Fig. 25). The clearance should be as shown
in specifications. Be sure gauge is perfectly level
when measuring.
If an adjustment is necessary, bend float adjusting
tab toward or away from needle, using a narrow blade
screwdriver (Fig. 26), until correct clearance of set-
ting has been obtained.
(4) Check float drop, by holding air horn in an
upright position. The bottom edge of float should be
parallel to underside surface of air horn. (Fig. 27). If
an adjustment is necessary, bend tang on float arm
until parallel surfaces have been obtained.

Installing Air Horn I>E4I7

(1) Place a new gasket on air horn, then check to
be sure main well tubes are straight. Lower air horn Fig. 26—Bending Float Adjusting Lip
straight down on main body; guiding accelerator (Fig. 28).
pump plunger into its cylinder. Caution: Do not cut (7) Install bowl vent valve lever on air horn, by
lip on plunger on sharp edge of cylinder. Install first inserting spring into position in arm, with end of
attaching screws (long screw in center) and tighten spring pointing toward fuel inlet fitting. (Fig. 29).
to 25 inch pounds from center out. Slide assembly over stub shaft on air horn. Align
(2) Install fuel inlet fitting and gasket in air horn spring and arm with stub shaft and end of spring
and tighten securely. over raised portion of fuel inlet fitting. Install "E"
(3) Engage hooked end of accelerator pump rod in clip to secure. Vent valve should be in closed position.
throttle lever (hook end toward outside). Engage (8) Install fast idle cam on main body stub shaft,
other end of rod in slot of pump rocker arm. with steps toward fast idle adjusting screw. Install
(4) Install rocker arm on accelerator pump shaft "E" clip to secure. (Fig. 21).
with flats in alignment. (Fig. 9). Install attaching
(9) To install fast idle connector rod, engage plain
lockwasher and nut. Tighten securely.
end in slot of fast idle cam (from inside). Engage
(5) Install seal on bottom of vent valve. Slide plas-
tic valve and seal into cover, with valve recess, mat- other end of rod in choke lever. With choke valve
ing with shoulder on underside of cover. wide open, slide lever over choke shaft; (aligning
(6) Install bowl vent valve spring in position in flats) and pointing directly to fast idle cam stub
opening in bowl, then install valve and cover over shaft. (Fig. 10). Install attaching lockwasher and nut.
spring. Install attaching screws and tighten securely Tighten securely.

UNDERSIDE
SURFACE OF
AIR HORN

AIR HORN
INVERTED FLOAT STOP BOTTOM EDGE OF
FLOAT SHOULD BE PARALLEL PS418
PB416
Fig. 25-Check¡ng Float Setting Fig. 27—Checking Float Drop
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14-48 HOLLEY 2210—FUEL SYSTEM
CARBURETOR ADJUSTMENTS

Fast Idle Cam Position Adjustment

The fast idle engine speed adjustment should be
made on the vehicle, as described in the Fast Idle
Speed Adjustment (on Vehicle) paragraph. However,
the Fast Idle Cam Position Adjustment can be made
on the bench. This adjustment is important to assure
that the speeds of each step of the cam occur at the
proper time during engine warm-up.
(1) With fast idle speed adjusting screw contacting
second highest speed step on the fast idle cam, move
choke valve toward closed position with light pressure
VENT
VALVE COVER
on choke shaft lever.
SCREWS
(2) Insert specified gauge (see Specifications) be-
PB4Ì9 tween top of choke valve and wall of air horn (Fig.
30). An adjustment will be necessary if a slight drag
Fig. 28-lnstalling Vent Valve, Seal and Cover is not obtained as gauge is being removed.
(3) If an adjustment is necessary, bend fast idle
Choke Vacuum Diaphragm connector rod at angle until correct valve opening
Inspect the diaphram vacuum fitting to be sure
has been obtained.
that the passage is not plugged with foreign material.
Leak check the diaphragm to determine if it has
internal leaks. To do this, first depress the diaphragm Vacuum Kick Adjustment—(This test can be
stem, then place a finger over the fitting to seal the made On or Off vehicle.)
opening. Release the stem. If the stem moves more The choke diaphragm adjustment controls the fuel
than 1/16 inch in 10 (ten) seconds, the leakage is delivery while the engine is running. It positions the
excessive and the assembly must be replaced. choke valve within the air horn by action of the
Install choke diaphragm assembly on the air horn linkage between the choke shaft and the diaphragm.
as follows: The diaphragm must be energized to measure the
(1) Engage free end of choke operating link in slot vacuum kick adjustment. Use either a distributor test
of choke lever. machine with a vacuum source, or vacuum supplied
(2) Install choke diaphragm and mounting bracket by another vehicle.
on air horn. Install attaching screws and tighten se- (1) If adjustment is to be made with engine run-
curely. ning, disconnect fast idle linkage to allow choke to
(3) Inspect rubber hose for cracks before placing close to the kick position with engine at curb idle. If
it on correct carburetor fitting, after vacuum kick
adjustment has been made. LIGHT CLOSING
PRESSURE O N
CHOKE LEVER
BOWL VENT
VALVE LEVER

FAST IDLE CAM

FAST IDLE SPEED

RAISE ADJUSTING SCREW O N
SPRING SECOND HIGHEST STEP
WITH TOOL
OF CAM. (ADJUST SCREW
TO OBTAIN FAST IDLE)
PD225A

Fig. 29-lnstaliing Bowl Vent Valve and Spring Fig. 30-Fast Idle Cam Position Adjustment

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 HOLLEY 2210—FUEL SYSTEM 14-49
an auxiliary vacuum source is to be used, open throt- Choke Unloader (Wide Open Kick)
tle valves (engine not running) and move choke to The choke unloader is a mechanical device to par-
closed position. Release throttle first, then release tially open the choke valve at wide open throttle. It is
choke. used to eliminate choke enrichment during cranking
(2) When using an auxiliary vacuum source, dis- of an engine. Engines which have flooded or stalled
connect vacuum hose from carburetor and connect it by excessive choke enrichment can be cleaned by use
to hose from vacuum supply, with a small length of of the unloader. Adjust the choke unloader as fol-
tube to act as a fitting. Removal of hose from dia- lows:
phragm may require forces which can damage the (1) Hold throttle valves in wide open position. In-
system. Apply a vacuum of 10 or more inches of sert specified gauge (see Specifications) between up-
mercury. per edge of choke valve and inner wall of air horn.
(3) Insert specified gauge (refer to Specifications) (Fig. 32).
between top of choke valve and wall of air horn (Fig. (2) With a finger slightly pressing against shaft
31). Apply sufficient closing pressure on lever to which lever, a slight drag should be felt as gauge is being
choke rod attaches to provide a minimum choke withdrawn. If an adjustment is necessary, bend un-
valve opening, without distortion of diaphragm link. loader tang on throttle lever until correct opening has
Note that the cylindrical stem of diaphragm will ex- been obtained.
tend as internal spring is compressed. This spring
must be fully compressed for proper measurement of Accelerator Pump
vacuum kick adjustment. (1) Back off curb idle speed adjusting screw. Open
(4) Adjustment is necessary if slight drag is not
choke valve so that fast idle cam allows throttle
obtained when removing the gauge. Shorten or
valves to be completely seated in bores. Be sure that
lengthen diaphragm link to obtain correct choke
pump connector rod is installed in correct slot of accel-
valve opening. Length changes should be made by
carefully opening or closing the U-bend provided in erator pump rocker arm. (First slot (next to retaining
the link. Improper bending causes contact between nut) for manual transmission).
the U-section and the diaphragm assembly. CAU- (2) Close throttle valves tightly. Measure the dis-
TION: DO NOT APPLY TWISTING OR BENDING tance between top of air horn and end of plunger
FORCE TO DIAPHRAGM. shaft, (Fig. 33). See specifications.
(5) Reinstall vacuum hose on correct carburetor (3) To adjust pump travel, bend pump operating
fitting. Return fast idle linkage to its original condi- rod, at loop of rod, until correct setting has been
tion if disturbed as suggested in Step No. 1. obtained.
(6) Make following check. With no vacuum applied LIGHT CLOSING
to diaphragm, the choke valve should move freely PRESSURE ON
CHOKE LEVER
between open and closed positions. If movement is
not free, examine linkage for misalignment or inter-
ferences caused by bending operation. Repeat adjust-
ment if necesary to provide proper link operation.
MINIMUM 10 GAUGE
INCHES VACUUM
ON DIAPHRAGM

LIGHT CLOSING^ BEND TANG ON THROTTLE

PRESSURE ON LEVER TO ADJUST PD200A
CHOKE LEVER PD199
Fig. 32—Choke Unloader Adjustment
Fig. 31 -Adjusting Vacuum Kick (Wide Open Kick)
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14-50 THROTTLE LINKAGE—FUEL SYSTEM

SCALE-
GAUGE
THROTTLE AT
CURB IDLE

BEND ACCELERATOR
ROD FOR ADJUSTMENT PD201A
BOWL VENT OPERATING LEVER F O T A L I U ^
Fig. 33—Accelerator Pump Adjustment
Bowl Vent Valve Clearance P8425
To check the bowl vent valve clearance adjustment, Fig. 34-Ad¡usting Bowl Vent
proceed as follows:
(1) With the throttle valves at curb idle, it should •CHOKE VALVE WIDE OPEN
be possible to insert a .015 inch gauge between the
bowl vent valve plunger stem and operating rod (Fig.
34).
(2) If an adjustment is necessary, bend the tang
on pump lever to change arc of contact with throttle
lever, until correct clearance has been obtained.

Idle Speed Adjustment (Curb Idle) FAST IDLE

ADJUSTING
(Refer to General Information at Front of Sec- SCREW ON
tion). SECOND
HIGHEST
STEP OF CAM
Fast Idle Speed Adjustment (On Vehicle)
Fast idle engine speed is used to overcome cold
engine friction stalls, after cold starts and stalls be- FAST IDLE CAM PD2O2A
cause of carburetor icing. Set this adjustment after
the vehicle odometer indicates over 500 miles to in- Fig. 35-Fast Idle Speed Adjustment (On Vehicle)
sure a normal engine friction level. Prepare engine by (3) Start engine and determine stabilized speed.
driving at least 5 miles. Connect a tachometer and set Turn fast idle speed screw in or out to secure spec-
the curb idle speed and mixture, then proceed as ified speed. (See Specifications).
follows: (4) Stopping engine between adjustments is not
(1) With the engine off and transmission in PARK necessary. However, reposition fast idle speed screw
or NEUTRAL position, open throttle slightly. on cam after each speed adjustment to provide cor-
(2) Close choke valve until fast idle screw can be rect throttle closing torque.
positioned on second highest speed step of fast idle To set idle speed on vehicles, refer to Fuel System
cam (Fig. 35). General Information Paragraph.

THROTTLE LINKAGE ADJUSTMENT

Automatic Transmission accelerator shaft where it turns in bracket, anti-rattle
For adjustment of throttle linkage, refer to Trans- spring where it contacts shaft, ball end and pocket at
mission "Group 21" of this Manual. rear end of throttle cable.
(2) Disconnect choke at carburetor or block choke
Manual Transmission (6 and 8 Cylinder valve in full open position. Open throttle slightly to
Engines) (Figs. I and 2) release fast idle cam, then return carburetor to curb
(1) Apply a thin film of multi-purpose grease on idle.
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 THROTTLE LINKAGE—FUEL SYSTEM 14-51

BRACKET
J>

MOUNTING BRACKET CLAMP NU455

Fig. 1-Throttle Linkage Adjustment (6 Cylinder Engine)

CABLE ASSEMBLY

GROMMET

RETURN SPRING
(GREEN)

RETURN SPRING
A N C H O R BRACKET

PF129

Fig. 2—Throttle Linkage Adjustment (8 Cylinder Engines)

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14-52 FUEL TANKS—FUEL SYSTEM-
PEDAL SHAFT
WASHER A N D BRACKET
INSULATOR ASSEMBLE
SEAL \
CABLE
ñ
ASSEMBLY
PLUG CUP ¢ » « k SPRING
A ANTI-RATTLE SPRING
(SHOWN INSTALLED) PAD
ACCELERATOR PEDAL
PAD
SPRING
NUT ACCELERATOR PEDAL
PEDAL SHAFT
DASH PA¯NEL SPRING (ANTI-RATTLE) SPRING
PEDAL
PEDAL SHAFT
AND BRACKET
ASSEMBLY PEDAL SHAFT
PAD
_^ VIEW A
PAD VIEW B \ J T ^ T (SPRING INSTALLED)
VIEW B PF130 (THROTTLE CABLE RETAINER INSTALLED) PF131

Fig. 3-Accelerator Pedal Installation (Dart)

Fig. 4—Accelerator Pedal Installation
(3) Loosen cable clamp nut (1), adjust position of (Challenger, Coronet and Charger Models)
cable housing ferrule (2) in the clamp so that all
slack is removed from cable with carburetor at curb BRACKET INSULATOR WASHER
idle. To remove slack from cable, move ferrule (2) in
CABLE ASSEMBLY
the clamp in direction away from carburetor lever. \j

(4) Back off ferrule (2) 1/4 inch to provide 1/4

inch cable slack at idle. Tighten cable clamp nut to
45 inch-pounds.
(5) Connect choke rod or remove blocking fixture.

ACCELERATOR PEDAL
Removal SEAL
From inside vehicle, raise heel of accelerator pedal PEDAL S>
as far as possible, hold in this position and pull end ^BRACKET ASSEMBLY
of control cable, with pliers, toward rear of vehicle. NUT PAD'
The control cable retaining clip, plug and washer can DASH PANEL
now be removed. SPRING
Working from the engine compartment, remove
PF132
nuts from pedal shaft and bracket assembly studs,
remove assembly from vehicle. Fig. 5—Accelerator Pedal Installation
Disassemble or assemble as illustrated in Figures (Polara and Monaco Models)
3, 4, and 5.
trol cable through eye in end of pedal shaft then
Installation raise heel of pedal. The washer, retaining clip and
Position assembly on dash panel and install retain- plug can now be installed.
ing nuts, tighten to specifications. Thread end of con-

FUEL TANKS AND EVAPORATION CONTROL SYSTEM

INDEX
Page Page
Fuel Tank Capacities 54 Overfill Limiting Valve 54
General Information 53 Pressure Vacuum Filler Cap 53
Installing Fuel Tank 58 Removing Fuel Tank 58
Installing Fuel Tank (Station Wagon) 60 Removing Fuel Tank (Station Wagon) 60
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 FUEL TANKS—FUEL SYSTEM 14-53

Page Page
Service Diagnosis 54 Vapor Separator
Special Service Tools 68 Removal . 54
Service Procedures 54 Installation . . . 54

GENERAL INFORMATION

The function of the evaporation control system is and carburetor bowl. A vacuum port located in the
to reduce the emissions of fuel vapors into the atmo- base of the carburetor governs vapor flow to the
sphere by evaporation and reduce the unburned hy- engine.
drocarbons emitted by the vehicle engine. When fuel On some models, each corner of the fuel tank is
evaporates from the carburetor float chamber or fuel vented and each of the hoses from these vents are
tank, the vapors pass through vent hoses or tubes to connected to the separator. A tube from the separa-
a charcoal canister where they are temporarily held tor leads to the charcoal canister. Evaporated fuel
until they can be drawn into the intake manifold vapor from the fuel tank flows, through the separa-
when the engine is running. tor, to the canister.
When the fuel tank is filled to the base of the filler Due to the configuration of the fuel tank on Dart
tube, vapors can no longer escape, and they become models and all station wagons, vapor separator tanks
trapped above the fuel. Vapor flow through the vent are not required, see Figures 3, 6 and 8.
line is blocked by the limiting valve; and the filler For further information, see "Emissions Control"
tube is blocked by fuel. More fuel cannot be pumped section, Group 25 of this manual.
into a tank under this condition. At any time pres-
sures in the tank rise above operating pressures of PRESSURE—VACUUM FILLER CAP
the limiting valve, about 1/2 psi, the valve opens and
allows vapors to flow forward to the charcoal canister The loss of any fuel or vapor out of the filler neck
(Fig. 1). is prevented by the use of a safety lock filler cap
The charcoal canister is a feature on all models which will release only under significant pressure (.9
used for the storage of fuel vapors from the fuel tank to 1.25 psi) or vacuum (.1 to .25 psi). This cap must

PRESSURE-VACUUM RELIEF FILLER CAP

OVERFILL LIMITING VALVE

VAPOR- LIQUID SEPARATOR

CARBURETOR

OVERFILL LIMITING
VALVE O N
SOME MODELS

CARBURETOR FUEL
BOWL VENT LINE

CANISTER PURGE LINE

CHARCOAL CANISTER CHARCOAL CANISTER-
PF112

Fig. 1—Evaporation Control System

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14-54 FUEL TANKS—FUEL SYSTEM-
be replaced by a similar unit if replacement is neces-
sary, in order for the system to remain effective FUEL TANK
(Fig. 2). FILLER TUBE
(CUT AWAY)
CAUTION: Remove filler cap prior to removing or
repairing fuel lines.

FUEL TANK CAPACITIES

Capacity Filler
Gallons Location
U.S. Imp.
Dart 16 13-1/4 Left Quarter
Challenger 18 15 Rear Right
Quarter
Coronet 19-1/2 15-1/4 Rear
Station Wagon 21 17-1/2 Left Quarter PD181
Polara
and Fig. 2—Pressure Vacuum Filler Cap
Monaco 23 19-1/4 Rear
Station Wagon 23 19-1/4 Left Quarter compartment floor (Figs. 3, 4, 5 and 7).
In Station Wagon Models, the fuel tank is mounted
The fuel tank on all models except Station Wagons in the left rear quarter panel behind the wheel house
is located at the rear of the body under the trunk (Figs. 6 and 8).

SERVICE DIAGNOSIS
The Evaporation Control System should not re- light blowing or lack of release with hard blowing
quire any maintenance other than the charcoal canis- indicates a defective or incorrect unit.
ter filter replacement. See "Emissions Control Sec- (3) All vapor lines plugged between fuel tank and
tion" Group 25 of this manual. Any loss of fuel or vapor separator.
vapor from the fuel filler cap would indicate one or (4) Plugged vapor lines between the vapor separa-
more of the following: tor and the canister.
(1) An unsatisfactory seal between cap and filler The fuel tank is equipped with a gauge unit, includ-
neck. ing the suction pipe. The filter on the end of the
(2) A malfunction of filler cap release valve. A suction pipe is a replaceable unit and prevents the
quick check of the filler fuel cap may be made by entry of water or foreign material. When installing a
placing against the mouth and blowing into the hole gauge unit, be sure the filter is pushed down on the
in the release valve housing. An immediate leak with pipe until seated.

SERVICE PROCEDURES
VAPOR SEPARATOR (All models except Dart Installation
and Station Wagons) Examine all hoses and lines for cracks, cuts or
possible leaks. Replace all that are suspected.
Removal (1) Place new clamps on all hoses that were re-
If the fuel tank is less than half full it is unneces- moved.
sary to drain the tank to remove the vapor separator. (2) Connect all hoses to their respective lines and
Before starting to remove the separator, be sure tighten clamps.
replacement hose clamps are available. The clamps (3) Position vapor separator in mounting bracket
that are presently on the hoses are a production type and install two mounting screws.
clamp and are destroyed when removed.
(1) Remove pressure-vacuum filler cap then raise OVERFILL LIMITING VALVE
car on hoist.
(2) Remove two vapor separator retaining screws Replacement
and lower separator out of mounting bracket. The overfill limiting valve on Dart models is lo-
(3) Disconnect vapor hose on top of separator. cated in the engine compartment. It is not serviceable
(4) Disconnect the four remaining hoses at the and seldom needs attention, but in the event that re-
bottom of the separator or at the front of the fuel placement is required, the entire vapor vent line need
tank and remove separator. not be replaced. Position a new replacement valve
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 FUEL TANKS—FUEL SYSTEM 14-55
VENT TUBE TO FUEL LINE
CHARCOAL CANISTER

VIEW IN DIRECTION OF
ARROW A

RIGHT REAR
FLOOR PAN
(REFERENCE)

VIEW IN DIRECTION OF ARROW C VIEW IN DIRECTION OF ARROW D

PD342
Fig. 3-Fuel Tank Assembly (Dart)
MOUNTING BRACKET FUEL TANK
MOUNTING BRACKET

VAPOR
CLIP FWD
SEPARATOR
ASSEMBLY

SEAL

FLOOR PAN

PF117

Fig. 4—Fuel Tank Assembly (Challenger)

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14-56 FUEL TANKS—FUEL SYSTEM-
VAPOR SEPARATOR

MOUNTING BRACKET

HOSES 4 REQUIRED

VAPOR SEPARATOR
VIEW IN DIRECTION OF ARROW A
FUEL T A N K
RETA¦NING%RACKET MOUNTING BRACKET

1.88 ± .06 AFTER TIGHTENING

NUT

VIEW IN DIRECTION OF ARROW C

VIEW IN DIRECTION OF ARROW B PFn8

Fig. 5—Fuel Tank Assembly (Coronet and Charger)

1.88 ± .06 AFTER TIGHTENING

VIEW IN DIRECTION OF ARROW C

OVERFILL LIMITING
VALVE LOCATION

NUT *¿
\ BOTTOM STRAP
VIEW IN DIRECTION OF ARROW A

NUT
VAPOR TUBE

FRONT STRAP
FUEL TANK '

FWD

VIEW IN DIRECTION OF ARROW E

PF119
Fig. 6—Fuel Tank Assembly (Coronet Station Wagon)

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 FUEL TANKS—FUEL SYSTEM 14-57

BRACKET CLIP _ _ — - - — _ > , CROSS MEMBER

MOUNTING BRACKET
REAR CROSS
MEMBER
VAPOR SEPARATOR

CROSS MEMBER

VIEW I N DIRECTION OF ARROW C

VIEW I N DIRECTION OF ARROW A

VAPOR
1.88 ± .06 AFTER LINE
TIGHTENING VENT
HOSES

FILLER TUBE
VIEW IN DIRECTION OF ARROW B

PRESSURE V A C U U M FILLER CAP REAR CROSS MEMBER FLOOR PAN PF120

Fig. 7—Fuel Tank Assembly (Polara and Monaco)

OVERFILL LIMITING FILLER CAP-

"J"-BOLT
VALVE LOCATION

FRONT STRAP

VIEW IN DIRECTION
OF ARROW B

BRACKET-

BOTTOM STRAP

FUEL TANK

r¯1.88 ± .06
1 AFTER
TIGHTENING
NUT

VIEW IN DIRECTION
VIEW IN DIRECTION OF ARROW A
OF ARROW C PF121

Fig. 8—Fuel Tank Assembly (Polara and Monaco Station Wagon)

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 14-58 FUEL TANKS—FUEL SYSTEM-
next to the old valve, mark the existing tube and cut "J" bolt. Allow strap to drop or hang, then lower
it off using a tubing cutter. Flare the end of the tank and remove from under car.
existing tube to insure a good vapor seal and install (10) Remove tank gauge unit, using spanner
the replacement valve in the same position as the old wrench C-3582. Slide gauge assembly out of fuel
valve, using the rubber hose and clamps provided. If tank. Discard gasket. (Fig. 10).
overfill limiting valves on vehicles equipped with a (11) If necessary check operation of the fuel
vapor separator require replacement, the entire va- gauge, as described in the Electrical Section of the
por separator must be replaced (Figs. 4, 5 and 7).
Manual.
NOTE: It is important that all overfill limiting valves
be installed as vertical as possible, in order to func-
tion properly. Installation
Before installing the fuel gauge, check the condi-
tion of the filter on the end of the suction tube. If the
FUEL TANK (Dart)
filter is plugged, install a new filter. (Fig. 11).
Removal (1) Install a new rubber grommet in tank. Insert a
(1) Disconnect battery ground cable. new gasket in fuel gauge opening recess then slide
(2) Remove fuel tank filler cap before discon- gauge into tank. Align the positioning tangs on gauge
necting any fuel lines. The tank could be under a with those in tank. Install lockring, then tighten se-
small pressure (1.25 psi maximum). curely, using Tool C-3582. (If tank insulator was torn
(3) Pump all fuel from fuel tank into an approved or damaged during removal of tank, be sure to
portable holding tank. If this equipment is not avail- install a new insulator at reassembly).
able, disconnect fuel line from the inlet side of the (2) Locate insulation pad on top of tank. Slide
fuel pump and connect a siphon hose to it. Drain fuel tank under car and up in position. Hold in position,
tank dry into properly identified "Gasoline" safety then raise retaining straps and thread into "J" bolts.
container. Install nut, and tighten. (Not over 50 inch-pounds).
(4) Disconnect fuel gauge ground strap, fuel line (3) If dust seal was disturbed during removal op-
and wire lead to gauge unit. (Front center near top of eration, realign and tighten attaching screws se-
tank). (Fig. 9). curely.
(5) Remove clamp and hose from single outlet (4) Lubricate rubber grommet using a suitable
fuel tank vent tube. rubber lubricant, then slide filler tube with new gas-
(6) Remove screws that hold filler tube and gasket ket through quarter panel opening and down through
to body panel. dust seal into tank. Align attaching screw holes; in-
(7) Remove screws and washers that attach filler stall screws and tighten securely.
tube seal to floor pan.
(8) Grasp filler tube with both hands, twist tube,
and at the same time, force upwards away from tank,
until end of tube clears quarter panel. Remove gas-
ket. (If tube is frozen in tank, use a rubber lubricant
around joint and work into grommet, after sliding
TOOL
dust shield out of way).
(9) Remove nut that holds tank retaining strap to
FUEL
TANK

FUEL TANK
GAUGE UNIT

FUEL GAUGE
GROUND STRA

:*V?S PF123
Fig. 9—Fuel Gauge Ground Strap Fig. 10-Removing or Installing fuel Tank Gauge Unit
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 FUEL TANKS—FUEL SYSTEM 14-59

FUEL SUPPLY TUBE C-3582. Slide gauge unit assembly out of fuel tank.
LOCATING TANG
Discard gasket (Fig. 10).

Installation
Before installing the fuel gauge, check the condi-
tion of the filter on the end of the suction tube. If the
FILTER
filter is plugged, install a new filter.
TERMINAL (1) Insert a new gasket in a fuel gauge opening
LOCK RING recess then slide gauge into tank. Align the position-
RUBBER FUEL GAUGE
(TANK UNIT)
ing tangs on gauge with those in tank. Install
SEAL
lockring, then tighten securely using Tool C-3582.
(2) Install a new filler tube rubber grommet in
FLOAT tank.
(3) Place tank and separator assembly under ve-
PF124 hicle on transmission jack, raise the assembly to a
position that allows the vapor tube to be connected to
Fig. 11-Fuel Gauge (Tank Unit) the top of the separator.
(5) Install new clamp over vent hose and install on (4) Place vapor separator in mounting bracket
fuel tank single vent outlet. Tighten hose clamp se- and install two screws. Tighten securely.
curely. (5) Reconnect fuel supply line, ground strap and
(6) Reconnect fuel supply line, ground strap and wire lead to gauge unit.
wire lead to gauge (Fig. 9). (6) Locate insulation pad on top of tank. (If tank
(7) Refill tank and check for leaks. insulator was torn or damaged during removal of
tank, install new insulator).
(7) Carefully raise tank into position with jack
FUEL TANK (Challenger and Coronet)
and connect "J" bolts (with retaining straps at-
tached) to mounting brackets. Tighten "J" bolt nuts
Removal
as indicated. (Not more than 50 inch-pounds).
(1) Disconnect battery ground cable.
(2) Remove fuel tank filler cap before discon- (8) Lubricate filler tube grommet using a suitable
necting any lines. The tank could be under a small rubber lubricant, then slide filler tube into tank. In-
stall filler tube mounting screw tighten securely.
pressure (1.25 psi maximum).
(9) Refill tank and inspect all lines and hoses for
(3) Raise car on hoist.
leaks.
(4) Pump all fuel from fuel tank into an approved
portable holding tank. If this equipment is not avail-
FUEL TANK (Polara and Monaco, Except
able, disconnect fuel line from the inlet side of the
Station Wagon)
fuel pump and connect a siphon hose to it. Drain fuel
tank dry into a properly identified "Gasoline" safety Removal
container. (1) Disconnect battery ground cable.
(5) Remove two vapor separator mounting (2) Remove fuel tank filler cap before discon-
screws. One from each end of the separator and allow necting any fuel lines. The tank could be under a
separator to hang on its hoses, then disconnect the small pressure (1.25 psi maximum).
vapor hose from the top of the separator. (3) Pump all fuel from fuel tank into an approved
(6) Remove the screw from the filler tube mount- portable holding tank. If this equipment is not avail-
ing bracket. able, disconnect fuel line from the inlet side of the
(7) Grasp filler tube with both hands, twist tube fuel pump and connect a siphon hose to it. Drain fuel
and at the same time, work tube carefully out of tank dry into a properly identified "Gasoline" safety
rubber grommet. container.
(8) Place a transmission jack under fuel tank and (4) Disconnect fuel ground strap, fuel line and
loosen nuts that hold tank retaining straps to "J" wire lead to gauge unit. (Fig. 9).
bolts enough to remove "J" bolts from bracket. Allow (5) Remove keystone clamps and vent hoses from
straps to drop, then carefully lower tank until fuel vapor separator.
line, ground strap and gauge wire can be removed (6) Remove screw that attaches filler tube bracket
from the tank gauge unit. Remove tank and vapor to rear crossmember.
separator assembly from under vehicle. (7) Remove nuts that hold ends of fuel tank hold
(9) Remove tank gauge unit using spanner wrench down straps to frame. Lower front end of tank far
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14-60 FUEL TANKS—FUEL SYSTEM

enough to disengage filler tube from rear panel and (5) Remove left rear tire and wheel.
slide out from under vehicle. (6) Remove screws that attach stone shield to
(8) Remove tank gauge unit, using spanner wheel house. Slide shield down and away from ve-
wrench Tool C-3582 (Fig. 11). Check rubber grom¯ hicle.
met around filler tube. If cracked or deteriorated, (7) Disconnect fuel line, ground strap and gauge
install a new grommet at reassembly. wire. Disconnect vent tube.
(8) Place stands under frame at rear to support
Installation vehicle as hoist is lowered.
Before installing the tank gauge unit, check the (9) Remove rear shock absorbers lower attaching
condition of the filter on the end of suction tube. If nuts, then slide off lower pivot.
the filter is plugged, install a new filter. (10) Remove left rear brake drum.
(1) Position fuel tank gauge unit in tank, using a (11) Remove left rear spring hanger attaching
new gasket. Tighten securely, using Tool C-3582. (If bolts to frame.
tank insulator was torn or damaged during removal (12) Lower hoist and allow rear axle to fall away
of tank, be sure and install a new insulator at reas- from vehicle far enough so as not to stretch brake
sembly.) Install vent hoses on tank, (if removed.) hose.
(2) Slide fuel tank under vehicle. Raise tank far (13) Remove fuel tank support strap nuts from
enough to engage filler spout with opening in rear eyebolts.
panel, and locator embossments on floor pan. (14) Slide fuel tank forward and tilt leading edge
(3) Push tank toward rear to fully engage filler down. Work fuel tank out from under rear quarter
spout in opening. panel.
(4) Hold fuel tank in this position, and place hold (15) Loosen tank gauge unit, using spanner
down straps in position, feeding attaching studs wrench Tool C-3582. Slide unit up and out of tank.
through holes in end of straps. Install nuts but do not
tighten. Installation
(5) Install new clamps over vent hoses and install (1) Position fuel tank gauge unit in tank, using a
hoses on vapor separator fittings. Tighten hose clamps new gasket. Tighten securely, using Tool C-3582.
securely. (2) Work fuel tank up into position in quarter
(6) Guide button head of studs into slots in frame panel. Move rearward until filler tube is centered in
and down into position. Tighten hold down strap at- opening in quarter panel. Place straps in position and
taching nuts securely. (40 inch-pounds). install nuts. Tighten to 40 inch-pounds. Bottom strap
(7) Install filler tube mounting screw and tighten should be tightened first.
securely. (3) Install fuel line and connect ground strap (Fig.
(8) Connect lead wire to tank gauge unit, recon- 9), and fuel gauge wire. Install new clamps on vent
nect fuel line and ground strap (Fig. 9). tube, then install tube on tank fitting. Tighten clamps
(9) Refill tank and check for leaks. securely.
(4) Raise hoist far enough to engage spring hang-
FUEL TANK (Station Wagon) er with frame.
(5) Position left rear spring hanger at frame and
Removal install attaching bolts. Tighten to 30 foot-pounds.
(6) Slide shock absorbers over pivots and secure
(1) Disconnect battery ground cable.
with nuts. Tighten to 50 foot-pounds.
(2) Remove fuel tank filler cap before discon- (7) Install brake drum on axle flange.
necting any fuel lines. The tank could be under a (8) Slide stone shield up into position. Install at-
small pressure (1.26 psi maximum). taching screws and tighten securely.
(3) Pump all fuel from fuel tank into an approved (9) Install wheel and tire and tighten wheel nut to
portable holding tank. If this equipment is not avail- 65 foot-pounds in sequence.
able, disconnect fuel line from the inlet side of the (10) Raise hoist and remove car stands.
fuel pump and connect a siphon hose to it. Drain fuel (11) Install fender skirt (if so equipped) and low-
tank dry into a properly identified "Gasoline" safety er vehicle to floor.
container. (12) Refill fuel tank and check for leaks.
(4) Raise vehicle on hoist and remove fender skirt (13) For testing fuel gauge (tank unit) refer to
(if so equipped). Electrical Group 8 "Gauges".

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 •FUEL PUMPS—FUEL SYSTEM 14-61

FUEL PUMPS
INDEX

Page Page
Fuel Vapor Separator 62 Service Procedure 62
General Information 61 Special Service Tools 68
Service Diagnosis 61 Specifications 67
Testing Fuel Pump (On Vehicle) 62
GENERAL INFORMATION

Fuel Pump Model MFS¯6352S is used exclusively on mounted on the gear end of the camshaft in the 318,
the 198 and 225 CID engines. This fuel pump is new 340 and 360 cubic inch engines.
this year and is different from other fuel pumps in As the camshaft rotates, the eccentric cam presses
that it's design incorporates an integral screen type down on the pump rocker arm. (On the 400 and 440
fuel filter. The filter is located in large (outlet) tower cubic inch engine, a push rod operates between the
of the pump (Fig. 1). It is recommended that the camshaft and the fuel pump rocker arm.) This action
filter be replaced after every 24,000 miles of vehicle lifts the pull rod and diaphragm upwards against the
operation. fuel pump main spring, creating a vacuum in the
Fuel Pump Model MS-6449S or RD-4O6-E are used valve housing and opens the inlet valve and fuel is
on the 318 CID engine. Models MS-645OS or RD-4O6EV drawn into the valve housing chamber. On the return
are used on the 340 and 360 CID engines (Fig. 2). stroke the main spring forces the diaphragm to the
Models MS-6415S or RD-4O7C are used on the 400 down position, which closes the inlet valve and expels
and 440 (standard) CID engines (Fig. 3). The High the fuel in the valve housing chamber through the
Performance 440 CID engines use fuel pump Model outlet valve, to the fuel filter and the carburetor.
MS-6416S or RD-538A (Fig. 4). The fuel filter should be changed every 24,000
The fuel pumps are driven by an eccentric cam that miles, to insure having an unrestricted flow of fuel at
is cast on the camshaft in the 198-225, 400 and 440 all times. Do not attempt to clean. See "Lubrication
cubic inch engines, or by a pressed steel eccentric cam and Maintenance", Group O, of this manual.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
FUEL PUMP (a) Worn, ruptured or torn diaphragm. (a) Install new pump.
LEAKS—FUEL (b) Loose diaphragm mounting plates. (b) Install new pump.
(c) Loose inlet or outlet line fittings. (c) Tighten line fittings.
FUEL PUMP (a) Cracked or deteriorated pull rod oil (a) Install new pump.
LEAKS—OIL seal.
(b) Loose rocker arm pivot pin. (b) Install new pump.
(c) Loose pump mounting bolts. (c) Tighten mounting bolts securely.
(d) Defective pump to block gasket. (d) Install new gasket.
INSUFFICIENT FUEL (a) Vent in tank restricted. (This will also (a) Unplug vent and inspect tank for
DELIVERY cause collapsed fuel tank.) leaks.
(b) Leaks in fuel line or fittings. (b) Tighten line fittings.
(c) Dirt or restriction in fuel tank. (c) Install new fuel filter and clean out
tank.
(d) Worn, ruptured, or torn diaphragm. (d) Install new pump.
(e) Frozen gas lines. (e) Thaw lines and drain tank.
(f) Improperly seating valves. (f) Install new fuel pump.
(g) Push rod worn (400,440). (g) Replace push rod.
(h) Vapor lock. (h) Install heat shield where lines or
pump are near exhaust,
(i) Low pressure. (i) Install new fuel pump,
(j) Incorrect fuel pump. (j) Install correct fuel pump,
(k) Restricted fuel filter. (k) Install new filter.
FUEL PUMP NOISE (a) Loose mounting bolts. (a) Tighten mounting bolts.
(b) Scored or worn rocker arm. (b) Install new fuel pump.
(c) Weak or broken rocker arm spring. (c) Install new spring.
(d) Stiff inlet hose. (d) Install 3 in. longer hose.
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14-62 FUEL PUMPS—FUEL SYSTEM

SERVICE PROCEDURES

TESTING FUEL PUMP (On Vehicle) Vacuum Test

The vacuum test should be made with the fuel line
If the fuel pump fails to supply fuel properly to the disconnected from the carburetor. (This will allow
carburetor, the following tests should be made before the pump to operate at full capacity, which it must do
removing the fuel pump from the vehicle. to prime a dry carburetor.) The minimum reading
should be at least 10 inches of vacuum at idle, with
Pressure Test the fuel line disconnected at the carburetor.
(1) Insert a "T" fitting in fuel line at carburetor,
(Fig. 5). Volume Test
(2) Connect a 6 inch piece of hose between "T" The fuel pump should supply 1 quart of fuel in 1
fitting and gauge C-3411. (The hose should not ex- minute or less at idle.
ceed 6 inches. A longer hose may collect fuel and
additional weight of fuel would be added to pressure Inlet Valve Test
of pump and result in an inaccurate reading.) To test the inlet valve, connect a vacuum gauge on
the inlet fitting while the line is disconnected.
(3) Vent pump for a few seconds (this relieves air
(1) Start engine or turn over with starting motor.
trapped in fuel chamber). If this is not done, pump (2) There should be a noticeable vacuum present,
will not operate at full capacity and low pressure not alternated by blowback.
reading will result. (3) If blowback is present, inlet valve is not
(4) Connect a tachometer, then start engine and seating properly and a new pump should be installed.
run at idle. The reading should be as shown in specifi- If fuel pump does not perform to above test re-
cations (depending on pump) and remain constant or quirements, a new fuel pump should be installed.
return to zero slowly, when engine is stopped. An
instant drop to zero indicates a leaky outlet valve. If FUEL VAPOR SEPARATOR
pressure is too low a weak diaphragm main spring, or
improper assembly of diaphragm may be the cause. The fuel vapor separator (Fig. 6), is used on the
If pressure is too high, main spring is too strong. 440 cu. in. High Performance engine to prevent vapor
lock.
The vapor separator is located between the fuel
pump and carburetor, depending on model, on the
right side (front) of the engine. The separator is
serviced as an assembly only and consists of a sealed
REPLACEABLE
can, a filter screen, an inlet and outlet fitting and a
FUEL FILTER
metered orifice outlet fitting for the return line to the
fuel tank (Fig. 6).
INLET TUBE
Fuel is drawn from the fuel tank by the fuel pump,
through the supply line, into the pump and then to
the vapor separator unit, until the unit is filled with
OUTLET FITTING fuel. The outlet tube picks up fuel from the bottom of

NH414A
PF167
Fig. 2-Fuel Pump Assembly 3Ì8, 340 and 360
Fig. I-Fuel Pump Assembly 198 and 225 CID Engine CID Engine
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 FUEL PUMPS—FUEL SYSTEM 14-63

OUTLET KR345B
FITTING
SMALL DIAMETER
Fig. 5—Pressure Testing Fuel Pump
INLET TUBE
•OUTLET
PF168

Fig. 3-Fueì Pump Assembly 400 and 440 CID

Standard Engines VAPOR
SEPARATOR

RETURN TUBE FILTER

SCREEN

METERED ORIFICE
.060 INCH INLET
NR4ó

Fig. 6-Fuel Vapor Separator 440 CID High

Performance Engine (Sectional View)
rises to the top of the separator unit and is forced out
of the metered fitting into the return line to the tank
for condensation to liquid fuel.
As previously mentioned, the vapor separator unit
is serviced only as an assembly. Check to see if the
unit is installed correctly (with the inlet fitting and
return fitting at the bottom, and the outlet fitting at
the top).
To check the unit for a restricted or plugged
screen, disconnect fuel line at carburetor, then place a
OUTLET
container under end of line, turn engine over with
FITTING starting motor. Check the quantity of fuel pumped
'LARGE through the unit. This should be 1 quart of fuel in 1
DIAMETER
INLET TUBE PF169 minute, at idle.
If vapor lock is evident, remove the return hose
Fig. 4-Fuel Pump Assembly 440 CID High and check to see if the metered orifice is open. If
Performance Engine clogged, bend a paper clip and insert through re-
the separator unit and flows into the carburetor for stricted orifice to clear. If necessary, use air pressure
distribution to the engine. Any fuel vapor (caused by to clear return line to fuel tank, after removing filler
excessive heat) that has gathered in the indrawn fuel cap.

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14-64 SPECIFICATIONS 1

SPECIFICATIONS
HOLLEY MODEL 1920 SINGLE VENTURI CARBURETOR

HOLLEY CARBURETOR NUMBER R-6447A R-6448A R-6593A R-6594A R-6595A* R-6596A*

ENGINE DISPLACEMENT (Cu. In.) 198 198 225 225 225 225
TRANSMISSION Manual Automatic Manual Automatic Manual Automatic
BORE 1-9/16" 1-9/16" 1-11/16" Ml/16" Ml/16" Ml/16"
VENTURI 1-1/4" 1-1/4" 1-5/16" 1-5/16" 1-5/16" 1-5/16"
MAIN METERING JET #582 #572 #622 #612 #622 #612
ADJUSTMENTS
Dry Float Setting 260 .260 .260 .260 .260 .260
Vacuum Kick 100" .080" .100" .100" .100" .100"
Fast Idle Cam Position 065" .045" .065" .065" .065" .065"
Choke Unloader Automatically set when fast idle cam position is adjusted.
Bowl Vent Valve (At Curb Idle) .. .015 .015 .015 .015 .015 .015
Curb Idle Speed (RPM) 800 750 750 750 750 750
Fast Idle Speed (RPM—
after 500 miles) 2000 1700 2000 1700 2000 1700
CHOKE Automatic—Thermostatically controlled with Electric Assist. Fixed Setting.

*California Requirement

CARTER l ¼ INCH BBD CARBURETOR

CARTER MODEL NUMBER BBD-6316SA BBD-6317SA BBD-6343SA* BBD-6344SA*

ENGINE DISPLACEMENT (Cu. In.) 318 318 318 318
TRANSMISSION Manual Automatic Manual Automatic
BORE 1-7/16" 1-7/16" 1-7/16" 1-7/16"
VENTURI 1-3/16" 1-3/16" 1-3/16" 1-3/16"
MAIN METERING JETS
Standard 120-866S 120-866S 120-866S 120-866S
Step-Up Wire (Standard) 75-1928 75-1727 75-1928 75-1849
Diameters (2 Stage) 030" x .026" .029" x .025" .030" x .026" .031" x .026"
ADJUSTMENTS
Float Setting (At Center of Floats) 1/4" 1/4" 1/4" 1/4"
Accelerator Pump Setting (At Idle) 242 .242 .242 .242
Choke Unloader 1/4" 1/4" 1/4" 1/4"
Idle Speed RPM (Curb Idle) 750 750 750 700
Vacuum Kick 150 .130 .150 .150
Fast Idle Cam Position 095 .095 .095 .095
Fast Idle Speed (RPM after 500 miles) 1700 1700 1700 1700
CHOKE Automatic—Thermostatically controlled with Electric
Assist. Fixed Setting.
*California Requirement.
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 CARTER THERMO-QUAD CARBURETOR ¤
CARTER MODEL NUMBER TQ-6318S TQ-6319S TQ-6339S* TQ-634OS* TQ-632OS TQ-6321S
ENGINE DISPLACEMENT (Cu. In.) 340 340 340 340 400 400
TRANSMISSION Manual Automatic Manual Automatic Manual Automatic
BORE
Primary 1-3/8" 1-3/8" 1-1/2" 1-1/2" 1-1/2" 1-1/2"
Secondary 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4"
MAIN VENTURI
Primary 1-1/16" 1-1/16" 1-3/16" 1-3/16" 1-3/16" 1-3/16"
Secondary 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4"
METERING ROD 75-1962 75-1966 75-1962 75-1966 75-1965 75-1966
ADJUSTMENTS
Float Setting 1-1/16" 1-1/16" 1-1/16" 1-1/16" 1-1/16" 1-1/16"
Secondary Throttle Linkage Adjust link so that primary and secondary stops both contact at the same time.
Secondary Air Valve Opening 29/64" 29/64" 29/64" 29-64" 31/64" 31-64"
Secondary Air Valve Spring Tension
(From Contact) 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn
ACCELERATOR PUMP STROKE
(Top of plunger to top of bowl cover)
Closed Throttle 35/64" 31/64" 35/64" 31/64" 35/64" 31/64"
At Secondary Pick Up 23/64" — 23/64" — 23/64" —
Choke Control Lever Adjustment Off Vehicle 3-3/8" 3-3/8" 3-3/8" 3-3/8" 3-3/8" 3-3/8"
Choke Diaphragm Connector Rod
(Clearance between air valve and stop) . . . .040" .040" .040" .040" .040" .040"
Vacuum Kick** 160" .160" .160" .160" .160 .160"
Fast Idle Cam Position** 110" .110" .110" .110" .110" .110"
Choke Unloader (Wide Open Kick)** 190/' .190" .190" .190" .190" .190"
¢/>
Secondary Throttle Lockout 060" to .090" .060" to .090" .060" to .090" .060" to .090" .060" to .090" .060" to .090"
-¤
Bowl Vent Valve (Solenoid Disconnected) . . . .815" .815" .815" .815" .815" .815" m
Fast Idle Speed (RPM—after 500 miles) . . . . 1300 1800 1300 1800 1700 1800 £2
11

Curb Idle Speed RPM (Solenoid Adjustment) 900 750 900 750 800 750 cî
CHOKE Automatic—Thermostatically controlled with Electric Assist. Fixed Setting. H
a

*California Requirement.
**Thermo-Quad Choke Adjustments are measured at the lowest edge of the choke plate.
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 CARTER THERO-QUAD CARBURETOR (Continued)
CARTER MODEL NUMBER TQ-6341S* TQ-6342S* TQ-6322S TQ-6410S* TQ-6324S TQ-6411S*
440 High 440 High c/>
ENGINE DISPLACEMENT (Cu. In.) 400 400 440 440 Performance Performance ¯ö
TRANSMISSION Manual Automatic Automatic Automatic Automatic Automatic m
o
BORE 2j
Primary
Secondary
MAIN VENTURI
1-3/8"
2-1/4"
1-3/8"
2-1/4"
1-1/2"
2-1/4"
1-1/2"
2-1/4"
1-1/2"
2-1/4"
1-1/2"
2-1/4" 1o
Primary 1-1/16" 1-1/16" 1-3/16" 1-3/16" 1-3/16" 1-3/16" c/>
Secondary 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4" 2-1/4"
METERING ROD 75-1965 75-1966 75-1966 75-1966 75-1966 75-1966
ADJUSTMENTS
Float Setting 1-1/16" 1-1/16" 1-1/16" 1-1/16" 1-1/16" 1-1/16"
Secondary Throttle Linkage Adjust link so that primary and secondary stops both contact at the same time.
Secondary Air Valve Opening 29/64" 29/64" 31/64" 31/64" 31/64" 31/64"
Secondary Air Valve Spring Tension
(From Contact) 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn 1-1/4 turn
ACCELERATOR PUMP STROKE
(Top of plunger to top of bowl cover)
Closed Throttle 35/64" 31/64" 31/64" 31/64" 31/64" 31/64"
At Secondary Pick Up 23/64" — — —
Choke Control Lever Adjustment Off Vehicle 3-3/8" 3-3/8" 3-3/8" 3-3/8" 3-3/8" 3-3/8"
Choke Diaphragm Connector Rod
(Clearance between air valve and stop) ... .040" .040" .040" .040" .040" .040/'
Vacuum Kick** 160" .160" .160" .160" .160" .160"
Fast Idle Cam Position** 110" .110" .110" 110" .110" .110"
Choke Unloader (Wide Open Kick)** 190" .190" .190" .190" .190" .190"
Secondary Throttle Lockout 060" to .090" .060" to .090" .060" to .090" .060" to .090" .060" to .090" .060" to .090"
Bowl Vent Valve (Solenoid Disconnected) ... .815" .815" .815" .815" .815" .815"
Fast Idle Speed (RPM—after 500 miles) . . . . 1700 1800 1700 1700 1700 1700
Curb Idle Speed RPM (Solenoid Adjustment) 900 750 700 700 800 800
CHOKE Automatic—Thermostatically controlled with Electric Assist. Fixed Setting.

*California Requirement.
*Thermo-Quad Choke Adjustments are measured at the lowest edge of the choke plate.
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 SPECIFICATIONS 14-67

HOLLEY MODEL 2210 DUAL VENTURI CARBURETOR

HOLLEY CARBURETOR NUMBER R-6452A R-6575A* R-6454A R-6472A*
ENGINE DISPLACEMENT (Cu. In.) 360 360 400 400
TRANSMISSION Automatic Automatic Automatic Automatic
BORE 1-9/16" 1-9/16" 1-9/16" 1-9/16"
VENTURI 1-3/8" 1-3/8" 1-3/8" 1-3/8"
MAIN METERING JET #642 #642 #642 #642
ADJUSTMENTS
Accelerator Pump Setting #3 Slot #3 Slot #3 Slot #3 Slot
.250" Travel .250" Travel .250" Travel .250" Travel
Dry Float Setting Between Toe
of Float and Float Stop 180" .180" .180" .180"
Vacuum Kick 150" .150" .150" .150"
Fast Idle Cam Position 110" .110" .110" .110"
Bowl Vent Valve (At Curb Idle) 015" .015" .015" .015"
Choke Unloader .170" .170" .170" .170"
Curb Idle Speed (RPM) 750 750 700 700
Fast Idle Speed (RPM—after 500 miles) 1900 1900 1800 1800
CHOKE Automatic—Thermostatically controlled with Electric
Assist. Fixed Setting.

*California Requirement

FUEL PUMP SPECIFICATIONS

ENGINE 198 Cu. In. 318 Cu. In. 340 Cu. In. 400 Cu. In. 440 Cu. In.
225 Cu. In. 360 Cu. In. 440 Cu. In. Hi-performance
FUEL PUMP
Make Carter Carter Carter Carter Carter
Model MFS-6352S MS-6449S MS-645OS MS-6415S MS-6416S
or or or or
Make Airtex Airtex Airtex Airtex
Model RD-4O6E RD-4O6EV RD-4O7B RD-538A
Type Diaphragm Diaphragm Diaphragm Diaphragm Diaphragm
Number of Valves 2 2 2 2 2
Driven By Camshaft Camshaft Camshaft Camshaft Camshaft
Pump Pressure (Pounds) . . . . 3-1/2 to 5 5 to 7 5 to 7 3-1/2 to 5 6 to 7-1/2

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14-68 SPECIFICATIONS

FUEL SYSTEM — SPECIAL TOOLS

C-4206

C-4161 KIT

PF416

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 PROPELLER SHAFT AND UNIVERSAL JOINTS 16-1

PROPELLER SHAFT AND UNIVERSAL JOINTS

CONTENTS
Page Page
CROSS AND ROLLER UNIVERSAL JOINT 7 SERVICE DIAGNOSIS 1
GENERAL INFORMATION 1 SPECIFICATIONS 8
PROPELLER SHAFT ANGULARITY 1 TIGHTENING REFERENCE 8

GENERAL INFORMATION

The propeller shaft and universal joint applications Two types of propeller shafts are used on the Dart
on the Dart and Challenger model vehicles incorpo- and Challenger vehicle models, dependent upon en-
rate an internally splined yoke at the front universal gine, transmission and axle ratio combinations. Cer-
joint. The sliding splined yoke slides fore and aft on tain applications will require the usage of propeller
the transmission output shaft to compensate for the shafts having solid tubes.
movement of the rear axle. A bellows type rubber The other propeller shafts will incorporate an in-
seal on the transmission extension, with a hard rub- ternal vibration absorber inside the shaft in the loca-
ber ring which fits over the sliding yoke is used to
tion of the front universal joint. Servicing of both
exclude road splash and other foreign material (Fig
propeller shafts is the same in all respects. (Fig. 2).
1).
All models of the Coronet, Charger, Polara and
The universal joints and sliding spline yoke are
permanently lubricated. The joints should be inspect- Monaco will use the Internal Vibration Absorber
ed every time the vehicle is serviced, for external seal propeller shaft (Fig. 2). This propeller shaft incorpo-
leakage. The joints need not be disassembled or relu- rates a vibration absorber inside the shaft in the
bricated unless seal leakage is evident. If the cross location of the front universal joint. Servicing of both
and roller universal joints are repacked with the rec- front and rear universal joints are the same in all
ommended lubricant, see "Lubrication", Group 0 of respects (Fig. 3).
this manual.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
PROPELLER SHAFT (a) Undercoating or other foreign matter (a) Clean exterior shaft and wash with sol-
VIBRATION on shaft. vent.
(b) Loose universal joint flange bolts. (b) Tighten bolt nuts to specified torque.
(c) Loose or bent universal joint flange or (c) Install new flange. Tighten to specifi-
high runout. cations.
(d) Improper drive line angularity. (d) Correct angularity. See "Propeller
Shaft Angularity."
(e) Rear spring center bolt not in seat. (e) Loosen spring U-bolts, reseat center
bolts and tighten U-bolts to specifica-
tions.
(f) Worn universal joint bearings or miss- (f) Recondition universal joint.
ing rollers.
(g) Propeller shaft damaged (bent tube) (g) Install new propeller shaft.
or out of balance.
(h) Broken rear spring, (h) Replace rear spring,
(i) Excessive runout or unbalanced con- (i) Reindex propeller shaft 180 degrees,
dition. reride and correct as necessary.
UNIVERSAL JOINT NOISE (a) Propeller shaft flange bolt nuts loose. (a) Tighten nuts to specifications.
(b) Lack of lubrication. (b) Recondition universal joint.

SERVICE PROCEDURES
PROPELLER SHAFT ANGULARITY the universal joint angles be maintained within accept-
able tolerances. Propeller shaft and rear axle hous-
The increased emphasis on the need for a quiet, ing angularity may be measured by using the Propel-
smooth operating drive line in all cars require that ler Shaft Angularity Tool C-3976A (Fig. 4). This tool
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16-2 PROPELLER SHAFT AND UNIVERSAL JOINTS-
OUTPUT SHAFT SLIDING YOKE (2) Position gauge on left side of engine so that
i
adapter pins contact flat surface of engine oil pan
EXTENSION HOUSING
flange adjacent to the vertical wall of the oil pan
(Fig. 5). On models equipped with six cylinder en-
gines, use right side of the engine. The gauge must be
held vertical as shown with arrow on gauge SP-5060
pointing toward the front of car.
(3) Adjust position of bubble in spirit level in ac-
cordance with the listing for appropriate car model as
shown in Chart (Figs. 12,13 or 14).
NU16A BUSHING SEAL SHAFT (4) Remove engine adapter SP-5046 and gauge
SP-5060 from flange adjacent to the vertical wall of
Fig, 1—Front Universal Joint Sliding Yoke
oil pan and separate the gauge from engine adapter.
makes it possible to check the angularity at the en- (5) With gauge SP-5060 adjusted for the correct
gine and differential and carrier. engine angle reference, position gauge SP-5060
All joint angle measurements on the vehicle should squarely and firmly along underside of the propeller
be made with the car supported by the tires if pos- shaft (Fig. 6). Make sure Veeway is in alignment and
sible; such as, on an alignment pit or a platform that both adapter pins are contacting propeller shaft.
hoist. A two post hoist may be used where other Be sure arrow on gauge is pointing toward the front
means are not available. The vehicle should be ap- of car.
proximately level when taking angle measurements (6) Observe position of bubble in spirit level and
with any heavy items removed from the luggage compare the position with that shown on Chart (Fig.
compartment or passenger compartment. The fuel 12, 13 or 14) for front joint angle. A normal joint
tank should be full or the equivalent weight simu- angle will cause bubble to position itself within the
lated. acceptable range. If bubble is found to be slightly
When using a twin post hoist, the vehicle must be forward of the acceptable tolerance range, this means
supported by the lower control arms and rear axle that the angle is actually smaller than that specified
housing. DO NOT USE A FRAME CONTACT HOIST and does not need correcting. If bubble in spirit level
WHEN MEASURING PROPELLER SHAFT ANGU- is found to be rearward of the acceptable range, the
LARITY. angle is too large, and must be corrected. To reduce
front universal joint angle, install a flat shim between
FRONT UNIVERSAL JOINT ANGLE the transmission extension housing and rear engine
mount (Fig. 7). Flat shims 1/8 inch in thickness are
(1) Attach engine adapter SP-5046 to gauge SP- required to move the bubble in spirit level one gradu-
5060. ation.

BUSHING
AND ROLLERS

SLIDING
YOKE

NK995A

Fig. 2—Cross and Roller Universal Joint—Front

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¤. PROPELLER SHAFT AND UNIVERSAL JOINTS 16-3
BUSHING
RETAINER ^ BUSHING SHAFT
RETAINER

SCREW A N D
WASHER
ASSEMBLY
RETAINER

RETAINER

NF571C

Fig. 3-Cross and Roller Universal Joint-Rear

(7) To install shim, loosen bolts in rear mount to not make contact with floor pan or make interference
transmission extension housing. with seat belt mounting bolts.
(8) Raise transmission sufficiently using a floor
stand and block of wood beneath transmission oil REAR UNIVERSAL JOINT ANGLE
pan.
(9) Install 1/8 in. shim, lower transmission, re- (1) Remove pinion bumper plate from differential
move floor stand and tighten bolts in rear mount to and carrier housing and position gauge SP-5060 on
transmission extension housing to specifications. the machined pads with locating pin in rear bolt hole
(10) Recheck front joint angle, starting with step (Fig. 8). The arrow on gauge should point toward the
(1) of "Procedure." front of car. On models equipped with 7-1/4 axle
CAUTION: If a great amount of shimming is re- place propeller shaft alignment gauge adapter SP-
quired at the transmission extension rear mount, 5038 between the gauge and machined pads of the
make sure extension housing and propeller shaft will

G A U G E (SP-5060)

ADAPTER (DIFFERENTIAL)
(SP-5038)

ADAPTER (ENGINE) (SP-5046

ADAPTER (DIFFERENTIAL) (C-4050) NR295

Fig. 5-Ad¡ust¡ng Gauge on Engine (Front Joint
Fig. 4-Propeller Shaft Angularity Tool C-3976A Angle Reference)

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16-4 PROPELLER SHAFT AND UNIVERSAL JOINTS-

GAUGE

Fig. 9—Adjusting Gauge on Differential (Models with

Fig. 6—Measuring Front Universal Joint Angle 7-¶¡4 inch Axle) (Rear Joint Angle Reference)
carrier (Fig. 9). The arrow on gauge should point
toward front of car.
(2) Adjust position of bubble in spirit level in ac-
cordance with the listing for appropriate car model as
shown in chart (Figs. 12, 13 or 14).
(3) Remove gauge SP-5060 from differential and
carrier assembly and position it squarely and firmly
along underside of propeller shaft (Fig. 10). Make

Fig. 10—Measuring Rear Universal Joint Angle

sure Veeway is in alignment and that both adapter
pins are contacting shaft. Be sure arrow on gauge is
pointing toward the front of car.
(4) Observe position of bubble in spirit level and
NN242 compare the position with that shown on Chart
Fig. 7—Shim Location (Front Universal Joint Angle (Figs. 12, 13 or 14) for rear joint angle. A normal
Correction)

Fig. 8—Adjusting Gauge on Differential (Rear Joint Fig. 11-Tapered Wedge Location (Rear Universal
Angle Reference) Joint Angle Correction)

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 PROPELLER SHAFT AND UNIVERSAL JOINTS 16-5

ANGULARITY MEASUREMENT AND CORRECTION CHART

UNIVERSAL JOINT FRONT JOINT ANGLE REAR JOINT ANGLE

ADJUST POSITION OF BUBBLE WITH ADJUST POSITION OF BUBBLE WITH

CAR TYPE AND WHEELBASE
GAUGE AT ENGINE OIL PAN FLANGE GAUGE ON DIFFERENTIAL CARRIER

FRONT OF CAR FRONT OF CAR

DODGE 117" W.B.

EXCEPT 2 DR.
SEDAN & H.T.

DODGE 117" W.B.

2 DR. SEDAN & H.T.

DODGE 117" W.B.

440 C l . ENG.
AUTOMATIC TRANS.

DODGE 117" W.B.

STATION WAGON —m

ACCEPTABLE REGION ACCEPTABLE REGION

ANGLE LOW ANGLE HIGH ANGLE LOW ANGLE HIGH

FINAL READING ON PROPELLER SHAFT

(ALL MODELS)

FRONT OF CAR FRONT OF CAR

ADD SHIMS AT ENGINE REAR MOUNT ADD SHIMS AT REAR AXLE HOUSING
(½" FOR EACH GAUGE DIVISION) SPRING SEATS. 1° WEDGE SHIM MOVES
CORRECTION PROCEDURE TO REDUCE FRONT JOINT ANGLE. BUBBLE 3 TO 4 GAUGE DIVISIONS. TO
CORRECT LOW ANGLES ONLY IF FLOOR REDUCE ANGLE, INSTALL THICK END OF
PAN INTERFERENCE IS ENCOUNTERED. WEDGE TO FRONT OF CAR.
PF372

Fig. 12—Universal Joint Angularity Reference Chart

joint angle will cause the bubble to position itself with thick end toward front of car. If bubble is too
within the acceptable range. far to rear, the nose of differential is too high, so
(5) If bubble in spirit level is found outside the thick end of shim goes toward rear of car (Fig. 11).
acceptable range indicated on Chart (Figs. 12, 13 or A 1 degree shim will move bubble in spirit level about
14), you will have to install a wedge type shim be- 3 graduations forward or rearward, depending on
tween both rear springs and the axle housing spring which way the thick end is installed.
pads to bring position of bubble within the acceptable Presently, there are a number of makes of wedge
range. type shims available commercially. Always make sure
To make sure shims are installed properly, remem- shims you use are made of steel and are the same
ber this rule. If bubble is too far forward, insert shim width as the springs on the car. Chrysler Parts Divi-
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16-6 PROPELLER SHAFT AND UNIVERSAL JOINTS
sion has made available steel shims in varying angles ing, make scribe marks on the propeller shaft, uni-
of 1/2 degrees, 1 degree, 2 degrees, and 3 degrees versal joint, and pinion flange before removal.
making it possible with these combinations to set the (1) Remove both rear universal joint roller and
rear universal joint angle within 1/2 degrees of a bushing assembly clamps from rear axle drive pinion
perfect angle. flange (Fig. 3). Do not disturb the retaining strap
(6) To install shims, loosen spring "U" bolt nuts used to hold bushing assemblies on universal joint
and install shims between rear springs and axle hous- cross, if so equipped.
ing spring pads.
(7) Tighten spring "U" bolt nuts to proper specifi- CAUTION: Do not allow propeller shaft to drop or
cations. hang loose from either joint during removal. Wire up
(8) Recheck rear universal joint angle after instal- or otherwise support the loose end of shaft to prevent
lation of wedge type shim, to make sure position of damage to joint.
bubble in spirit level is within the acceptable range.
(9) Reinstall rebound bumper and plate assembly Front Joint (All Models)
on differential carrier, tighten screws to 200 inch- (1) Slide propeller shaft with the front yoke from
pounds. the transmission output shaft (Fig. 2). Be careful not
CAUTION: Under no circumstances should a shim to damage splines on output shaft or yoke. Examine
pack be used that is over 1/4 inch thick at the center. sliding yoke seal for evidence of leakage. If no leak-
If that much shimming is required, look for a possible age is evident, do not disturb the seal. If necessary to
broken rear spring, m¡slocated spring seat, etc. replace the seal, see Transmission, Group 21.
PROPELLER SHAFT
CAUTION: It is important to protect the machined
Removal-Rear Joint (All Models) surface of the sliding yoke from damage after propel-
To maintain proper drive line balance when install- ler shaft has been removed.

ANGULARITY MEASUREMENT AND CORRECTION CHART

UNIVERSAL JOINT FRONT JOINT. ANGLE REAR JOINT ANGLE

ADJUST POSITION OF BUBBLE WITH ADJUST POSITION OF BUBBLE WITH

CAR TYPE AND WHEELBASE
GAUGE AT ENGINE OIL PAN FLANGE GAUGE ON DIFFERENTIAL CARRIER

FRONT OF CAR FRONT OF CAR

DART 111" W.B.
7¼" AXLE

DART 111" W.B.

8¾" AXLE

CHALLENGER
ALL MODELS

ACCEPTABLE REGION ACCEPTABLE REGION

ANGLE LOW ANGLE HIGH ANGLE LOW ANGLE HIGH
FINAL READING ON PROPELLER SHAFT
(ALL MODELS)

FRONT OF CAR FRONT OF CAR

ADD SHIMS AT ENGINE REAR MOUNT ADD SHIMS AT REAR AXLE HOUSING
(¼" FOR EACH GAUGE DIVISION) SPRING SEATS. 1° WEDGE SHIM MOVES
CORRECTION PROCEDURE TO REDUCE FRONT JOINT ANGLE. BUBBLE 3 TO 4 GAUGE DIVISIONS. TO
CORRECT LOW ANGLES ONLY IF FLOOR REDUCE ANGLE, INSTALL THICK END OF
PAN INTERFERENCE IS ENCOUNTERED. WEDGE TO FRONT OF CAR.
PY266A

F¡g. 13-Universal Joint Angularity Reference Chart

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 PROPELLER SHAFT AND UNIVERSAL JOINTS 16-7

Installation with compressed air. Examine bearing surfaces of

cross. They should be smooth and free from ripple
Front Joint (All Models) and pits. If bearing surfaces or seal retainers are
(1) Before installing propeller shaft, wipe sliding damaged, replace cross assembly.
yoke clean and inspect machined surface for NOTE: The crosses used on 7260 universal joints are
scratches, nicks, burrs and correct as necessary. grit blasted during manufacture and have a dull
(2) Engage the yoke splines on end of output finish. This dullness should not be mistaken for wear
shaft, being careful not to burr the splines (Fig. 2). and is not cause for replacement.
Rear Joint (All Models) The crosses used on 7290 universal joints are not
Install rear universal joint of propeller shaft in the grit blasted and therefore should have a shiny and
same position as removed by matching scribe marks. smooth finish.
(1) Install rear universal joint cross and roller (2) Examine rollers in bushings. Rollers that have
bushings in the seats of drive pinion flange. Install operated on a worn cross should be replaced. Roller
bushing clamps and attaching screws (Fig. 3). Tight- should have a uniformly good appearance and roll
en clamp screws to 170 inch-pounds on all models. freely inside bushings.
CROSS AND ROLLER UNIVERSAL JOINT
Assembly
Disassembly (1) Lubricate bushing and roller assemblies with
(1) Before disassembling universal joint, mark Multi-Purpose Grease NLGI Grade 2 EP or Multi-
yoke, cross and bushings to facilitate reassembly if Mileage Lubricant part number 2525035 or equiva-
inspection discloses parts are serviceable. lent. Also, fill reservoirs in the ends of the cross.
(2) Remove four bushing retainers from universal (2) Place cross in propeller shaft yoke, observing
joint cross assembly. Using a socket approximately identification marks made at disassembly. Install
the same diameter as bushing, press one bushing and bushing and roller assemblies in yoke, matching iden-
roller assembly out of yoke by pressing opposite tifying marks.
bushing in. (3) Press both bushing assemblies into yoke while
(3) Press out remaining bushing and roller assem- guiding cross into bushings. Correctly position bush-
bly by pressing on end of cross. ings so retainers can be installed.
(4) Remove cross assembly from yoke. Do not re- (4) Position remaining two bushing assemblies on
move seal retainers from cross assembly. The cross cross. Install retainer strap to hold bushing on cross
and retainers are serviced as an assembly.
during installation of shaft on drive pinion flange.
Cleaning and Inspection Lightly tap outer ends of bushings while rotating
(1) Clean all parts in a suitable solvent and dry cross to be sure cross and bushing operate freely.
ANGULARITY MEASUREMENT A N D CORRECTION CHART

UNIVERSAL JOINT FRONT JOINT ANGLE REAR JOINT ANGLE

ADJUST POSITION OF BUBBLE WITH ADJUST POSITION OF BUBBLE WITH

CAR TYPE A N D WHEELBASE
GAUGE AT ENGINE OIL PAN FLANGE. GAUGE O N DIFFERENTIAL CARRIER.

•FRONT OF CAR FRONT OF CAR

DODGE 122" W.B.
EXCEPT STATION W A G O N
11
DODGE 122 "W.B.
STATION WAGON LI
ACCEPTABLE REGION ACCEPTABLE REGION
ANGLE LOW 7 ANGLE HIGH ANGLE LOW 7 ANGLE HIGH
FINAL READING O N PROPELLER SHAFT
(ALL MODELS)

FRONT OF CAR FRONT OF CAR

ADD SHIMS AT ENGINE REAR MOUNT ADD SHIMS AT REAR AXLE HOUSING
W FOR EACH GAUGE DIVISION) SPRING SEATS. 1° WEDGE SHIM MOVES
CORRECTION PROCEDURE TO REDUCE FRONT JOINT ANGLE. BUBBLE 3 TO 4 GAUGE DIVISIONS. TO
CORRECT LOW ANGLES ONLY IF FLOOR REDUCE ANGLE, INSTALL THICK END OF
PAN INTERFERENCE IS ENCOUNTERED. WEDGE TO FRONT OF CAR. PY268A

Fig. 14—Universal Joint Angularity Reference Chart

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16-8 SPECIFICATIONS

SPECIFICATIONS
PROPELLER SHAFT
Make Chrysler
Type Tubular Steel—One Piece
Diameter—Inches 2.75-3.00^3.25
(Depending on Application)
UNIVERSAL JOINTS
Make Chrysler
Type—Front Cross and Roller
Rear Cross and Roller
Series 7260-7290
(Depending on Application)

YOKE
Make Chrysler
Type Sliding Spline

TIGHTENING REFERENCE
Pounds
Foot Inch
Pinion Flange Clamp Screw (7-1/4", 8-1/4", 8-3/4" Axles) 170
Rear Spring " U " Bolt Nut (7-1/4" Axle) 40
Rear Spring " U " Bolt Nut (8-1/4", 8-3/4" Axles) 45
Pinion Bumper Plate Screw (7-1/4" Axle) 150
Pinion Bumper Plate Screw (8-1/4", 8-3/4" Axles) 200

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 SHOCK ABSORBERS AND REAR SPRINGS 17-1

SHOCK ABSORBERS AND REAR SPRINGS

CONTENTS

Page Page
REAR SPRINGS 5 SPECIFICATIONS 8
SHOCK ABSORBERS 2 TIGHTENING REFERENCE 8

GENERAL INFORMATION

The vehicle identification number on the instrument sandwiched between two rubber isolators which are
panel starts with a capital letter which indicates the contained by a channel type retainer and plate. The
carl¡ne or sales name of vehicle (see Introduction of bottom plate contains the lower shock absorber stud.
this manual). These code letters are also used to indi- The rubber isolators reduce the amount of axle and
cate the vehicle to which the service information ap- road noise transmitted to the body.
plies. Heavy duty rear springs offered as part of the
The rear springs are of the semi-elliptical type and heavy duty suspension option have a higher rate for
are designed to have little or no camber under very greater stability under loaded conditions. (Trailer
light loads. When the load on the rear suspension is Towing). They are part of a complete, engineered
increased, a small amount of reverse spring camber is option which includes heavy-duty torsion bars, and
normal. A relatively flat rear spring gives better heavy-duty shock absorbers. A sway bar is included
lateral stability and reduces side sway which con- on some heavy-duty packages and is optional on oth-
tributes to a well controlled ride and superior han- ers.
dling and stability characteristics. Zinc interleaves are used between the leaves of all
Rubber bushings inserted into the "eye" of each springs to reduce corrosion and improve spring life.
end of the main leaf are the means by which the The shock absorbers do not help support the load,
springs are attached to the mounting brackets bolted but are a means used to control ride motion. The
to the body at the front and to spring shackles at the shock absorbers are matched to the particular sus-
rear. The rubber bushings serve as isolators and re- pension of the vehicle. It is not necessary to replace
duce noise being transmitted to the body. shock absorbers in pairs. Their action does NOT
On carline Y the mounting of the rear axle as- change with use. Replace a shock absorber only if it
sembly to the spring is the same as the previous is broken or leaking badly (not just damp) or has lost
years model. All carlines R, W, P, D and C will use resistance in one or both directions, due to internal
the same mounting as carline Y. The spring is damage. Slight fluid seepage during cold weather op-

SERVICE DIAGNOSIS
SHOCK ABSORBERS
A N D REAR SPRINGS

SPRINGS SAG SHOCK ABSORBER SHOCK ABSORBER

OR BOTTOM SPRING NOISE SPRING BREAKAGE NOISY DRIPPING OIL

SPRINGS SAG LOOSE " U " BOLTS LOOSE U" BOLTS LOOSE BOLT OR STUD • M M WORN SEAL
OR TAKEN A SET

BROKEN, BENT OR LOOSE OR WORN SHOCK ABSORBER UNDERCOATING ON DAMAGED RESERVOIR

tmmm mmmm M M
WEAK SPRING LEAVES INOPERATIVE SHOCK TUBE (CRIMP)
EYE BUSHINGS
ABSORBER RESERVOIR

WORN OR MISSING BUSHING EXCESSIVELY

••••
INTERLINERS WORN

AIR TRAPPED
IN SYSTEM
PF694

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17-2 SHOCK ABSORBERS AND REAR SPRINGS
erations, resulting in a damp appearance, is normal is usually greater than in the compression direction.
and does not affect the performance or life of the Be sure to use the same replacement part as the
shock absorber. Resistance in the extension direction original equipment.

SERVICE PROCEDURES

SHOCK ABSORBERS it from shock absorber using Tool C-3553 by pressing

on the outer sleeve of bushing (Fig. 6).
Front—Removal (Figs. 1,2,3,4 and 5) Pressing on inner sleeve of lower bushing will not
On carline Y, to remove the front shock ab- remove outer sleeve from the shock absorber. New
sorbers you may find it necessary and also more con- shock absorbers are furnished with the lower bushing
venient to remove the tire and wheel assembly and installed; however, bushings are furnished separately
perform the removal from under the fender. for service installation. Test and expel air (see below)
(1) Loosen and remove nut and retainer from up- from shock absorber before installation.
per end of shock absorber piston rod.
(2) Raise car so wheels are clear of floor and Testing and Expelling Air
loosen and remove lower attachment bolt nut. Re- (1) With shock absorber removed, extend fully in
move this bolt from lower shock absorber eye and an upright position.
lower control arm mounting bracket.
(2) Inspect for evidence of fluid running from the
(3) Compress shock absorber completely by push-
upper end of reservoir. (Actual leakage will be a
ing upward and remove from vehicle by pulling down
and out of upper shock absorber mounting bushing. stream of fluid running down the side and dripping
(On carlines P, D, C and Y you may find it necessary off lower end of unit. A slight amount of seepage is
to remove the upper control arm bumper to obtain not unusual and does not affect performance).
enough clearance to remove shock absorber and on (3) Test for low fluid level or air trapped in cylin-
carline Y, the dust shield). der, by holding shock absorber in its normal vertical
(4) Check appearance of upper shock absorber position and alternately extending and compressing
mounting bushing and if it appears worn, damaged,
or deteriorated, remove bushing by first pressing out NUT

inner sleeve with a suitable tool then prying out or RETAINER

cutting out the rubber bushing. (This bushing will BUSHING
take some set after it has been in service and must be
replaced once it has been removed).
(5) If lower bushing requires replacement, remove
NUT

RETAINER

SHOCK ABSORBER

BOLT
NUT

NUT—. ¯Z:- ND71F ND7OD

Fig. I—Front Shock Absorbers (Carlines V, L) Fig. 2-Front Shock Absorber (Carì¡nes B, J)

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 SHOCK ABSORBERS AND REAR SPRINGS 17-3
NUT
ETAINER
RETAINER NUT
BUSHING

RETAINER

RETAINER

DUST SHIELD

SHOCK ABSORBER

LOWER
CONTROL
ARM
BOLT
NP5O6A

Fig. 5-Front Shock Absorber (Carline Y)

'ARM ASSEMBLY sorber. Repeat operation 4 and 5 prior to installation
of a new shock absorber. (New shock absorbers may
have greater resistance than old ones due to friction
NUT PF56
of new seal).
Fig. 3-Front Shock Absorber (Carlines R, W)
unit. There should be no lost motion in either direc- Installation
tion. (1) To install upper rubber bushing, remove inner
(4) Should lost motion be evident, hold shock ab- steel sleeve and immerse bushing in water (Do not
sorber in its normal vertical position and fully extend use oil) and with a twisting motion, start bushing into
it. hole of upper mounting bracket, then tap into posi-
(5) Invert unit and slowly compress it. Do not tion with a hammer. Reinstall steel inner sleeve in
extend unit while it is inverted. bushing.
(6) Repeat steps 4 and 5 several times to expel (2) Install lower mounting bushing in eye of shock
any air trapped in cylinder. absorber using Tool C-3553 (Fig. 6).
(7) Should lost motion persist, replace shock ab- (3) Test and expel air from shock absorber, then,
compress to its shortest length. Insert rod through
TOOL

m.ì

RETAINER

LOWER CONTROL NUT

ARM

KP7l

PF57
Fig. 6—Removing or Installing Shock Absorber
. 4-Front Shock Absorber (Carlines P, D, C) Bushing

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17-4 SHOCK ABSORBERS AND REAR SPRINGS
upper bushing, install upper retainer and nut then NUT
tighten to 25 foot-pounds.
On car line Y position retainer on upper rod of shock
absorber followed by dust shield. Insert rod through BOLT
upper bushing and install upper retainer and nut and
tighten to 25 foot-pounds.
In each case, install all retainers with the concave
side in contact with the rubber.
(4) Position and align lower eye of shock absorber
with that of lower control arm mounting holes. In-
stall bolt (from rear side only on carlines V and L and
tighten nut to 50 foot-pounds with the full weight of
vehicle on the wheels.

Rear—Removal (Figs. 7 , 8 and 9)

(1) Raise vehicle on hoist to a comfortable work- SHOCK ABSORBER
ing position.
BUSHING
(2) Using floor stands under axle assembly, raise
axle to relieve load on shock absorber. PLATE
RETAINER

(3) Loosen and remove nut and retainer attaching

ND68D
shock absorbers to spring plate mounting stud and
remove shock absorber from stud. Fig. 8-Rear Shock Absorber (Carlines B, J)
On carlines P, D, C and Y loosen and remove nut
and retainer attaching shock absorber to spring seat rated, remove and replace.
(6) Test and expel air from shock absorber before
isolator retainer plate, and remove shock absorber
installation, see "Testing and Expelling Air" pro-
from stud. cedure.
(4) Loosen and remove nut and bolt from upper
shock absorber mounting, and remove shock absor- Installation
ber. (On carlines B and J it is necessary to remove (1) Position and align upper eye of shock absorber
rubber plug in luggage compartment to gain access to with mounting holes in crossmember and install bolt
upper mounting bolt nut, in order to remove). (Other and nut. Do not fully tighten. On carlines V and L
models, remove nut and washer and remove shock position washer on shock absorber mounting stud and
absorber).
(5) Inspect appearance of shock absorber mount- NUT

ing bushings and if they appear damaged or deterio- BOLT

NUT
STUD
BUSHING

RETAINER
NUT

SHOCK ABSORBER

RETAINER

SHOCK ABSORBER

PLATE RETAINER

BUSHING
RETAINER ND69D PLATE PD4O5A

Fig. 7-Rear Shock Absorber (Carlines V, L) Fig. 9-Rear Shock Absorber (Carlines R,W,P,D,C,Y)

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 SHOCK ABSORBERS AND REAR SPRINGS 17-5
install shock absorber on stud followed by remaining
cupped washer and nut.
(2) Position washer on spring plate mounting stud
and install shock absorber on stud followed by re-
maining cupped washer and nut. DO NOT fully
tighten.
(3) Lower vehicle until full weight of vehicle is on
the wheels. Tighten upper nut to 70 foot-pounds, (car-
lines V, L 50 foot-pounds). Tighten lower nut 50 foot-
pounds. On (Carline B, J reinstall rubber plug in floor
pan of luggage compartment).

REAR SPRINGS

Measuring Spring Height (F¡gs. 10, I I , 12 WASHER

and Ì3)
When measuring rear spring heights, vehicle NP333B

should be placed on a level floor, have correct front Fig. f I—Rear Spring (Carlines B, J)
suspension height on both sides, correct tire pres-
sures, no passenger or luggage compartment load and ANGER
a full tank of fuel. INSERT
(1) Jounce car several times (front bumper first). BUSHING
SHACKLE
Release bumpers at same point in each cycle.
(2) Measure shortest distance from highest point NUTS ?LATE ¡
BUSH SPRING
on underside of rear axle bumper strap (at rear of
bumper) to top of axle housing. ¾^ STATION WAGON
BUSHINGS
SHACKLE
(3) Measure both right and left sides.
If these measurements vary by more than 3/4 inch
(side to side), it is an indication that one of the rear
springs may need replacing.
It is normal for rear springs to show some reverse SPRING
arch, even with no load, so appearance alone should
not be reason for spring replacement.
NUT
BUSHING
Removal WASHER PF58

(1) Raise vehicle on hoist to a comfortable work- Fig. 12-Rear Spring (Carlines ft, W)
ing position. (3) Disconnect rear shock absorber at spring plate
(2) Using floor stands under axle assembly, raise lower mounting stud. Lower axle assembly, permit-
axle assembly to relieve weight on rear spring. ting rear springs to hang free. (On some carlines B,
J, R and W disconnect rear sway bar links).

HANGER
PLATE
BOLT

NUT
BUSHING SPRING
NUT »»¢ ND66F WAGON SHACKLE

Fig. 10-Rear Spring (Carlines V, L) Fig. 13-Rear Spring (Carlines P, D, C, Y)

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17-6 SHOCK ABSORBERS AND REAR SPRINGS
(4) Loosen and remove "U" bolt nuts and remove CLAMP
"U" bolts and spring plate.
(5) Loosen and remove the nuts holding tront ISOLATOR
spring hanger to body mounting bracket.
(6) Loosen and remove rear spring hanger bolts " U " BOLT
and let spring drop far enough to pull front spring
hanger bolts out of body mounting bracket holes. SHOCK ABSORBER
(On carlines B and J loosen and remove rear shackle
nuts, plate and remove shackle; this will promote
ease in spring removal). SPRING
(7) Loosen and remove front pivot bolt from front ASSEMBLY
spring hanger.
(8) Loosen and remove shackle nuts and remove
shackle from rear spring.
ISOLATOR NUT
Installation
Inspect rear spring front pivot bolt bushing and if
necessary, replace bushing; see "Pivot Bushing Re-
PLATE PD4O6
placement" procedure.
(1) Assemble shackle and bushings in rear of Fig. 14-Rear Spring Isolator (Carlines R,W,P,D,C,Y)
spring and rear spring hanger. (Do not lubricate rub-
ber bushings.) Start shackle bolt nut. Do not tighten. Pivot Bushing Replacement
On carlines B and J, position bushings into spring eye The removal of old bushings and installation of new
followed by lower shackle bolt and raise spring into bushings is performed in one operation, using Tool
position. Insert upper bushings into hanger and in- C-3709 (Fig. 15).
stall shackle bolt. Install plate and nuts. Do not (1) Raise vehicle on hoist to a comfortable work-
tighten. ing position.
(2) Assemble front spring hanger to front spring (2) Using floor stands under axle assembly, raise
eye and install pivot bolt and nut. Do not tighten. axle assembly to relieve weight on rear spring.
(3) Position rear spring hanger to body bracket (3) Disconnect rear shock absorber at spring plate
and install bolts and tighten bolts to 30 foot-pounds. lower mounting stud. Lower axle assembly, permit-
(4) Raise the spring and start the spring hanger ting rear springs to hang free.
bolts in mounting bracket holes (light leverage such (4) To replace front pivot bushing, remove rear
as mechanics shoulder under spring might be neces- spring front hanger from body bracket. Remove pivot
sary to position spring hanger studs in mounting bolt and hanger from spring.
bracket holes). Install nuts and tighten to 30 foot- (5) Place new bushings on Tool C-3709 (Fig. 15),
pounds. arrange tool in spring eye, then press out old bush-
(5) Lower axle assembly into correct position with ing while pressing in new bushing in one operation.
axle centered over spring center bolt. (6) Assemble front hanger to spring but do not
(6) Position the spring clamp and upper isolator tighten pivot bolt nut until full weight of vehicle is on
over center bolt followed by bottom isolator and plate. wheels.
(7) Attach spring hanger to body bracket and
Carlines R, W, P, D, C and Y (Fig. 14) install "U" bolts
tighten mounting bolts to 30 foot-pounds.
and nuts. Tighten to 40 foot-pounds (carlines V, L, B (8) To replace rear spring shackle bushings re-
and J with 7-1/4 inch axle) and 45 foot-pounds on move rear spring hanger from body bracket. Remove
models having other axles. shackle, then slide bushings out of spring and hanger.
(7) Install shock absorber on stud and tighten nut
50 foot-pounds. (Connect sway bar link if applicable).
SP-92 SP-3179 SP-3Ì8O SP-3242
(8) Lower vehicle to floor and with full weight of
vehicle on the wheels, tighten pivot bolts and/or nuts
to 125 foot-pounds. Tighten shackle nuts 30 foot-
pounds on carlines V and L, and 40 foot-pounds on
all other models.
(9) It is recommended that after a rear spring has
been replaced, that the vehicle be driven and the SP-3178
front suspension heights be remeasured and corrected SPRING NY2O4A
if necessary. Fig. 15—Pivot Bushing Replacement

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 SHOCK ABSORBERS AND REAR SPRINGS 177
(9) Insert new bushings in spring and hanger then
assemble shackle and hanger on spring. Start shackle PINION AND REAR
AXLE ASSEMBLY
bolt nuts.
INSULATOR
(10) Attach hanger to body bracket and tighten
RETAINER
mounting bolt to 30 foot-pounds.
(11) Lower vehicle to floor and with full weight of RETAINER
vehicle on the wheels, tighten pivot bolts and/or nuts
to 125 foot-pounds. Tighten shackle nuts 30 foot-
pounds, carlines V and L, 40 foot-pounds on all other
models.
(12) Reinstall shock absorber on spring plate stud
SHAFT ASSEMBLY'
and tighten to 50 foot-pounds.
SCREW--^/N^¾^INSULATÕR
SUPPORT ASSEMBLY
SPRING INTERLINER SPRING ASSEMBLE
PLATE ASSEMBLY"
Removal
(1) Raise vehicle on hoist to a comfortable work- Fig. 17-Rear Say Bar (Carlines B, J)
ing position.
(2) Using floor stands under axle assembly, raise ZINC INTERLEAF
axle assembly to relieve weight on rear spring. To remove or install zinc interleaves (Fig. 16) be-
(3) Disconnect rear shock absorber at spring plate tween spring leaves, it will be necessary to remove
lower mounting stud. Lower axle assembly, permit- center bolt and disassemble spring leaves. Tighten
ting rear springs to hang free. spring center bolt nut 25 foot-pounds on carlines V,
(4) Remove spring alignment clips and discard. L, B and J and 40 foot-pounds on carlines R, W, P, D,
(On carline Y, retain clips for re-installation). C and Y.
(5) Using a tapered pry bar or screwdriver, sepa-
rate spring leaves and remove interliners. SWAY BAR (Figs. 17 and 18)
(6) Keeping spring leaves separated, clean mating
area of both spring leaves thoroughly. If rust or cor- Removal—Carlines B and J
rosion is evident, wrap fine sandpaper around a flat (1) Loosen and remove upper link nut, retainers
file or putty knife and sand until area is smooth and and rubber insulators on both sides.
clean. (2) Loosen and remove screws attaching each
bracket assembly to each rail.
Installation
PINION A N D
(1) With spring leaves still separated, insert new REAR AXLE ASSEMBLY
interliner with retaining buttons in alignment with
locating holes.
(2) Press retaining buttons into retainer holes and
remove pry bar or screwdriver from spring leaves. SUPPORT
(3) Repeat above procedure for balance of inter- ASSEMBLY

liners. (Do not lubricate in†erliners.)

(4) Install new alignment clips (On carline Y, re-
install old clips).
(5) Reinstall shock absorber on spring plate stud
and install washer and nut; tighten to 50 foot-pounds.
(6) Lower vehicle onto its wheels.
RETAINER

SHAFT ASSEMBLY

BRACKET ASSEMBLY

NUT
NH171A RETAINERS *T ```" PF6O

Fig. 16-Z¡nc Interleaf Fig. 18-Rear Sway Bar (Carlinesft,W)

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17-8 SPECIFICATIONS
(3) Remove sway bar from vehicle. Tighten nuts to 100 inch-pounds.
(4) Loosen and remove nuts, retainers and rubber
insulators and remove links from support assembly. Removal—Carlines R and W
(5) If the rubber insulators show excessive wear (1) Loosen and remove two sway bar link retaining
or deterioration, install new ones. nuts, two retainers and two insulators.
(2) Loosen and remove two nuts and retainer off
Installation—Carl¡nes B and J each bracket fastened to each rail.
(1) Position link with retainer and rubber insulator (3) Remove sway bar from vehicle, remove insula-
in support assembly followed by rubber insulator, tor and retainer from each link.
retainer (concave side toward rubber insulator) and
nut. Tighten nut to 100 inch-pounds. Duplicate this Installation—Car lines R and W
procedure for the opposite side. (1) Install retainer and insulator on each link.
(2) Position sway bar assembly to frame rails and (2) Position sway bar to rails, starting each link
install attaching screws and tighten to 200 inch- through each support assembly; install retainer to
pounds. bracket bolts, tighten bolts to 200 inch-pounds.
(3) On each link install a retainer, followed by a (3) On each link, install insulator, retainer and nut.
rubber insulator and the sway bar. Tighten nuts to 100 inch-pounds.
(4) Install upper rubber insulator, retainer and nut.

SPECIFICATIONS
REAR SPRINGS V, L B,J R,W P
Semi-Elliptical
NUMBER OF LEAVES
Standard
(198 Cl Engine) 4
(225 Cl Engine) 5 4-1/2 5
(318 Cl Engine) 5 4-1/2 5
(340 Cl Engine) 6 4-1/2 6
(360 Cl Engine) 4 4
(400 Cl Engine) 4-1/2 5 4 4
(440 Cl Engine) 6 5,6 5,6 7
Heavy Duty 6 5 6 5 5 7
Station Wagon (Standard) . . . 6 6 6
Heavy Duty 6 7 6-1/2
Taxi 4-1/2 6-1/2
Police 4-1/2 6-1/2
LENGTH (Inches) 55 57 58 62 62 62 62
WIDTH (Inches) 2-1/2 2-1/2 2-1/2 2-1/2 2-1/2 2-1/2 2-1/2
MOUNTING
Front All-Rubber Bushing
Rear All-Shackle Rubber Bushing
SHOCK ABSORBERS
Type All-Orif low/Blow-off
Mounting All-Rubber Bushing

TIGHTENING REFERENCE
Foot Pounds Foot Pounds
REAR SPRINGS SHOCK ABSORBERS
Center Bolt Nut (Except V, L) 40 Front
V, L 25 Lower Bolt Nut 50
Front Hanger Nut 30 Upper Shaft Nut 25
Pivot Bolt or Nut (Except V, L) 125 Rear
V, L 85 Lower Stud Nut 50
Rear Hanger Bolt 30 Upper Bolt Nut (Except V, L) 70
Shackle Nut (Except V, L) 40 Upper Stud Nut—V, L 50
V, L 30 REAR SWAY BAR—B, J, R and W Inch Pounds
" U " Bolt Nut (Except 7-1/4" Axle) 45 Shaft Bracket Retaining Screw 200
(7-1/4" Axle) 40 Link Nut 100

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 STEERING 19-1

STEERING
CONTENTS
Page Page
MANUAL GEAR 1 PUMPS 23
POWER GEAR 8 STEERING COLUMNS 38

MANUAL STEERING GEAR

INDEX

Page Page
Adjustments 2 Sector Shaft Oil Seal Replacement 8
Gear Installation 3 Service Diagnosis 1
Gear Reconditioning 3 Specifications 58
Gear Removal 3 Tightening Reference 59
General Information 1 Tool Identification 7

GENERAL INFORMATION

The manual steering gear (Fig. 1) is designed to pressed into the gear housing, and the upper bearing
provide easy steering with mimimum friction in the cup is pressed into the wormshaft bearing adjuster.
steering gear. A ball nut travels up or down on the The sector shaft is integral with the sector gear.
wormshaft, riding on recirculating balls acting as a The sector gear meshes with the rackteeth on the
screw thread. re-circulating ball nut. Adjustment at this point is
The wormshaft and ball nut assembly is supported controlled by the sector shaft adjusting screw which
in the gear housing by an adjustable ball thrust type extends through the housing cover.
upper and lower bearing. The lower bearing cup is

IXCBMVI PLAY OR PULL TO ONI SIDI

LOOMNHS IN THI (TINDINCY OF THI
VIHICLI TO VEIR IN
ONI DIRKTK>N ONLY)

FRONT WHEEL BEARINGS INCORRECT TIRE PRESSURE.

IMPROPERLY ADJUSTED.
STEERING ARMS LOOSE BROKEN OR SAGGING
AT STEERING KNUCKLES. REAR SPRING

JL
STEERING LINKAGE WHEEL BEARINGS
LOOSE OR WORN GREASE, DIRT, OIL OR IMPROPERLY ADJUSTED.
STEERING GEAR HOUSING BRAKE FLUID IN
ATTACHING BOLTS LOOSE.
BRAKE LININGS.

WORN BALL JOINTS. DRAGGING BRAKES.

STEERING GEAR ADJUSTMENT INCORRECT FRONT
TOO LOOSE WHEEL ALIGNMENT

STEERING ARM
LOOSE O N STEERING BENT SUSPENSION PARTS.
STEERING GEARSHAFT FRONT AND REAR WHEELS
GEAR SHAFT. ADJUSTED TOO LOOSE
OR BADLY WORN. OUT OF ALIGNMENT.

PF739
TO SHEET 2 OF 2
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19-2 STEERING—MANUAL
FROM SHEET 1 OF 2

MP(IXCB
HAtD STIOMNO VERTICAL MOTION OF
WHULS)
LOOSE TIE ROD ENDS
OR STEERING
CONNECTIONS.

LOW OR UNEVEN INCORRECT

TIRE PRESSURE. TIRE PRESSURE.
WORN OR
STEERING GEAR SHAFT INOPERATIVE SHOCK
ADJUSTED TOO TIGHT.
ABSORBERS.

INSUFFICIENT LUBRICANT
IN THE STEERING GEAR
HOUSING OR IN
STEERING LINKAGE.
IMPROPER BALANCE
FRONT WHEELS
OUT OF LINE. OF WHEELS, TIRES
AND BRAKE DRUMS.

PF739

SERVICE PROCEDURES
Adjustments with Tool C-4150 (Fig. 3).
Two adjustments are provided in the steering gear (2) Remove horn pad.
(Fig. 2). The worm bearing pre-load adjustment, and (3) Loosen sector shaft adjusting screw lock nut,
the ball nut rack sector gear mesh adjustment. and back out adjusting screw approximately two
Before the correct adjustment can be made at the turns. This will relieve any friction load which may be
ball nut rack and the sector gear, it must be deter- present at the closely meshed ball nut rack and sector
mined that the worm bearing pre-load is properly gear teeth.
adjusted. (4) Turn steering wheel two complete turns from
The worm bearing pre-load adjustment is con- straight ahead position, and place torque wrench Tool
trolled by the worm thrust bearing adjuster which C-3380 on steering shaft nut.
threads into the housing at the upper end of the (5) Rotate steering shaft at least one turn toward
wormshaft. straight ahead position, while testing rotating torque
with torque wrench.
Worm Bearing Pre-load
(1) Disconnect steering gear arm from sector shaft FILLER PLUG

DIE-CAST SECTOR SHAFT

ALUMINUM HOUSING ADJUSTMENT

BALL
BEARINGS

SECTOR SHAFT
GEAR CLEARANCE
ADJUSTING SCREW

WORM SHAFT
BEARING
W O R M SHAFT ADJUSTMENT
RECIRCULATING-
BALL NUT

SECTOR SHAFT

PD24A NK462A
Fig. I —Steering Gear Cross Section Fig. 2—Gear Adjustment Locations
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 MANUAL—STEERING 19-3

steering arm on sector shaft.

(5) Tighten steering arm retaining nut to 175
foot-pounds.

Gear Removal
To avoid damage to the energy absorbing steering
column, it is recommended that the steering column
be completely detached from floor and instrument
panel before steering gear is removed. See Steering
Column Section of this manual for proper removal,
alignment and installation procedure.
(1) Remove steering column.
(2) From under vehicle, remove steering arm re-
taining nut and lock washer. Remove steering arm
with Tool C-4150 (Fig. 3).
(3) Remove gear to frame retaining bolts or nuts
Fig. 3—Removing Steering Gear Arm and remove gear.
The torque required to keep wheel moving should
be between 1-1/2 and 4-1/2 inch-pounds. If reading is Gear Installation
not within these limits, adjustment can be made, in or (1) Position gear on frame and install gear to
out of the vehicle as follows: frame retaining bolts and lock washers. Tighten to
(a) Loosen adjuster lock nut. specifications.
(b) Use adjuster wrench from Tool C-3884 set and (2) Rotate worm shaft by hand and center sector
turn adjuster clockwise to increase pre-load, or coun- shaft to mid point of its travel. Align master serra-
terclockwise to decrease pre-load. tion on sector shaft with splines in steering arm. In-
(c) While holding adjuster from turning, tighten stall steering arm with lock washer and nut. Tighten
lock nut securely, then retest worm bearing pre-load. to specifications.
(3) Align and install steering column as outlined.
(See "Steering Columns").
Ball Nut Rack and Sector Mesh
The sector shaft adjusting screw, located in housing Worm Shaft Replacement
cover, raises or lowers shaft to provide proper mesh The master serration on the steering gear worm
load between tapered teeth of sector gear and tapered shaft spline, used for centering the steering shaft
teeth of ball nut. This adjustment can be accurately coupling, is machined after the steering gear is com-
made only after proper worm bearing preload has pletely assembled.
been established. If it should become necessary to replace a steering
(1) Turn steering wheel gently from one stop to gear worm shaft, it will be necessary to file a master
the other, carefully counting number of turns. Turn serration on the spline of the worm shaft, since the
steering wheel back exactly half way, to center posi- replacement part does not have a master serration
tion. machined in the spline.
(2) Turn sector shaft adjusting screw clockwise to To file a master serration on a worm shaft spline,
take out all lash between ball nut rack and sector the steering gear must be completely assembled and
gear teeth, then tighten adjusting screw lock nut to the worm shaft centered in its travel, then with the
35 foot-pounds. steering gear in its normal upright position remove
(3) Turn steering wheel about 1/4 turn away from one tooth of the spline, at the 12 o'clock position,
center of "high spot" position. Then, using torque with a suitable file.
wrench Tool C-3380, at steering wheel nut, measure
torque required to rotate steering wheel through Gear Reconditioning
high spot at center position. The reading should be Thoroughly clean entire outside surface of steering
between 8 and 11 inch-pounds. This represents the gear before disassembly to avoid contaminating
total of worm shaft bearing pre-load and ball nut wormshaft and ball nut assembly with dirt or grit.
rack and sector gear mesh load. Readjust sector shaft (1) Attach steering gear to holding fixture, Tool
adjustment screw if necessary, to obtain proper C-3323 and install holding fixture in a vise (Fig. 2).
torque reading. (2) Loosen sector shaft adjusting screw lock nut,
(4) After adjustments have been completed, place and back out screw about two turns to relieve load
front wheels in a straight ahead position, and with caused by close mesh between ball nut rack and sec-
steering gear and steering wheel centered, install tor gear teeth. Remove sector shaft seal as outlined in
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 19-4 STEERING—MANUAL •a

"Sector Shaft Oil Seal Replacement." W O R M SHAFT ADJUSTER

(3) Position steering wormshaft in straight ahead
position.
(4) Remove bolts from sector shaft cover and slow-
ly remove sector shaft while sliding arbor tool into
housing. Use Tool C-3875 for 1-1/8 inch diameter
sector shaft and Tool C-3786 for 1-1/4 inch diameter
sector shaft (Fig 4).
(5) Remove lock nut from sector shaft adjusting
screw and remove screw from cover by turning screw
clockwise.
(6) Slide adjustment screw and shim out of slot in
end of sector shaft.
(7) Loosen wormshaft bearing adjuster lock nut
with a soft drift and remove lock nut. Hold
wormshaft from turning while unscrewing adjuster, Fig. 5-Remov¡ng Worm Shaft Adjuster
using tool wrench from Tool Set C-3884 (Fig. 5). serviced as an assembly.
(8) Slide wormshaft adjuster off shaft. (11) Remove wormshaft oil seal from wormshaft
CAUTION: The adjuster must be handled carefully to bearing adjuster, by inserting a blunt punch behind
avoid damage to aluminum threads. seal and tap alternately on each side of seal until seal
Be careful that the ball nut does not run down to is driven out of adjuster.
either end of the wormshaft as the ball guide ends (12) Remove wormshaft upper bearing cup in
can be damaged if the ball nut is allowed to rotate same manner. However, this must be done carefully
until stopped at the end of the worm. to avoid cocking the bearing cup and distorting ad-
(9) Carefully remove worm and ball nut assembly juster counterbore. A spacer is used under the upper
(Fig. 6). bearing cup on steering gears having 1-1/4 inch di-
The ball nut and wormshaft are serviced as an ameter sector shafts.
assembly only, and are not to be disassembled. Do not (13) Remove lower cup if replacement is neces-
remove or disturb ball return guides. Place ball nut sary by positioning locking head jaws of remover
and wormshaf† assembly in a clean place. Tool C-3868 (Fig. 8) behind the bearing cup and
(10) Remove sector shaft needle bearing (if so expanding remover head by pressing down on center
equipped) by placing steering gear housing in an ar- plunger of tool. Withdraw bearing cup by turning
bor press; insert Tool C-3875 (1-1/8 inch shaft), or remover screw nut in clockwise direction while hold-
Tool C-3786 (1-1/4 inch shaft), with adapter ring in ing center screw.
lower end of housing (Fig. 7) and press both bearings
through housing. For Tool C-3786 no adapter ring is
required.
CAUTION: The adapter ring must be used with re-
mover and installer arbor Tool C-3875 otherwise
bearings will be crushed.
Housings equipped with sector shaft bushings are WORMSHAFT A N D
serviced as an assembly only. The sector shaft cover BALL NUT
assembly, including a needle bearing or bushing, is ASSEMBLY
SECTOR SHAFT
SECTOR SHAFT
BEARING TOOL

ND468
ND46OA
Fig. 6-Removing Worm Shaft and Ball Nut
Fig. 4—Removing Sector Shaft Assembly
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 MANUAL—STEERING 19-5
(16) Extreme care is necessary when handling
aluminum worm bearing adjuster to avoid damaging
threads. It is equally important to avoid damaging
mating threads in gear housing. The wormshaft ad-
PRESS juster must never be screwed into housing without
RAM
lubrication, or when threads are dirty or damaged.
These precautions must be taken to avoid "picking
SECTOR SHAFT
BEARING
up" threads and ruining the housing and/or
TOOL wormshaft bearing adjuster.
(17) Inspect sector shaft for wear and check fit of
shaft in housing bearings. Inspect fit of shaft pilot in
cover bearing. Make sure the wormshaft has not been
bent or otherwise damaged.
(18) Sector shaft and wormshaft oil seals should be
replaced when unit is reconditioned.
(19) Install sector shaft lower needle bearing by
placing bearing on end of Tool C-3875 for 1-1/8 inch
diameter sector shaft or Tool C-3786 with adapter
ring, for 1-1/4 inch shaft. Press bearing into housing
to 7/16 inch below end of bore for 1-1/8 inch shaft
and 1/2 inch below for 1-1/4 inch shaft to provide
space for oil seal.
CAUTION: The adapter ring must be used with re-
ND462B mover and installer arbor Tool C¯3875 and Tool C-
Fig. 7—Removing Sector Shaft Inner and Outer 3786 otherwise bearings will be crushed.
Bearings (20) Install upper needle bearing by placing bear-
(14) Wash all parts in clean solvent and blow dry ing on Tool C-3875 with adapter ring or Tool C-3786
with compressed air. (Fig. 9). Press bearing into inside end of housing
(15) T¡est operation of ball nut assembly on bore flush with inside end of bore surface.
wormshaft. If ball nut does not travel smoothly and (21) To install wormshaft bearing cups, position
freely on wormshaft and there is roughness or bind- cups in housing and bearing adjuster nut. Be sure to
ing, assembly must be replaced. replace spacer under upper bearing cup on 1-1/4 inch
diameter sector shaft gears. Then press them in place
with Tool C-3865 (Figs. 10 and 11).
(22) Install wormshaft oil seal by positioning seal
TOOL C-3868
in wormshaft adjuster with seal metal retainer UP.
Drive seal into place with a suitable sleeve so it is
slightly below end of bore in adjuster.
(23) Apply a coating of steering gear lubricant to

ARBOR PRESS

NK457 NK458A

Fig. 8—Removing Lower Bearing Cup Fig. 9—Installing Inner Bearing

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19-6 STEERING—MANUAL
sert wormshaft and, ball nut assembly into housing
with end of worm resting in thrust bearing.
PRESS (27) Place upper thrust bearing on wormshaft.
RAM Thoroughly lubricate threads on adjuster and threads
on housing.
STEERING (28) Place a protective sleeve of plastic tape over
BEARING CUP GEAR wormshaft splines so splines do not damage seal.
INSTALLER HOUSING Slide adjuster assembly over shaft.
(29) Thread adjuster into steering housing, and
with Tool wrench C-3884 and splined nut set, tighten
adjuster to 50 foot-pounds while rotating wormshaft.
This is done to effectively seat bearings.
(30) Loosen adjuster so no bearing pre-load exists.
Then, using torque wrench Tool C-3380, adjust
wormshaft bearing pre-load from 1-1/8 to 4-1/2 inch-
pounds.
(31) After adjusting preload, tighten bearing ad-
juster lock nut, and retest to be sure preload remains
between 1-1/8 and 4-1/2 inch-pounds.
(32) Before installing sector shaft, pack wormshaft
ND4Ó4 cavities in housing above and below the ball nut with
steering gear lubricant. Use steering gear lubricant
Fig. ¶O-lnstall¡ng Worm Shaft Lower Bearing whenever possible, but if not available, a good grade
Cup of multi-purpose, lubricant may be used. Do not use
all moving parts during assembly, also place lubricant gear oil. When gear is properly packed with steering
on and around oil seal lips. gear lubricant it will contain eleven fluid ounces of
(24) Clamp holding fixture and housing in a vise lubricant, and level of lubricant will be at top of
with bearing adjuster opening upward. worm.
(25) Place a thrust bearing in lower cup in hous- (33) Slide sector shaft adjusting screw and shim
ing. into slot in end of shaft.
(26) Hold ball nut from turning (Fig. 6), and in- (34) Test end clearance (Fig. 12). The screw must
be free to turn with zero to .004 inch end play. Three
different thickness shims are available to obtain spec-
ified clearance.
(35) Start sector shaft and adjuster screw into
bearing in housing cover. Then, using a screw driver
PRESS RAM through hole in cover, turn screw counterclockwise to
pull shaft into cover.
BEARING CUP (36) Install adjusting screw lock nut, but do not
INSTALLER tighten at this time.
(37) Rotate wormshaft to centralize ball nut.
(38) Place new cover gasket on housing cover.

WORMSHAFT
BEARING
ADJUSTER

SECTOR SHAFT

ADJUSTING SCREW
ND47O NY1231C

Fig. I I -Installing Worm Shaft Upper Bearing Fig. Ì2-Measuring Sector Shaft Adjusting Screw
Cup End Clearance
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 MANUAL—STEERING 19-7

MANUAL STEERING — SPECIAL TOOLS

C-3380 C-3786

C-3865 C-3868

oQO C-3880
C-3875

C-3884

C-4150

PF157

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19-8 STEERING—POWER

HOUSING HOUSING

TOOL C-3880

TOOL C-3880

NK459

Fig. 13-Removing Sector Shaft Off Seal Fig. 14-lnstal¡ing Sector Shaft Oil Seal
(39) Carefully install sector shaft and cover assem- removing steering gear from vehicle.
bly into steering gear housing (Fig. 4). Coat the sector CAUTION: When replacing oil seal in vehicle, clean
shaft and sector teeth with steering gear lubricant the exposed portion of cross shaft to help prolong oil
before installing sector shaft in housing. seal life.
(40) Make certain some lash exists between sector (1) Remove steering gear arm retaining nut and
shaft sector teeth and ball nut rack then install and lock washer. Remove arm with Tool C-4150 (Fig. 3).
tighten the cover bolts to 25 foot-pounds. Use Tool C-3880 to service sector shaft seal. The
(41) Position sector shaft seal on sector shaft with tool consists of adapter SP-3056; half rings SP-1932
lip of seal facing gear housing. Place installing adapt- and nut SP-3610.
er SP-3828 from Tool C-3880 against seal with short (2) Slide threaded adapter over end of sector shaft
step toward seal (Fig. 14). Position nut from Tool and install nut portion of tool on shaft. (Fig. 13).
C-3880 on sector shaft and turn it down against adapt- Maintain pressure on adapter with tool nut while
er, pressing seal into housing until step on adapter screwing adapter into seal until it grips oil seal
contacts end of housing. Remove tool. firmly. Place two half rings and retainer over both
(42) Turn worm shaft about 1/4 turn away from portions of tool. Turn tool nut counterclockwise to
center of "high-spot" position. Using torque wrench withdraw seal from housing.
C-3380 and 3/4 inch socket on worm shaft spline, (3) Place seal onto splines on sector shaft with lip
check torque required to rotate shaft through high of seal facing gear housing.
spot at center position. The reading should be be- (4) Place installing adapter SP-3052 from Tool C-
tween 8 and 11 inch pounds. Readjust sector shaft 3880 against seal. Press seal in until a gap of 1/4 inch
adjusting screw as necessary to obtain proper torque exists between adapter and housings (Fig. 14).
reading. Tighten lock nut to 35 foot-pounds and (5) Place nut down from Tool Set C-3880 on sector
recheck sector shaft torque. shaft, and turn it down against adapter, pressing seal
into housing until step on adapter contacts end of
Sector Shaft Oil Seal Replacement housing.
The sector shaft oil seal may be replaced by the (6) Remove tool, install steering arm, lock washer
following procedure either on the bench, or without and retaining nut and tighten nut to 175 foot-pounds.

POWER-STEERING GEAR

INDEX
Page Page
General Information 8 Tests and Adjustments 21
Service Diagnosis 9 Gear Reconditioning 15
Service in Vehicle 11 Gear Installation 23
Sector Shaft Adjustment 11 Gear Removal 15
Sector Shaft Oil Seal Replacement 13 Specifications 58
Valve Body Recondition 13 Tightening Reference 59
Service Out of Vehicle 15 Tool Identification 22
Wormshaft Oil Seal Replacement 14
GENERAL INFORMATION
The vehicle identification number on the instrument carline or sales name of vehicle (see Introduction of
panel starts with a capital letter which indicates the this manual). These code letters are also used to indi-

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¤. POWER—STEERING 19-9

ca†e the vehicle to which the service information ap- recirculating ball contact. The steering valve mounted
plies. on top of the steering gear, directs the flow offluidin
The power steering gear consists of a gear housing the system.
containing a sector shaft with sector gear, a power Fluid is supplied to the steering gear, by an engine
piston with gear teeth broached into the side of the driven constant displacement type pump through a
piston which is in constant mesh with the sector shaft pressure hose. Oil is returned to the pump reservoir
teeth, and a wormshaft connecting the steering from the steering gear through a return hose. (Figs.
wheel to the power piston through a pot type cou- 1 and 2).
pling. The wormshaft is geared to the piston through

POWER STIIRING
SIRVICI DIAGNOSIS

TEMPORARY
INCREASES IN EFFORT
POOR RECOVERY CAR LIADS
W H I N TURNING HARD STEERING
STEERING W H I U . TO PROM TURNS TO EITHER SIDI
THE RIGHT OR LIFT

TIRES NOT
PROPERLY INFLATED.

LOW OIL LEVEL IN

PUMP RESERVOIR STEERING IMPROPER
(USUALLY
LINKAGE BINDING. WHEEL ALIGNMENT.
ACCOMPANIED BY
PUMP NOISE).

ENGINE IDLE
TOO LOW. AIR IN SYSTEM. LOOSE PUMP BELT.
[ COLUMN COUPLING
BOTTOMED IN EITHER
DIRECTION.
COLUMN JACKET AND
STEERING SHAFT
IMPROPERIY
ALIGNED.

PUMP OUTPUT
rumr v u i r u i LOW.
L\JYV. •
SECTOR SHAFT
ADJUSTMENT
TOO TIGHT.
STEERING GEAR
MALFUNCTIONS.
J VALVE BODY OUT
OF ADJUSTMENT.

FLOW CONTROL
LOOSE HOUSING
VALVE STICKING
IN PUMP. HEAD SPANNER NUT.

li
PRESSURE RELIEF
DAMAGED
VALVE STICKING
VALVE LEVER.
IN PUMP.

STEERING GEAR WORM THRUST RIGHT TURN

MALFUNCTIONS. BEARING ADJUST- EXCESSIVE REACTION SEAL
SEE 'HARD MENT TOO TIGHT. INTERNAL LEAKAGE. DAMAGED.
STEERING"

REACTION OIL
REACTION RING PASSAGEWAY NOT
REACTION SEAL DRILLED IN HOUSING,
STICKING STICKING IN WORN, DAMAGED,
•TESTS, ADJUSTMENTS, AND SERVICE PROCEDURES VALVE SPOOL. CYLINDER HEAD OR CYLINDER HEAD,
ARE DESCRIBED IN SERVICE MANUAL HOUSING HEAD. OR MISSING. HOUSING HEAD, OR
FERRULE PIN.
SHEET 1 OF 3 PF74O
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19-10 STEERING—POWER-

NOISES

BUZZING NOISE "HONK", OR

WHEN NOT STEERING VIOLENT BUZZ SQUEALING NOISE
VEHICLE — STOPS HISSING NOISE (WHEN RAPIDLY RELEASING CHUCKLE OR (LOOSE PUMP BELT.
WHEN THE STEERING STEERING WHEEL FROM
THUMPING NOISE
SEE GROUP 7)
WHEEL IS TURNED) FULL TURN)

NOISY PUMP
MAKE PRESSURE TEST*
AND REPAIR*AS READJUST VALVE BODY. REBUILD OR REPLACE
MOST AUDIBLE FREE PLAY IN POT
NECESSARY. (DEFECTIVE SEE CAR LEADS. COUPLING. SEE "STEERING
WHEN PARKING COUPLING LOOSE OR
IF NOISE PERSISTS, SHAFT COUPLING
PRESSURE CONTROL VALVE) WORN SHAFT SERRATIONS
SERVICE VALVE ASSEMBLY. ASSEMBLY."
SERVICE VALVE
ASSEMBLY.

LACK OF ASSIST INTERNAL LEAKAGE IN EXCESSIVE STEERING LOOSE THRUST

(RIGHT TURN ONLY) STEERING GEAR WHEEL FREE-PLAY BEARING ADJUSTMENT

FREE PLAY IN POT

COUPLING OR COUPLING
COLUMN POT LOOSE O N WORM LOOSE SECTOR
SERVICE VALVE ASSEMBLY
COUPLING BOTTOMED SHAFT SERRATIONS SHAFT ADJUSTMENT *

RIGHT TURN U-SHAPED IMPROPERLY INSTALLED OR

LACK OF ASSIST IMPROPERLY ADJUSTED
REACTION SEAL WORN, MISSING CUSHION SPRING
DAMAGED, OR MISSING (BOTH TURNS) FRONT WHEEL BEARINGS IN CONTROL VALVE
ASSEMBLY *

1 FREE PLAY IN STEERING

SHAFT UPPER BEARING OR
WORM SEALING RING LOW OIL LEVEL IN BEARING LOOSE O N SHAFT
(TEFLON WORM .>LEEVE PUMP RESERVOIR (USUALLY SERRATIONS. (TO CHECK
SEAL, FERRULE PIN ACCOMPANIED BY MALFUNCTIONS THIS CONDITION, GRASP
O " RING PUMP NOISE) STEERING WHEEL IN BOTH
HANDS AND SHAKE
VIGOROUSLY IN
AXIAL DIRECTION)

EXCESSIVE INTERNAL
LEAKAGE THRU PISTON IMPROPER SECTOR
END PLUG AND/OR LOOSE PUMP BELT SHAFT ADJUSTMENT FREE PLAY IN WORM
SIDE PLUGS AND PISTON ASSEMBLY*

LACK OF ASSIST IMPROPER WORM THRUST

(LEFT TURN O N L Y ) PUMP OUTPUT LOW BEARING ADJUSTMENT
•TESTS, ADJUSTMENTS, AND SERVICE PROCEDURES ARE
DESCRIBED IN SERVICE MANUAL

LEFT TURN REACTION EXCESSIVE WORM •

SEAL " O " RING WORN, ENGINE IDLE TOO LOW
DAMAGED, OR MISSING PISTON SIDE PLAY

EXCESSIVE INTERNAL
LEAKAGE THRU PISTON LOOSE HOUSING HEAD
DAMAGED VALVE LEVER
END PLUG AND/OR SPANNER NUT
SIDE PLUGS

SHEET 2 OF 3 PF74O

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 POWER—STEERING 19-11

LACK OF EFFORT LACK OF EFFORT LACK OF IFFORT

(LEFT TURN ONLY) (LEFT TURN AND RIGHT TURN) (RIGHT TURN ONLY)

LEFT TURN REACTION SEAL

" O " RING WORN, DAMAGED, IMPROPER SECTOR RIGHT TURN U-SHAPED REACTION
OR MISSING. SHAFT ADJUSTMENT. SEAL WORN, DAMAGED, OR
MISSING.

LEFT TURN REACTION OIL RIGHT TURN REACTION OIL

PRESSURE PLATES O N WRONG
PASSAGEWAY NOT DRILLED IN SIDE OF REACTION RINGS. PASSAGEWAY NOT DRILLED IN
HOUSING OR CYLINDER HEAD. HOUSING HEAD OR FERRULE PIN

LEFT TURN REACTION RING RIGHT TURN REACTION RING

STICKING IN CYLINDER HEAD. STICKING IN HOUSING HEAD.

SHEET 3 OF 3 PF74O

SERVICE PROCEDURES

SERVICE IN VEHICLE (2) Start engine and run at idle speed.

(3) Turn steering wheel gently from one stop to
Sector Shaft Adjustment the other, counting number of turns. Then turn wheel
(1) Disconnect center link from steering gear arm. back exactly half way, to center position.
SECTOR SHAFT
ADJUSTING SCREW

DATE T A G GASKET

SHAFT COVER
"O" RING

RECIRCULATIN
BALLS

POWER PISTON

SHAFT
BEARING SECTOR SHAFT
(SECTOR GEAR)

OIL SEAL RETAINER

SNAP RING
POWER
DUST SEAL PISTON

SECTOR SHAFT

P,D,C A N D Y CARLINES V,L,B,J,R A N D W CARLINES PB19B

Fig. 7--Sector Shaft Seals

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 SECTOR SHAFT OIL OUTLET FITTING
ADJUSTING SCREW

SPOOL VALVE

m
PORT SEALING BALL

RECIRCULATING BALL GUIDE

PIVOT LEVER
POWER PISTON

o
CENTER THRUST m
BEARING RACE

WORM SHAFT

LEFT TURN
POWER CHAMBER WORM SHAFT
BALANCING RING

RIGHT TURN
REACTION RING

RECIRCULATING
BALL GUIDE
RIGHT TURN
LEFT TURN REACTION SPRING
REACTION
RING

LEFT TURN
REACTION
RIGHT TURN SPRING
POWER CHAMBER

SECTOR SHAFT PB18B

fig. 2-Power Steering Gear

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 POWER—STEERING 19-13

(4) Loosen adjusting screw until backlash is evi- valve lever hole is aligned with lever opening in valve
dent in steering gear arm. Feel backlash by holding body. Valve must be perfectly free in valve body
end of steering gear arm between thumb and forefin- without sticking or binding (Fig. 3).
ger with a light grip. Tighten adjusting screw until (9) Install a new gasket on end plug (if removed).
backlash just disappears. Tighten plug to 25 foot-pounds.
Continue to tighten to 3/8 to 1/2 turn from this (10) Install piston cushion spring in control valve
position and tighten lock nut to 28 foot-pounds to body being sure it seats in counterbore at bottom of
maintain this setting. housing. Lubricate piston and insert nose end of pis-
ton into body bore. Test for smooth operation. Be
Valve Body Recondition sure cushion spring is not cocked.
(1) Disconnect high pressure and return hoses at (11) Install spring on top of piston, and install
the valve body and tie the ends above the reservoir copper washer and fittings. Tighten to 20 foot-
fluid level. pounds.
(2) Remove two screws attaching valve body to (12) Position two new "0" rings on control valve
main gear housing. body and attach to steering valve body. Tighten the
(3) Lift valve body upward to disengage from two attaching screws to 95 inch-pounds.
valve lever (Fig. 10). (13) Align lever hole in valve spool with lever
(4) Remove the two screws attaching control opening in valve body.
valve body to steering valve body and separate two (14) Install on gear housing making sure the valve
bodies (Fig. 3). lever enters hole in valve spool and key section on
(5) Remove outlet fitting, washer, spring, valve bottom of valve body nests with the keyway in hous-
piston and cushion spring. ing.
(6) Carefully shake out spool valve and inspect for CAUTION: These parts should go together with rela-
nicks, burrs and scores. Do not remove valve body tive ease. Use of force may damage the lever. If they
end plug unless inspection indicates a leak at gasket. do not go together easily, lift off valve assembly,
If spool valve or valve body is damaged, replace valve realign valve spool hole with lever opening in valve
and body assembly. body and install valve body.
Small burrs and nicks may be removed with crocus (15) Install two screws and tighten to 7 foot-
cloth if extreme care is used not to round off sharp pounds to prohibit leakage during valve centering
edges of valve. The sharp edge is vitally important to operation.
operation of this valve. (16) Connect high pressure and return hoses to
(7) Clean valve bodies and valve piston thoroughly valve body.
in clean solvent. Blow out all passages with com- (17) Start engine. If unit is self-steering tap the
pressed air. Lubricate pistons and bores with power valve up or down to correct.
steering fluid. (18) Turn steering wheel from stop to stop several
(8) Install steering spool valve in valve body so times to expel air from system. Refill reservoir as
required.
FITTING CAUTION: Do not turn hard against ends of travel.
This will generate high pressure and may blow out
the "O" rings since the valve body screws have not
CONTROL VALVE BODY been finally tightened.
(19) With steering wheel in straight ahead center
SPRING position, start and stop the engine several times, tap-
PISTON ping the valve body up or down as required until
STEERING VALVE BODY
SPRING there is no movement of the steering wheel when the
SCREW " O " RINGS engine is started or stopped.
(20) The valve is now centered. Tighten the two
screws attaching valve body to housing to 200 inch-
pounds.

Sector Shaft Oil Seal Replacement

SCREW
SPOOL VALVE The sector shaft oil seal may be replaced without
GASKET
removing the steering gear from the vehicle (Fig. 1).
CAUTION: When replacing oil seal in vehicle, clean
NR189A the exposed portion of sector shaft to help prolong oil
Fig. 3-Valve Body (Disassembled View) seal life.
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19-14 STEERING—POWER

TOOL

NH633

Fig. 4—Removing Steering Gear Arm Fig. 6-lnstalling Sector Shaft Inner Oil Seal
(1) Remove steering arm nut. adapter against new seal (Fig. 6). Install tool nut on
(2) Disconnect steering gear arm from sector sector shaft and tighten tool nut until shoulder of tool
shaft with Tool·C-4150 (Fig. 4). adapter contacts gear housing.
(3) Slide threaded adapter SP-3056 of Tool C- (9) Remove tool nut, adapter and protector. In-
3350-A over end of sector shaft and thread tool nut on stall seal back-up washer and oil seal snap ring with
sector shaft. Maintain pressure on threaded adapter sharp edge out.
with tool nut while screwing adapter far enough to (10) Fill housing cavity outside retainer and snap
engage metal portion of grease retainer. Place the ring with Multi-Purpose Chassis Grease, Part No.
two half rings SP-1932, and Tool retainer ring over 2206020 or equivalent. Position grease retainer in
both portions of the Tool (Fig. 5). Turn the tool nut housing bore. Place tool adapter SP-5148 with short
counter-clockwise to withdraw grease retainer from step of lip against seal (Fig. 7). Install tool nut on
housing. sector shaft and tighten until shoulder of tool adapter
(4) Remove oil seal snap ring with snap ring pliers contacts gear housing.
and remove seal back-up washer. (11) Place steering gear and front wheels in
(5) Use Tool C-335O-A in same manner as outlined straight ahead position and install steering gear arm
in step (3) to remove inner seal. and nut.
(6) Place new oil seal on flat surface, lip down; (12) Tighten steering gear arm nut to 175 foot-
lubricate inside diameter with power steering fluid pounds.
and insert seal protector sleeve SP-1601.
(7) Position seal with protector over sector shaft Worm Shaft Oil Seal Replacement
with lip of seal toward housing. The worm shaft oil seal may be replaced without
(8) Place tool adapter SP-5148 with long step of removing gear from vehicle. Remove steering

TOOL TOOL

NH635 NH632
Fig. 5-Remov¡ng Gear Shaft Oil Seal Fig. 7—Installing Sector Shaft Grease Retainer

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 POWER—STEERING 19-15

column as outlined under "Steering Columns" and

remove oil seal with Tool C-3638 (Fig. 8). Drive new
oil seal in place (lip of seal toward housing) with
Tool C-3650 (Fig. 9). Install and align steering
column as described in "Steering Columns".

SERVICE OUT OF VEHICLE

Sector Shaft Cover Seal Replacement

(1) Remove steering gear from vehicle. See "Gear
Removal".
(2) Clamp gear in vise and clean sector shaft area «
thoroughly before removing cover to prevent dirt
from entering gear when shaft cover is removed.
(3) Remove lock nut and aluminum date tag gas-
ket from sector shaft adjusting screw.
(4) Remove cover spanner nut with tool C-3988. TOOL PB22A
(5) While holding cover, turn adjusting screw F¡g. 9-lnstall¡ng Worm Shaft Oil Seal
clockwise until the screw becomes disengaged from
the cover. The adjusting screw will now slide out of Gear Removal
the "T" slot in the end of the shaft. To avoid damage to the energy absorbing steering
(6) Remove "O" ring from cover. column, it is recommended that the steering column
(7) Lubricate new " 0 " ring with power steering be completely detached from floor and instrument
fluid and install it on cover. panel before steering gear is removed. See Steering
(8) Place the head of the adjusting screw in the Column Section of this Manual for proper removal,
"T" slot in the end of the sector shaft and place cover alignment and installation procedure.
over the adjusting screw. Insert an Allen wrench (1) Remove steering column.
through the threaded hole in the cover and turn (2) Disconnect power steering pressure and return
screw counter clockwise to thread shaft completely hoses from gear. Tie free ends of hoses above pump
into the cover. level to avoid loss of fluid. On Cariine Y, remove oil
dipstick tube.
(9) Install shaft cover spanner nut and tighten to
(3) From under vehicle, remove steering arm re-
150 foot-pounds.
taining nut and lock washer. Remove steering arm
(10) Install new aluminum date tag gasket and
with Tool C-4150.
lock nut; adjust sector shaft. "See sector shaft adjust-
(4) Remove three gear to frame retaining bolts or
ment". Tighten lock nut to 28 foot pounds. Install gear
nuts. Remove gear (on Carl¡nes V and L having 318
in vehicle, see "Gear Installation".
CID engines, it is necessary to raise engine).

Gear Reconditioning
Clean the gear assembly thoroughly in a suitable
solvent and clamp in vise.
(1) Drain steering gear through the pressure and
return connections by turning steering wormshaft
from one extreme of travel to the other.
(2) Remove valve body attaching screws, and re-
move valve body and three " 0 " rings (Fig. 10).
(3) Remove valve lever and spring. Pry under
spherical head with a screw driver (Fig. 11).
CAUTION: Use care not to collapse slotted end of the
valve lever as this will destroy the bearing tolerances
of the spherical head.
(4) Loosen sector shaft adjusting screw locknut
and remove sector shaft cover spanner nut with Tool
C-3988.
TOOL PB21A
(5) Rotate wormshaft to position sector shaft sec-
for teeth at center of piston travel. Loosen steering
F¡g. 8-Remov¡ng Worm Shaft Off Seal power tram retaining nut with Tool C-3989.
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19-16 STEERING—POWER

VALVE ASSEMBLY POWER TRAIN

ASSEMBLY

ARBOR
TOOL

SPRING

SECTOR SHAFT
Fig. 10—Removing Valve Body Assembly ASSEMBLY PB25A1
(6) Place Tool C-3786 on threaded end of sector Fig. 12—Removing Power Train
shaft and slide tool into housing until both tool and
power train without damaging the spacer, the hous-
shaft are engaged with bearings (carlines P, D, C and
ing, or both.
Y).
(9) Place power train vertically in a vise
(7) Turn wormshaft to full left turn position to
equipped with soft jaws to avoid damaging piston
compress power train parts. Remove power train re-
assembly. See Fig. 13 for parts identification.
taining nut with Tool C-3989. Remove housing head (10) Remove housing head from worm shaft.
tang washer. CAUTION: If the wormshaft oil seal is †o be re-
(8) While holding power train firmly compressed, placed, perform the operation with the housing head
pry on piston teeth with a screw driver using gear asesmbled in the steering gear housing.
shaft as a fulcrum and remove complete power train (11) Remove large "O" ring from groove in hous-
(Fig. 12). ing head.
It is important that cylinder head, center race and (12) Remove reaction seal from groove in face of
spacer assembly and housing head be maintained in housing head with air pressure directed into ferrule
close contact with each other. This will eliminate the chamber (Fig. 14).
possibility of reaction rings becoming disengaged (13) Inspect all grooves for burrs. Make sure pas-
from their grooves in both cylinder head and housing sage from ferrule chamber to upper reaction cham-
head. It will prohibit center spacer from becoming ber is unobstructed.
separated from center race and becoming "cocked" in (14) Remove reaction spring, reaction ring, worm
housing which may make it impossible to remove balancing ring and spacer.
(15) Hold wormshaft from turning, then turn nut
SCREW LEVER
DRIVER with sufficient force to release from knurled section
and remove nut. Wire brush the knurled sections †o
\ remove the chips, then blow out the nut and worm-
shaft †o remove any metal par†¡cles.
(16) Remove upper thrust bearing race (thin) and
upper thrust bearing.
(17) Remove center bearing race.
(18) Remove lower thrust bearing and lower
thrust bearing race (thick).
(19) Remove lower reaction ring and reaction
spring.
(20) Remove cylinder head assembly.
(21) Remove two " 0 " rings in two outer grooves
in cylinder head.
(22) Remove reaction " 0 " ring from groove in
Fig. 11—Removing Pivot Lever face of cylinder head with air pressure directed into

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 ¤

SNAP RING
RETAINER | y GREASE RETAINER
SEAL
WORM AND PISTON ASSEMBLY
HOUSING
SEALING RING
PISTON RING

SEALING RING
" O " RING
SNAP RING
••BEARING
WORM SLEEVE
SHAFT
" O " RING
SCREW SEAL
" O " RING WASHER
LEVER
SPANNER NUT
SPRING

FITTING ND
WASHER PLUG
SPRING GASKET
SPOOL VALVE
" O " RINGS STEERING VALVE
NUT BODY
SPANNER \ SCREW
NUT

DATE TAG GASKET HEAD

RING
RACE
BEARING
¯ö
REACTION SPRING O
REACTION RING
VALVE ASSEMBLY BEARING

* BEARING RACE AND

RACE
WORM BALANCING RING
REACTION SPRING
REACTION RING
5
SPACER SERVICED SEAL
IN MATCHED SETS NUT
**ON Pƒ D, C AND Y •*O" RING
CAR LINES ONLY

PD23A

Fig, ì 3—Steering Gear Disassembled View

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 19-18 STEERING—POWER •¤
FERRULE

SLEEVE SEAL

FERRULE *xr mm

REACTION
SEAL

REACTION "O" RINO KR47C

Fig. 14—Removing Reaction Seal from Worm Fig. 16-Removing Cylinder Head Oil Seal
Shaft Support
(a) Remove teflon piston ring and rectangular seal-
oil hole located between two "0" ring grooves (Fig. ing ring. Install new rubber sealing ring and cast iron
15). piston ring into place in the piston groove, then place
(23) Remove snap ring, sleeve and rectangular oil piston oil ring assembly in Tool C-3676 with lower
seal ring from cylinder head counterbore (Fig. 16). parts of piston oil ring resting on land of tool (Fig. 18).
(24) Test operation of wormshaft. The torque re- (b) Press down on piston to seat ring in piston
quired to rotate wormshaft throughout its travel in groove, forcing open ends of ring out for ease of
or out of piston should not exceed 1-1/2 inch-pounds. locking the ring.
The worm and piston is serviced as a complete assem- (27) Place piston assembly in a vertical position
bly and should not be disassembled. (wormshaft up) in a vise equipped with soft jaws.
(25) Test for excessive side play with the piston (28) Inspect cylinder head ferrule oil passage for
held firmly in a vise with the rack teeth up, and the obstructions and the lands for burrs, then lubricate
worm in its approximate center of travel. The verti- the two large "0" rings and install them in the cylin-
cal side play measured at a point 2-5/16 inches from der head grooves (Fig. 13).
the piston flange should not exceed .008 inch when
(29) Install worm sleeve seal, sleeve and snap ring
the end of the worm is lifted with a force of 1 pound
(if removed). Make sure snap ring is seated in
(Fig. 17).
groove.
(26) Inspect Teflon piston ring for excessive wear
and cuts. If service is necessary, replace with a cast (30) Install lower reaction seal (O-ring) in cylinder
iron piston ring and sealing ring as follows: head groove.
(31) Slide cylinder head assembly (ferrule up) on
«¢r iîNOS

H
¢T RING
^ REACTION "Cr RING FERRUÜE

KR46B
NN634
Fig. Ì5-Removing Reaction Seal From Cylinder
Head Fig. Ì7-Checking Worm Shaft Side Play

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 POWER—STEERING 19-19

P(STON RING
PISTON

WORM SHAFT

NYl5
Fig. 18-lnstalling Piston Ring KR65B

wormshaft. Check wormshaft seal ring making sure F¡g. ¶ 9—Checking Center Bearing Preload
gap is closed to avoid damaging the ring as the cylin-
glancing blow in the direction required to regain
der head moves against piston flange.
proper preload.
(32) Lubricate with power steering fluid, and in-
(c) After retesting for proper preload, stake the
stall parts in the following order:
nut at three more locations 90 degrees apart around
(a) Lower thrust bearing race (thick).
upper part of the nut.
(b) Lower thrust bearing.
(c) Lower reaction spring (with the small hole (d) To test total staking, apply 20 foot-pounds of
over the ferrule). torque in each direction. If nut does not move, stak-
ing operation is satisfactory. Retes† wormshaft pre-
(d) Lower reaction ring (flange up so ring pro-
load to determine that adjustment remains constant
trudes through reaction spring and contacts the reac-
after nut is securely locked.
tion "0" ring in the cylinder head).
(e) Center bearing race. (36) Position spacer assembly over center race,
(f) Upper thrust bearing. engaging dowel pin of spacer in slot of race, and slot
(g) Upper thrust bearing race (thin). of spacer entered over cylinder head ferrule. This will
(h) Start new wormshaft thrust bearing adjusting align the valve lever hole in the center bearing race
nut (do not tighten). with the valve lever hole in center bearing spacer
(33) Turn wormshaft clockwise one-half turn. Hold assembly. The small "O" ring for the ferrule groove
wormshaft in this position with splined nut, Tool C- should not be installed until after upper reaction
3637 and socket wrench, and hold in this position spring and spacer have been installed.
thru steps 34 and 35, then tighten adjusting nut to
WORM
50 foot-pounds to prestretch threads. SHAFT
(34) Loosen adjusting nut. Place several rounds of
cord around center bearing race. Make a loop in one ADJUSTING NUT
end of cord and hook loop of a distributor breaker
arm spring scale Tool C-4094 in cord loop. Pulling OUTER RACE
cord will cause bearing race to rotate. Re tighten
worm bearing adjusting nut while pulling on cord
with scale. When adjusting nut is tightened properly,
reading on the scale should be 16 to 24 ounces (20
ounces preferred while the race is turning). (Fig. 19).
(35) Stake upper part of wormshaft adjusting nut
into knurled area of shaft.
(a) Hold a 1/4 inch flat end punch on center line
of wormshaft end at a slight angle to nut flange (Fig.
20).
(b) Strike punch a sharp blow with a hammer and NR108
test preload. If adjusting nut moved during staking Fig. 20—Staking Worm Shaft Bearing Adjusting
operation, it can be corrected by striking the nut a Nut
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1920 STEERING—POWER
(37) Install upper reaction ring on center race and REACTION SEAL WORM SHAFT
spacer with flange down against spacer. BALANCING
(38) Install upper reaction spring over reaction RING
ring with cylinder head ferrule through hole in reac-
tion spring. REACTION
(39) Install worm balancing ring (without flange) RING
inside upper reaction ring.
(40) Lubricate ferrule "0" ring and install in
groove on cylinder head ferrule.
SPACER
(41) If oil seal was removed from housing head,
install a new seal with Tool C-3650 (Fig. 9). See
"Wormshaft Oil Seal Replacement." With lip of seal
toward bearing, drive seal until tool bottoms on the REACTION
support. RING
(42) Lubricate and install reaction seal in groove
in face of housing head with flat side of seal out
(Figs. 21 and 22). Install "0" ring in groove on hous- Fig. 22-React¡on Rings Installed (Cut Away
ing head. View)
(43) Slide housing head over the wormshaft care- lower end.
fully engaging cylinder head ferrule and "0" ring, (45) To remove sector shaft needle bearing assem-
and make sure reaction rings enter circular groove in bly from housing, use removing tool C-4183 with C-
housing head. The power train is now ready for in- 4171 handle. Always drive or press bearing assembly
stallation in housing. into sector shaft teeth cavity of housing.
(44) It is generally not necessary to remove sector (46) To install new bearing assembly use C-4155-A
shaft cover. However, this may be easily accom- installer with C-4171 handle. Press or drive until
plished by removing the special locknut and combina- shoulder of tool stops on housing.
tion aluminum gasket and date tag. While holding the (47) Do not replace the sector shaft oil seal unless
cover, turn adjusting screw clockwise until the shaft this is necessary. To remove oil seal, remove the
becomes disengaged from cover. The adjusting screw grease retainer by prying out with a screwdriver.
will now slide out of the "T" slot in end of shaft. Remove the oil seal snap ring with appropriate snap
The gear build date is stamped on the combination ring pliers. Remove oil seal retainer. Remove the
aluminum gasket and date tag as a four digit num- oil seal itself by prying out with a screwdriver.
ber. The first three digits designate the day of the CAUTION: Do not score sealbore in housing.
year. The fourth digit represents the year, 1 for 1971, (48) Insert gear shaft and adjusting screw into
2 for 1972, etc. For example, the date code 2671 cover and using an Allen wrench through the thread-
means the 267th day (Sept. 24) of 1971 and 0342 ed hole in cover, turn screw counterclockwise to pull
means the 34th day (Feb. 3) of 1972. shaft completely into the cover. Install the combina-
tion aluminum gasket and date tag and adjusting
Gear Shaft Assembly screw lock nut, but do not tighten at this time.
The sector shaft used on carlines V,L,B,J,R and W (49) Install sector shaft cover "0" ring on undercut
run directly on the surface of the grey iron housing shelf of cover.
bore; there are no needle bearings. (50) Lubricate power train bore of the housing
The sector shaft used on carlines P,C,D and Y oper- with power steering fluid, and carefully install power
ate on a needle bearing assembly at the upper end, train assembly. To keep reaction rings from coming
and run directly on the grey iron housing bore at the out of their grooves keep worm turned fully counter-
clockwise. The piston teeth must be facing to the
right and the valve lever hole in center race and
spacer must be in the "up" position.
CAUTION: Make sure the cylinder head is bottomed
on the housing shoulder (Fig. 2).
(51) Align valve lever hole in center bearing race
and spacer with valve lever hole in gear housing.
RING (52) Install valve lever (double bearing end first)
(Fig. 23) into center race and spacer through hole in
SPRING
NU279A steering gear housing so that slots in valve lever are
Fig. 21—Reaction Seal Ring In Housing Head parallel to wormshaft. Lightly tap on end of lever with

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 POWER—STEERING 19-21
(3) Start the engine.
(4) Center valve until unit is not self-steering. Tap
on the head of valve body attaching screws to move
valve body up on steering housing, and tap on end
VALVE LEVER plug to move valve body down on housing. Expel all
air from the unit by turning wormshaft back and
forth through the travel several times.
(5) Refill reservoirs before proceeding with fol-
lowing tests and adjustments.
(a) With steering gear on center, tighten gear
shaft adjusting screw until backlash in steering gear
arm just disappears. See "Sector Shaft Adjustment."
If power train had been removed, tighten 1-1/4
turns from this position and while holding adjusting
screw in this position, tighten lock nut (Fig. 24).
This is a temporary adjustment to bring piston rack
Fig. 23—Installing Valve Pivot Lever and sector teeth in full alignment.
wooden end of hammer handle, or handle of plastic (b) Operate unit through full travel several times
screw driver, to seat lower pivot point in center race. to align piston rack and sector teeth.
(53) Center lever in hole in housing by turning (c) With gear on center, readjust sector shaft
housing head by tapping on a reinforcing rib with backlash. This will require loosening adjusting screw
hammer and drift. until backlash is evident. Then re tighten adjusting
(54) Install housing head tang washer to index screw until backlash just disappears. Continue to
with groove in housing. Install spanner nut and tight- tighten for 3/8 to 1/2 turn from this position and
en to 150 to 250 foot-pounds with tool C-3989. Be tighten lock nut to 28 foot-pounds to maintain set-
sure that the lever stays centered in the hole in the ting.
housing. (d) Starting from a point at least one full turn of
Turn wormshaf† until the piston bottoms in both the wormshaft either side of center, torque at sector
directions and observe the action of the lever. It must shaft required to turn unit through center at 2 rpm in
be in the center of the hole and snap back to its each direction shall not exceed 20 foot-pounds or vary
center position when the worm torque is relieved. more than 5 foot-pounds from left to right.
(55) Install valve lever spring small end first. (e) Adjust torque to be equal in both directions by
(56) Set the power piston at the center of travel readjusting the valve.
and install sector shaft and cover assembly so that Tighten valve body adjusting screw to 200 inch-
sector teeth will index with piston rack teeth. Make pounds.
sure " 0 " ring is properly installed on sector shaft
(f) With gear at or near full turn in either direc-
cover.
tion, attempt to return unit to center by applying
(57) Install cover spanner nut and tighten to 110
to 200 foot-pounds with Tool C-3988.
(58) Install valve body on housing making sure
valve lever enters hole in valve spool (Fig. 23). Be
sure " 0 " ring seals are in place. Tighten valve mount-
ing screws to 7 foot-pounds.
(59) Install new sector shaft oil seal followed by
seal back-up washer and snap ring, grease and new
grease retainer as outlined under "Sector Shaft Oil
Seal Replacement."

Tests and Adjustments

(1) Connect test hoses with proper adapters to
hydraulic pump on vehicle with pressure gauge C-
3309-D installed between pump and steering gear.
(2) Remove oil reservoir cover and fill reservoir
with Power Steering Fluid, Part No. 2084329 or
equivalent, to the level mark. Do Not use Automatic PB28A
transmission fluid. Fig. 24—Adjusting Steering Gear Mesh
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19-22 STEERING—POWER
POWER STEERING—SPECIAL TOOLS
¯¤

C-3637 C-3638

C-33O9D

lliliiii

i r¶
C-3650 C-3676 C-3988

C-4094
C-4150

O
C-3786
C-4171 C-4183

C-3789

C-4155A

C-335OA PF182

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 PUMP—STEERING 19-23
torque wrench at steering gear shaft. Hold
wormshaft until sector shaft torque builds up to 50
foot-pounds. Release wormshaft and maintain a con-
stant steady pull at 2 rpm on the gear shaft. If sector
shaft torque does not drop to 20 foot-pounds max-
imum as the unit passes through center, check for too
much interior drag; binding spool valve, or tight sec-
tor shaft adjustment.
(6) With unit under power, but with no load, torque
required to rotate wormshaft through an included
angle of 180 degrees (90 degrees either side of cen-
ter) at 6 rpm (or one revolution every ten seconds)
shall be 6-10 inch-pounds. Disconnect test equipment
and install unit in vehicle.

Worm Shaft And Piston Assembly

Replacement
WORM SHAFT
The worm and/or piston is serviced as a sub-
assembly only. The master serration on the
wormshaft spline, used for aligning the column shaft Fig. 25—Filing Master Serration in Replacement
coupling, is machined after the steering gear is com- Worm Shaft
pletely assembled. (3) From engine compartment, connect pressure
Service wormshafts do not have a master serra- and return hoses to centering valve tody on gear.
tion. Whenever a worm and piston assembly must be (4) Align and install steering column as outlined.
replaced, it will be necessary to file a master serra- (See "Steering Columns").
tion. The steering gear must be completely assembled (5) Fill power steering pump with power steering
and the wormshaft centered in its rotational travel. fluid Part No. 2084329 or equivalent.
From stop to stop the wormshaft rotates 3-1/2 turns. (6) Start engine and turn steering wheel several
With the gear at full travel in one direction, turn the times from stop to stop to bleed the system of air.
wormshaft back 1-3/4 turns. It is now centered. Re- Stop engine, check oil level and cornet if necessary.
move the one tooth of the serration closest to the 12
o'clock position with a suitable file (Fig. 25). Hose Installation
When either hose is reinstalled or replaced, it is
Gear Installation essential that the following precautbns are observed.
(1) Position gear on frame (hang onto stud if ap- (1) Avoid sharp bends in a larg¢ section of hose
plicable) and install gear to frame retaining bolts, (about 5 inch radius is recommended].
nuts and lock washers. Tighten to 100 foot-pounds. (2) Hose must remain at least 1 inch away from
Replace oil dipstick tube if removal had been neces- all pulleys, battery case and brake lnes and 2 inches
sary. away from exhaust manifold.
(2) Rotate worm shaft by hand and center sector (3) Sponge sleeves must be instilled where hose
shaft to mid point of its travel. Align master serra- contacts composition or metal.
tion on sector shaft with splines in steering arm. In- (4) Tighten pump end hose fittng to 290 inch-
stall steering arm with lock washer and nut. Tighten pounds, and gear end fitting to 230 inch-pounds.
to 175 foot-pounds.

POWER STEERING PUMPS

INDEX
Page Page
Flow Control Valve Pump Removal
.94 Model 31 Reconditioning
1.06 Model 36 .94 Model 27
General Information 24 1.06 Model 32
Inspection 29 Service Diagnosis 25
Oil Seal Replacement Service Procedures 26
.94 Model 27 Specifications 58
1.06 Model 32 Tightening References 59
Pump Installation 27 Tool Identification 37
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19-24 STEERING—PUMP

GENERAL INFORMATION
The vehicle identification number on the instrument hausted through the discharge ports as the rollers
panel starts with a capital letter which indicates the are forced into vee shaped cavities of the rotor.
carl¡ne or sales name of vehicle (see Introduction of A flow control valve permits a regulated amount of
this manual). These code letters are also used to in- oil to return to the intake side of the pump when
dicate the vehicU to which the service information excess output is generated during high speed oper-
applies. ation. This reduces the power requirements to drive
Hydraulic pressure is provided for the power steering the pump and minimizes temperature build-up.
gear in the vehicle by one of two belt driven power The 1.06 pump incorporates a two-stage flow con-
steering pumps. The .94 model or the 1.06 model. trol valve. High pressure oil passes through two or-
The .94 pump can be identified by the long oval ifices in a metering insert. (The metering insert is
shape of the fillei neck and a drive pulley secured to located in an oil passage sealed with a 1/8 inch pipe
the drive shaft with a large nut (Fig. 1). Rectangular plug.) At low speed, approximately 2.7 gpm is passed
pumping vanes cirried by a shaft driven rotor, move to the gear. As speed increases and the valve moves,
the fluid from the intake to the pressure cavities of excess oil is by-passed to inlet and the valve acts to
the cam ring. As the rotor begins to rotate, centrifu- block flow through one orifice. This drops flow to the
gal force throws the vanes against the inside surface gear to approximately 1.6 gpm at high speeds. Two-
of the cam ring t¢ pick up residual oil which is forced stage flow control provides high flow at low speed for
into the high pre$sure area. As more oil is picked up improved steering, while reducing the flow at high
by the vanes, oi] is forced into the cavities of the speed to reduce the power steering system oil tem-
thrust plate, through two cross-over holes in the cam peratures.
ring and pressure plate which empty into the high Oil coolers are used on some vehicles equipped with
pressure area between the pressure plate and the high performance engines and special axle ratios that
housing end plate require high engine revolutions. Coolers are not re-
Filling the high pressure area causes oil to flow quired on standard equipment vehicles.
under the vanes in the slots of the rotor forcing the When steering conditions exceed maximum pres-
vanes to follow he inside oval surface of the cam sure requirements, such as turning the wheels against
ring. As the vanes rotate to the small area of the cam the stops, the pressure built up in the steering gear
ring, oil is forced out from between the vanes. also exerts pressure on the spring end of the flow
The 1.06 pump can be identified by a 3/8 inch control valve. This end of the valve houses the pres-
threaded hole ir the pulley end of the drive shaft sure relief valve on both the .94 and 1.06 models.
(Fig. 2). The operation of the 1.06 pump is similar to High pressure lifts the relief valve ball from its seat
the vane type pimp but differs in appearance and and allows oil to flow through a trigger orifice located
design. in the outlet fitting of the .94 pump and in the front
The rotor is stir shaped and upon rotation, propells land of the flow control valve of the 1.06 pump. This
12 steel rollers égainst the inside surface of the cam reduces pressure on the spring end of the valve which
ring. As the rollers follow the eccentric pattern of the then opens and allows the oil to return to the intake
cam ring, oil is drawn into the inlet ports and ex- side of the pump. This action limits maximum pres-

OVAL SHAPED
FILLER TUBE

KEY

% INCH
THREADED HOLE
NN1002 NR312

F¡g. I— .94 Pump Fig. 2-1.06 Pump

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 PUMP—STEERING 19-25
sure output of the pump to a safe level. causing the pressure relief ball and the flow control
Under normal operating conditions, the pressure valve to remain closed.
requirements of the pump are below maximum,

POWIR STIIRINO PUMP

SfRVICI DIAGNOSIS

INT!RMITTINT NO»Y PUMP

OR NO ASSIST PUMP VIMATION

LOW FLUID LEVEL

L·L·
LOOSE OR
DAMAGED BELT

L·L·l
PULLEY LOOSE

PUMP SEIZURE

FOREIGN MATERIAL
LOW PUMP EFFICIENCY * BLOCKING PUMP
HOUSING OIL INLET HOLE *

FLOW CONTROL
BORE PLUG RING
NOT IN PLACE

FAULTY OR STICKING
FLOW CONTROL VALVE

FAULTY PRESSURE-RELIEF VANES STICKING PULLEY LOOSE OR

VALVE SPRING TENSION* IN ROTOR* OUT OF ROUND

DAMAGED " O "

VANES IMPROPERLY CRANKSHAFT PULLEY
RING O N FLOW
INSTALLED LOOSE OR DAMAGED
CONTROL BORE PLUG

LOOSE PLUG IN
PRESSURE PLATE, THRUST
END OF FLOW
CONTROL VALVE PLUGGED METERING PLATE OR ROTOR SCORED
ORIFICE(S) OR
TRIGGER ORIFICE

•TESTS, ADJUSTMENTS, AND

SERVICE PROCEDURES ARE
PRESSURE PLATE, THRUST DESCRIBED IN SERVICE
DISTORTED DAMAGED OR LEAKY PLATE, CAM, ROTOR MANUAL.
PRESSURE PLATE PRESSURE RELIEF OR ROLLERS SCORED
VALVE SEAT
(PLUG) OR BALL
11
PUMP HOSE INTERFERENCE
CAM RING BADLY WORN DAMAGED HOUSING BORE WITH SHEET METAL
" O " RING (S) OR PRESSURE OR BRAKE LINES
PLATE " O " RING
SHEET 1 OF 2 PF741
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ÌXJ-¿Ö o i c c m riü—r'uivir

PUMP LIAKS 1 1 1
SHAFT SEAL LEAKING DAMAGED PRESSURE
CAP OR FILLER NECK LEAKS HOSE " 0 " RING

1
1 1 1
RESERVOIR SOLDER LOOSE REAR HOUSING BALL PLUG
JOINTS LEAK COVER BOLTS LEAKING

1 1 1
LOOSE OR REAR BOLT HOLES
RESERVOIR " O "
RING LEAKING FAULTY PRESSURE STRIPPED OR
HOSE FERRULE CASTING CRACKED

•TESTS, ADJUSTMENTS, AND SERVICE PROCEDURES

ARE DESCRIBED IN SERVICE MANUAL.
1
1 SHEET 2 OF 2 PF741

SERVICE PROCEDURES
Checking Fluid Level (4) Insert thermometer in fluid reservoir, start en-
gine and warm up fluid to a temperature between 150
1.06 Model and 170 degrees Fahrenheit.
(1) Start engine, turn steering wheel from stop to Turning the wheels from stop to stop will aid in
stop several times to expel air from system, then shut warming the fluid. Do not hold wheels against stop
off engine. for extended period as undue internal pump over-
(2) Wipe reservoir filler cap free of dirt, remove heating will result.
cap and visually inspect oil level in reservoir. (5) With engine idling at specified idling speed,
Engine at room temperature—Oil should just cover and gauge valve open, note pressure while turning
filler neck reservoir joint (l¯3/4 inches to 2 inches steering wheel from one extreme position to the oth-
from top of filler neck). er. Turn the wheels all the way to one stop or the
Engine Hot—Oil level should be one-half way up in other momentarily and note the maximum pressure.
filler neck. The minimum pressure indicated on the gauge should
Use of a small container (approximately half-pint ca- be as shown in specifications for that particular
pacity) is recommended to prevent spillage on cars pump.
having six-cylinder engines equipped with air condi- (6) If pressure is under the specified rating, the
tioning. steering system is not functioning properly. To deter-
mine which unit is faulty, momentarily close the
.94 Model pressure gauge valve and note maximum pressure
The oil level in the .94 pump should be checked registered on gauge. If the pressure reads less than
only after pump has reached normal operating tem- the maximum pressure shown for the particular
perature. A dip stick, built into the reservoir cap, pump in "Specifications" the pump is faulty and
indicates "FULL HOT" or "FULL COLD". Fluid
level should be at the "FULL" mark.
Replenish the fluid, if necessary, in all pumps with
Power Steering Fluid, Part No. 2084329 or equiva- VALVE O N OUTLET
SIDE OF GAUGE
lent.
CAUTION: Do not use automatic transmission fluid.

Pressure Test—All Models

(1) Inspect fluid level in reservoir. Fill to correct
level if necessary.
(2) Measure belt tension and correct if necessary.
See "Cooling System" Group 7.
(3) Disconnect the high pressure hose at the steer-
ing gear and connect the free end of the hose to the PRESSURE HOSE
gauge side of C-33O9D. Connect a second pressure TO STEERING
GEAR
hose from the valve side of C-33O9D to the steering
gear. The valve must be installed on the outlet side of
the gauge (Fig. 3). F¡g. 3—Pressure Test

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 PUMP—STEERING 19-27
should be reconditioned. Should pressure read low in
step 5 but not in step 6, the steering gear is faulty.
When removing test equipment, be sure to reinstall
hoses in original position to avoid interference with
engine or sheet metal.

Pump Removal—All Models

(1) Loosen pump mounting and locking bolts and
remove belt.
(2) Disconnect both hoses at pump.
POWER
(3) Remove mounting and locking bolts and re- STEERING
move pump and bracket. PUMP

Pump Installation—All Models

(1) Position pump on engine and install mounting STEERING GEAR
and locking bolts.
(2) Install drive belt and adjust. See "Cooling Sys- NU342
tem—Group 7". Tighten mounting bolts to 30 foot- Fig. 4—Hose Routing—1.06 Pump 8 Cylinder Engines
pounds.
(3) Connect pressure and return hoses. (Use new reassemble the pump as outlined in "Reconditioning".
pressure hose " 0 " ring—1.06 pump only). See "Hose
Installation". RECONDITIONING (FIG. 6)
(4) Fill pump reservoir to top of filler neck with
Power Steering Fluid, Part No. 2084329 or equiva- Disassembly
lent. (1) Remove pulley retaining nut before loosening
(5) Start engine and turn steering wheel several power steering pump belts. Remove pump from en-
times from stop to stop to bleed the system. Stop gine as an assembly.
engine, check oil level and correct if necessary. See (2) Tap pulley off shaft with plastic hammer.
"Checking Fluid Level". (3) Remove brackets from pump, drain reservoir
and clean exterior of pump with solvent.
(4) Remove key from drive shaft.
Hose Installation-All Models (5) Using soft protective jaws, clamp pump (shaft
When either hose is reinstalled or replaced, the down) in vise between square boss and shaft housing
following points are essential: (Fig. 7).
(1) Route hoses in same position they were in be- (6) Remove two mounting studs and pressure hose
fore removal. fitting. Gently tap reservoir filler tube back and forth
(2) Route hoses smoothly, avoiding sharp bends with plastic hammer to loosen. Work reservoir off
and kinking. pump body (Fig. 7). Discard " 0 " rings from reser-
(3) When properly installed, the pressure hose voir, two mounting studs and pressure fitting.
tube ends should rest against the outside of the pump (7) Using a punch, tap end cover retainer ring
reservoir neck on one end, and the outside of the gear
valve body on the other end. (Fig. 4 and 5).
(4) Tighten pump end hose fitting to 30 foot-
pounds and gear end fitting to 19 foot-pounds.
(5) Hoses must remain at least one inch away
from all pulleys, battery case and brake lines, and
two inches away from exhaust manifold.
(6) When used, protective sponge sleeves must be
properly positioned to prevent hose contact with oth-
er components in engine compartment.
(7) After hoses are installed, check for leaks while
system is being bled. See "Pump Installation".

.94 MODEL PUMP

Oil Seal Replacement SIDE VIEW
RETURN HOSE NU343
To service the drive shaft oil seal, it is necessary to
remove the pump from the vehicle, disassemble and F¡g. 5—Hose Routing—1.06 Pump 6 Cylinder Engines
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19-28 STEERING—PUMP
RESERVOIR
CAP

MOUNTING RESERVOIR
STUD
' O " RING SEAL
(END PLATE)

" O " RING SEAL

PRESSURE PLATE RETAINING RING (PRESSURE
UNION
PUMP RING I DOWEL PIN (2)

VANES (10)

PRESSURE
PLATE SPRING

END PLATE ' O " RING SEAL

ROTOR FLOW CONTROL SPRING
RETAINING
RING THRUST PLATE CONTROL VALVE ASSEMBLY PD39

Fig. 6—.94 Pump Disassembled

around till one end of ring is near hole in pump body. off of rotor assembly. Flow control valve and spring
Insert punch in hole far enough to disengage ring should slide out of bore also (Fig. 8).
from groove in pump bore and pry ring out of pump (10) Remove and discard end plate and pressure
body. plate "0" rings.
(8) Tap end cover with plastic hammer to jar it (11) Place pump body on flat surface and pry
loose. Spring under cover should push cover up. drive shaft oil seal out with a screw driver (Fig. 9).
(9) Remove pump body from vise, place in invert- (12) Inspect seal bore in housing for burrs, nicks
ed position on flat surface and tap end of drive shaft or score marks that would allow oil to bypass outer
with plastic hammer to loosen pressure plate, rotor seal surface.
and thrust plate assembly from body. Lift pump body (13) If necessary to disassemble flow control valve

PLASTIC
HAMMER

DRIVE
SHAFT

NN1005 NN1007

Fig. 7—Removing Reservoir Fig. 8—Removing Drive Shaft Assembly

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 PUMP—STEERING 19-29
SCREW SEAL
DRIVER

SOCKET

SEAL

NN1008 NN1010

Fig. 9-Oîl Seal Removal Fig. 11-Oil Seal Installation

for cleaning, see "Flow Control Valve Disassembly". (5) Inspect inner surface of cam ring for heavy
(14) After lifting pressure plate and cam ring scuff or chatter marks. Replace if necessary. Light
from rotor, remove ten vanes from slots in rotor. score or scuff marks can be removed by polishing
(15) Clamp drive shaft in soft jawed vise, with with a small, flat oil stone.
rotor and thrust plate facing up. (6) Inspect end cover for nicks or burrs on surface
(16) Remove rotor lock ring, pry ring off drive contacting " 0 " ring and remove with a fine stone.
shaft using a screw driver (Fig. 10). Exercise care to (7) Inspect pump body drive shaft bushing for ex-
avoid nicking the rotor end face. Discard ring. cessive wear. Replace pump body and bushing as an
(17) Slide rotor and thrust plate off of shaft and assembly if badly worn or scored.
remove shaft from vise.
Assembly
Inspection (1) Place pump body on flat surface and drive new
(1) Wash all parts in clean solvent, blow out all drive shaft seal into bore with a 7/8 or 15/16 inch
passages with compressed air and air dry cleaned socket till seal bottoms on shoulder (Fig. 11).
parts. CAUTION: Excessive force will distort the seal.
(2) Inspect drive shaft for excessive wear and seal (2) Lubricate seal with power steering fluid and
area for nicks or scoring. Replace if necessary. clamp pump body in vise, (shaft end down).
(3) Inspect fit of vanes in rotor. Vanes must slide (3) Install end cover and pressure plate " 0 " rings
freely in slots of rotor without binding. Excessively in grooves in pump cavity. These rings are the same
loose vanes require replacement of rotor and/or size. Lubricate with power steering fluid.
vanes. Binding can be relieved by cleaning or removal (4) With drive shaft clamped splined end up in
of burrs with a thin fine file. soft jawed vise, install thrust plate on drive shaft
(4) Inspect flat surfaces of pressure and thrust
DRIVE
plates for wear or scoring. Light scoring can be re- THRUST
SHAFT PLATE
moved by lapping on a flat surface. Remove all lap-
ping compound thoroughly before reassembly.

PORTED
SIDE UP NN1011

Fig. 10—Removing Full Diameter Lock Ring Fig. 12—Installing Thrust Plate
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19-30 STEERING—PUMP

DOWEL CAM
PIN RING
LOCATING
HOLES ARROW
(2) UP

NU276 NN1014

Fig. Ì3-Installing Rotor Lock Ring Fig. 15—Installing Cam Ring

(smooth, ported side up) (Fig. 12). seated in groove (Fig. 18).
(5) Slide rotor over splines with the counterbore This operation can be performed in an arbor press
of rotor facing down. Install rotor lock ring making if available. Care should be exerted to prevent cock-
sure ring is seated in groove (Fig. 13). ing the end cover in the bore or distorting the assem-
(6) Install two dowel pins in holes in pump cavity. bly.
Carefully insert drive shaft, rotor and thrust plate
assembly in pump cavity indexing locating holes with
dowel pins (Fig. 14).
(7) Slide cam ring over rotor on dowel pins with
arrow on ring facing "UP" (Fig. 15). DOWEL
(8) Install ten vanes in rotor slots with radius edge PIN
facing out towards cam ring inner surface (Fig. 16).
CAUTION: Vanes installed with flat edge out will
result in noisy pump operation.
(9) Position pressure plate on dowel pins. Place a
1-1/4 inch socket in groove of pressure plate and seat
entire assembly on " 0 " ring in pump cavity by press-
ing down on socket with both thumbs (Fig. 17).
(10) Place spring in groove in pressure plate and CAM
position end cover lip edge UP over spring. RING NN1015
(11) Press end cover down below retaining ring
groove with thumb and install ring making sure it is Fig. 16—ínstailing Rotor Vanes

DOWEL " O " RINGS PRESSURE SOCKET

(2) PLATE
PINS (2)

NN1013

Fig. I4¯-Rofor and Thrust Plate installed Fig. 17—Seating Pressure Plate

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 PUMP—STEERING 19-31

END COVER RETAINER foot-pounds and rear mounting studs to 25-35 foot-
RING ENDS pounds.
FLOW
(17) Remove pump assembly from vise and install
CONTROL mounting brackets and drive shaft key.
VALVE (18) Install pulley on shaft and secure with retain-
BORE
ing nut. Tighten nut to 45-55 foot-pounds.
(19) Install pump assembly on engine and refill
reservoir. Start engine, inspect for leaks, and recheck
fluid level.

FLOW CONTROL VALVE

.94 Model
The flow control valve is serviced as an assembly.
Nicks or burrs that might cause the valve to stick in
the bore may be removed by rubbing valve over flat
Fig. 18-Installing End Cover Plate and Retainer surface covered by crocus cloth. Care should be taken
Ring to prevent rounding the sharp edges of the lands.
The valve may be disassembled for cleaning if dirt
(12) Using a punch, tap retainer ring ends around
has caused pump failure. It is important that if the
in the groove until opening is opposite flow control valve is disassembled to be cleaned, the entire pump
valve bore. This is important for maximum retention should be disassembled and cleaned.
of the retainer ring (Fig. 18).
(13) Replace reservoir " 0 " ring seal, two mount- Disassembly
ing stud " 0 " ring seals and flow control valve " 0 " (1) Remove pressure hose fitting from pump res-
ring seal on pump body, lubricate with power steering ervoir. Discard " 0 " ring on fitting.
fluid and carefully position reservoir on pump body. (2) Withdraw valve with a magnet. If valve is
Visually align the mounting stud holes till studs can stuck in bore, it may be necessary to push in on valve
be started in threads. against spring pressure. Release pressure exerted
(14) Using a plastic hammer, tap reservoir down against valve abruptly and allow valve to spring out
on pump and insert flow control valve spring and of bore.
valve (Hexigon plug down). (3) Clamp land end of valve in a soft jawed vise
and remove hex head plug and shim(s). Note number
(15) Replace " 0 " ring on pressure hose fitting and
of shims on plug. Same number of shims should be
lubricate with power steering fluid (Fig. 19).
installed on assembly of valve.
CAUTION: Be sure "O" ring is installed on upper
(4) Remove valve from vise and remove pressure
groove. It is possible to install "0" ring in lower relief ball, guide and spring.
groove. This would restrict relief outlet orifice.
(16) Install pressure hose fitting and tighten Assembly
mounting studs. Tighten pressure hose fitting to 20 (1) Insert spring, guide and pressure relief ball in
end of flow control valve (Fig. 20).
" O " RING IN
UPPER GROOVE (2) Install hex head plug using the same number
of shims as were removed. Alternating shim thick-
ness will change relief pressure.
(3) Install hex head plug and tighten to 50 inch-
pounds.
PRESSURE FLOW
RELIEF CONTROL
SPRING VALVE

RELIEF
ORIFICE

PLUG
PRESSURE
SHIM(S)
RELIEF
BALL GUIDE
NN1018 NN1003

Fig. 19—Installing Pressure Hose Fitting Fig. 20-Flow Control Valve (.94 Pump)
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19-32 STEERING—PUMP

(4) Insert flow valve spring and valve in bore. In-

stall new "O" ring on pressure hose fitting and lubri- TOOL
cate with power steering fluid.
(5) Thread fitting into pump body and tighten to
20 foot-pounds.

PUMP MODEL 1.06

Oil Seal Replacement

(1) Remove pump from engine. Drain reservoir
and clean exterior before servicing.
(2) Clamp pump in vise securely at mounting
bracket.
(3) Remove pulley with Tool C-4068 (Fig. 21).
(4) Position seal remover adapter SP-5323A over NR314
end of drive shaft with large opening toward pump.
(5) Place seal remover Tool C-4062 over shaft, Fig. 22-Removing Shaft Seal
through adapter and screw tapered thread well into mized by a thin cushion of oil between the rotor and
metal portion of seal. Tighten large drive nut and end plates when pump is in operation.
remove seal. (Fig. 22). (10) Install pump and adjust belt as outlined under
(6) Inspect seal bore in housing for burrs, nicks, or "Cooling" Group 7.
score marks that would allow oil to by-pass outer seal
surface. RECONDITIONING
(7) Inspect shaft for scratches or burrs, if any,
remove with crocus cloth. Lubricate new seal and
Disassembly (Fig. 24)
install with lip toward pump. Use Tool C-4061 to
(1) Remove pump from engine. Drain reservoir
drive seal flush with housing (Fig. 23).
and clean exterior before servicing.
(8) Install drive pulley. See "Pulley Installation", (2) Clamp pump securely in vise at mounting
(Figs. 33 and 34). bracket.
(9) With installer shaft clamped securely in vise, (3) Remove pulley with Tool C-4068 (Fig. 21).
tighten drive nut against thrust bearing and press (4) Remove oil seal as described in "Oil Seal Re-
pulley onto shaft. placement" section.
CAUTION: Do not attempt to press pulley on to shaft
(5) Remove pump from vise and remove three
without the use of special tool as serious damage will
mounting brackets bolts, remove bracket.
result to interior of pump.
(6) Remove reservoir and place pump in vise with
A small amount of drive shaft end play will be shaft down (use vise with soft protective jaws). Dis-
observed when pulley is installed flush with end of card mounting bolt and reservoir "0" rings.
shaft. This movement is necessary and will be mini- (7) Using a punch, tap end cover retaining ring
around until one end of ring is near hole in pump

TOOL C-4068

NR313 \, NR315

Fig. 21-Removing Drive Pulley (¶.O6 Pump) Fig. 23-lnstalUng Shaft Seal
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 PUMP—STEERING 19-33
OIL SEAL
PUMP BODY
SEAL PLATE
" O " RINGS

ROTOR ROLLERS (12)

ROTOR
MOUNTING
PRESSURE
PLATE BRACKETS

FLOW CONTROL
VALVE ASSEMBLY
DOWEL PIN

END
COVER SPRING

END COVER
MOUNTING"
RETAINER RING SCREW NR254C

Fig. 24—1.06 Pump Disassembled

body. Insert punch in hole far enough to disengage (3) Inspect drive shaft for excessive wear and seal
ring from groove in pump bore. Remove ring from area for nicks or scoring. Replace if necessary.
body (Fig. 25). (4) Inspect end plates, rollers, rotor and cam ring
(8) Tap end cover with plastic hammer to jar it for nicks, burrs, or scratches. If any of the com-
loose. Spring under cover should push cover up. ponents are damaged to a degree that the efficiency
(9) Remove pump body from vise, place in invert- of the pump is affected it is recommended that all the
ed position on clean flat surface and tap end of drive interior parts will be replaced.
shaft to loosen rotating group. Lift pump body off (5) Inspect pump body drive shaft bushing for ex-
rotating group.
cessive wear. Replace pump wth pump partial assem-
(10) Remove and discard brass seal plate and fibre
gasket. (Some pumps may be assembled with brass bly if it is badly worn or scored. Pump partial assem-
plates only). The fibre gasket may be found stuck to bly includes the entire pump with the exception of
housing floor; it can easily be lifted or pulled away. MOUNTING BOLT SEAL JB& *ÊÊk
Insure that all portions of gasket are removed and RETAINING RING I JÉBF -ÆÊ
* FLOW CONTROL VALVE
that housing floor is not scratched or damaged.
(11) Discard pressure plate and end cover "0"
rings.
(12) Remove snap ring, bore plug, flow control
valve and spring from housing. Discard "0" ring.
(13) If necessary to disassemble flow control valve
for cleaning, see "Flow Control Valve Disassembly".
Inspection
(1) Remove clean out plug with alien wrench (Fig.
25). CLEAN OUT PLUG
(2) Wash all parts in clean solvent, blow out all NR317
passages with compressed air and air dry all cleaned
parts. Fig, 25—Removing End Cover Retaining Ring

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19-34 STEERING—PUMP
the reservoir, filler cap, mounting brackets, and drive
pulley.
Assembly
(1) Install 1/8 inch pipe clean out plug. Tighten to
80 inch-pounds.
(2) Place pump body on flat surface and drive new
shaft seal into bore with Tool C-4061.
(3) Install new end cover, "0" ring in groove in
pump bore. Lubricate with power steering fluid.
(4) Lubricate new large pump body to reservoir
"0" ring and install on pump body.
(5) Install new fibre gasket and brass seal plate to
bottom of housing floor (fibre gasket on floor and NR318A
brass seal plate on top of fibre). Note: Pumps origi-
Fig. 27—Installing Cam Ring
nally built with brass seal plate only, must be serv-
iced with both brass seal plate and fibre gasket. (8) Install rotor and shaft in cam ring and careful-
Align index notches in plate and gasket with dowel ly place 12 rollers in cavities of rotor (Figs. 28 and
pin hole in housing; cut-out sections of gasket and 29).
plate should be in line with core pockets on side of Lubricate rotor, rollers, and cam I.D. with power
housing bore (Fig. 26). steering fluid.
CAUTION: Pump will not operate properly if either (9) Before installing pressure plate, rotate shaft
gasket or seal plate is improperly installed. by hand to make sure rollers are all seated parallel
(6) Carefully install front plate in pump bore. with pump shaft.
Chamfered edge first. Align index notch in plate with (10) To insure proper alignment of pressure plate
dowel pin hole in housing. to dowel pin, insert the largest possible number drill
CAUTION: Use extreme care in aligning dowel pin. into the large 3/16 inch diameter oil hole in the cam
Pump can be completely assembled with dowel pin ring, next to the cam notch. Select from a number 13
improperly positioned in end plates and not in index- through 16 drill, clean thoroughly, and bottom on
ing hole in housing. housing floor (Fig. 30).
(7) Place dowel pin in cam ring and position cam (11) Install new "0" ring on pressure plate, lubri-
ring inside pump bore. Notch on cam ring must be up cate with power steering fluid and carefully position
or away from pulley end of pump (Fig. 27). If cam in pump bore. Before seating plate in pump bore,
ring has two notches, one machined and one cast, align index notch in plate with dowel pin and oil
install with machined notch up. Machined notch has passage slot in plate with number drill. Seat plate on
sharp corners and cast notch rounded corners. cam ring using a clean 1-1/8 inch socket and plastic
If end of dowel pin in cam ring is more than 3/16 hammer (Figs. 31 and 32). Remove drill. Inspect
inch above surface of installed cam ring, it is not pressure plate at both oil passage slots to insure that
seated in index hole in housing. plate is squarely seated on cam ring end face.
(12) Place large coil spring over raised portion of
CORE POCKET installed pressure plate.
FIBRE GASKET
(13) Position end cover, lip edge UP, over spring.

DOWEL
PIN HOLE
PY1Ó0 NR319

Fig. 26-FJber Gasket Installed Fig. 28-lnstall¡ng Rotor

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 PUMP—STEERING 19-35

INDEX NOTCH
DOWEL PIN

W
NR32OA

Fig. 29—Installing Rollers in Rotor

Press end cover down below retaining ring groove
with thumb and install ring making sure it is seated
in groove. Light tapping on the end cover may be R321A
necessary to insure that the end cover chamfer is Fig. 31—Installing Pressure Plate
squarely seated against snap ring.
cylinder engines are not pressed flush with the end of
(14) Replace reservoir mounting bolt seal.
the pump shaft. With drive pulley placed on end of
(15) Lubricate flow control valve with power
shaft, securely thread installed Tool C-4063, without
steering fluid and insert valve spring and valve into
bore (spring first then hex plug end of valve). Install adapter, into 3/8 inch threaded hole in end of shaft.
new " 0 " ring on bore plug, lubricate with power (Fig. 33).
steering fluid and carefully install into bore. Install Pumps installed on eight cylinder engines have
snap ring, with sharp edge UP. drive pulleys pressed flush with the end of the pump
shaft. With drive pulley placed on end of shaft, se-
CAUTION: Do not depress the bore plug more than
curely thread installer Tool C-4063, with adapter SP-
1/16 inch beyond snap ring groove.
5399, into 3/8 inch threaded hole in end of shaft
(16) Place reservoir on pump body and visually (Fig. 34).
align mounting bolt hole. Tap reservoir down on
(19) With installer shaft clamped securely in vise,
pump with plastic hammer. tighten drive nut against thrust bearing and press
(17) Remove pump from vise and install mounting pulley onto shaft.
brackets with three mounting bolts, tighten to 18 CAUTION: Do not attempt to press pulley on to shaft
foot-pounds. without the use of special tool as serious damage will
(18) Install drive pulley. See "Pulley Installation" result to interior of pump.
(Figs. 33 and 34). A small amount of drive shaft end play will be
Power steering pump drive pulleys installed on six observed when pulley is installed. This movement is
NUMBER necessary and will be minimized by a thin cushion of
DRILL
3/16 DIA. PRESSURE PLATE
OIL HOLE OIL PASSAGE SLOT
l½ IN. SOCKET

CAM OIL PASSAGE

NUMBER SLOT
NOTCH DRILL

NU82 NU81

Fig. 30—Aligning Oil Holes Fig. 32—Seating Pressure Plate

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19-36 STEERING—PUMP

PRESSURE RELIEF
SPRING
FLOW CONTROL
VALVE BODY

PLUG

PRESSURE
RELIEF BALL NR327

Fig. 35-Flow Control Valve Disassembled

(3) Depress control valve against spring pressure
TOOL C~4O63 and allow to spring back. The valve should pop out of
bore far enough to be lifted out. Light tapping on
rear face of pump body may be necessary to remove
a stuck valve.
NU277
If dirt or foreign particles are found on valve or
Fig. 33-Pulley Installation 6 Cylinder Engines within valve bore, entire pump should be disassem-
bled, cleaned and rebuilt. The high pressure and re-
turn hoses must also be flushed and the steering gear
valve body reconditioned see "Power Steering Gear".
If valve bore is badly scored, replace pump body
and flow control valve.
(4) Remove nicks or burrs that might cause the
valve to stick by rubbing valve over a flat surface
covered with crocus cloth.
(5) Clamp land of valve in a soft jawed vise and
remove hex head ball seat and shim(s). Note number
and gauge of shims on ball seat. Same number and
gauge of shims must be installed on assembly of
TOOL C-4063 valve. Altering shim thickness will change relief pres-
sure. (Fig. 35).
(6) Remove valve from vise and remove pressure
NU278 relief ball, guide and spring.
(7) Clean all parts thoroughly. Dirt Particles On
Fig. 34—Pulley Installation 8 Cylinder Engines
Ball or Ball Seat Will Cause Improper Pump Oper-
oil between the rotor and end plates when pump is in ation.
operation.
(20) Install pump assembly on engine, connect Assembly
hoses (using new pressure hose "0" ring), and tight- (1) Insert spring, guide and pressure relief ball in
en drive belt see "Cooling System". Group 7. Fill end of flow control valve (Fig. 35).
reservoir with power steering fluid, test and inspect (2) Install hex head ball seat using the same num-
for leaks. ber and thickness shims as were removed. Tighten to
50 inch-pounds.
FLOW CONTROL VALVE (3) Lubricate valve with power steering fluid and
insert flow valve spring and valve in bore. Install new
1.06 MODEL "0" ring on bore plug, lubricate with power steering
Disassembly fluid and carefully install into bore.
(1) Remove pump from engine and reservoir from CAUTION: Do not depress the bore plug more than
pump. 1/16 inch beyond snap ring groove.
(2) Remove snap ring and plug from flow bore. (4) Install snap ring.
Discard "0" ring from plug. (5) Install reservoir on pump.

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 PUMP—STEERING 19-37
POWER STEERING PUMPS SPECIAL TOOLS

C-33O9D C-4061

IM
C-4062

C-4063

C-4068
PF272

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19-38 STEERING COLUMN—STANDARD-

STANDARD STEERING COLUMN

INDEX
Page Page
Column Inspection 44 Reassembly 44
Disassembly 41 Removal 41
Floor Shift Column 50 Tightening Reference 59
Installation 49 Tool Identification 57

GENERAL INFORMATION
The vehicle identification number on the instru- (1) A column jacket with a mesh section designed
ment panel starts with a capital letter which indicates to shorten in "accordion" fashion.
the carline or sales name of vehicle (see Introduction (2) A two-piece telescoping transmission gearshift
of this manual). These code letters are also used to in- tube interconnected by plastic inserts and shear pins.
dicate the vehicle to which the service information (3) A two-piece telescoping steering shaft with up-
applies. per and lower sections connected by plastic friction
The steering column under head-on collision condi- collars and shear pins.
tions is designed to telescope at a controlled rate. The (4) A mounting bracket connecting steering
telescoping action reduces the likelihood of the steer- column to the instrument panel, which allows the
ing wheel being driven rearward toward the driver. If column to slide forward but blocks its rearward
the driver is thrown forward into the wheel, the movement toward the driver.
column can telesœpe further at the same controlled The center section of the column jacket has dia-
rate, thereby reducing force of the impact. mond-shaped perforations and is formed with ac-
The column assembly (Fig. 1, 2 or 3) has four princi- cordion pleats. These pleats allow it to compress like
pal components: a bellows from impact forces.
SCREW A N D HANGER BRAKE PEDAL
NUT
WASHER ASSEMBLY BRACKET ASSEMBLY

BOLT A N D
WASHER ASSEMBLY

STEERING WHEEL WASHER

V A C U U M RELEASE VALVE
GROUND WIRE PARK BRAKE LEVER (C, Y)
BEARING HOUSING " O " RING
SCREW A N D
WASHER ASSEMBLY

LOCK HOUSING

SHIFT HOUSING

SEAR SHIFT
LEYER ASSEMBLY
SCREW A N D
WASHER ASSEMBLY
DOUBLE COUPLING
A N D SHAFT ASSEMBLY PF33O

F¡g. I —Column Installation (Carl¡nes P,D,C,Y)

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 STEERING COLUMN—STANDARD 19-39
NUT BEARING HOUSING BRAKEE PEDAL
PEC
BRACKET ASS
ASSEMBLY

LOCK HOUSING HANGER

SHIM AS REQUIRED

SHIFT HOUSING

BRACKET A N D
SPACER ASSEMBLY

STEERING WHEEL
WASHER
GEAR SHIFT
LEVER ASSEMBLY
TAPE

BRACKET ASSEMBLY " O " RING

NUT A N D
GROUND CABLE
WASHER ASSEMBLY
ASSEMBLY

SCREW A N D STEERING GEAR

WASHER ASSEMBLY

GROUND1 SUPPORT
WIRE NUT SCREW A N D PLATE ASSEMBLY
WASHER, ASSEMBLY
DOUBLE COUPLING A N D 1
SHAFT ASSEMBLY

Fig. 2—Column Installation (Carlines R,W)

NUT COLUMN BRACKET FORWARD MOUNTING POINT

SHIM AS REQUIRED
LOCK HOUSING
COLUMN BRACKET

STEERING
WHEEL

BEARING HOUSING

SHIFT HOUSING

COVER
COLUMN
BRACKET "O" RING RETAINER

GROUND WIRE "O" RING

BRACKET FLOOR PLATE

TO COLUMN
BOLTS (4)
AUTO. TRANS.
SHIFT LEVER STEERING GEAR
WASHERS (2)
COLUMN MOUNTING
NUTS (2) BOLTS (2) \ ß ¿LTS(3)
MANUAL
TRANS.
SHIFT LEVER GROUND WIRE NUT SPACERS (3)

NU49OD

Fig. 3¯Cofumn Installation (Carlines V,L)

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19-40 STEERING COLUMN—STANDARD
The gearshift tube is made up of two sections de- severe impact from the driver side.
signed to telescope together. These sections are inter- When the column is installed in a car it is no more
connected and held together by injections of plastic susceptible to damage through ordinary usage than
that form the interconnecting inserts and shear pins. previous columns, however, when it is removed, spe-
Under impact, the pins shear first, followed by a cial care must be taken in handling this assembly.
gradual paring away of the inserts by the knife-like When the column is removed from the car such ac-
edge in the adjoining tube section. tions as a sharp blow on the end of the steering shaft
The steering shaft is a two-piece assembly. The or shift levers, leaning on the column assembly, or
upper piece is solid and has a double-flatted lower dropping of the assembly could shear or loosen the
section. The lower piece is hollow and formed to fit plastic shear joints that maintain column rigidity. It
over the double-flatted section of the upper piece. The is, therefore, suggested that the removal and installa-
purpose of the flatted section is to provide continued tion, and the disassembly and reassembly procedures
steering action even though completely telescoped. be carefully followed when servicing this assembly.
Plastic is injected through four small holes in IMPORTANT: Bumping, jolting and hammering on
the hollow piece into a pair of annular grooves on the the steering shaft and gearshift tube must be avoided
solid portion of the shaft. The four small holes filled during all servicing operations. If the shear pins are
with plastic form the shear pins. Upon impact, the broken, the controlled length of the telescoping
shear pins break off and the shaft gradually tele- features will be changed, making these parts unfit for
scopes against a resistance provided by the plastic further use. The Special Tools required and their us-
collars in the annular grooves. age are covered in the following service procedures.
The mounting bracket is designed to restrain the Carlines (B and J) columns, (Fig. 4) each have a tele-
column from being shifted toward the driver during scoping steering shaft, but all other components are
impact. It incorporates three "break-away capsules" conventional. A corrugated cylinder is added between
that allow the mounting bracket to slip off the steering wheel and steering column for energy ab-
attaching points, permitting the steering column to sorption on impact.
compress or yield in a forward direction under a

NUT (3)

SHIFT HOUSING

"O" RING
RETAINER

O" RING

FLOOR PLATE

STEERING
SHAFT COUPLING

STEERING
GEAR

NUT AND
WASHER ASSY (2)
SCREW AND
WASHER ASSY (4)
SCREW AND SCREW AND
WASHER ASSY (2) WASHER ASSY (3) PY869B

F¡g. 4-Column Installation (Car¡¡nes

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 STEERING COLUMN—STANDARD 19-41

SERVICE PROCEDURES

COLUMN Disassembly
(1) Remove four bolts attaching bracket assembly
Removal (Figs. 1 , 2 , 3 or 4) to column jacket.
(1) Disconnect negative (ground) cable from bat- (2) Remove two screws and lift off wiring trough.
tery. (3) Attach Column Holding Fixture C-4132 to
(2) Disconnect shift linkage from lower end of column jacket and clamp the assembly in a vise.
steering column. (4) To remove shift lever, use masking tape to
(3) Remove steering shaft lower coupling to worm- protect paint and a deep socket to back up the hous-
ing, then drive the retaining roll pin out with a punch.
shaft roll pin.
(5) Remove turn signal switch and upper bearing
(4) Disconnect wiring connectors at steering retainer screws. Remove retainer and lift switch up-
column jacket. ward out of the way (Fig. 6)
(5) Remove center pad assembly. (6) Remove retaining screw and lift the ignition
(6) Disconnect horn wires and remove horn key lamp assembly out of the way (Fig. 7).
switch, (if applicable). (7) Remove snap ring from upper end of steering
(7) Remove steering wheel retaining nut. Remove shaft (Fig. 8).
steering wheel with Tool C-3428B. Do not bump or
hammer on steering shaft to remove wheel. Steering Shaft
(Carlines BƒJ): remove three nuts factening steer- (1) Remove three screws which hold bearing hous-
ing wheel to corrugated cylinder, remove nut from ing to lock housing.
steering shaft and install Tool C-3428B to pull cylin- CAUTION: These screws must be removed before
der from shaft splines. steering shaft removal.
(8) Remove turn signal lever (Fig. 5). (2) Install steering shaft remover C-4044 and
press shaft out of bearing and remove bearing hous-
(9) Remove floor plate to floor pan attaching ing from shaft (Fig. 9).
screws. Remove finish plate from under instrument (3) Remove bearing lower snap ring from shaft.
panel to expose steering column bracket (Fig. 28). (4) Pry sleeve off steering shaft lock plate hub to
(Carl¡nes P,D,C): disconnect automatic shift indicator expose pin.
pointer from shift tube bracket. (5) Install Tool C-4113 on steering shaft lock plate
(10) Remove nuts or bolts attaching steering hub to press pin out of shaft, DO NOT HAMMER
column bracket to instrument panel support. If so (Fig. 10).
equipped, save shim pack from between bracket for- (6) Remove tool and lock plate from shaft.
ward leg and support for re-use during installation. (7) Remove shaft through lower end of column.
(11) Carefully pry lower coupling from steering
gear wormshaft, then remove column assembly out Lock Housing
through passenger compartment, being careful not to (1) If equipped with shift indicator dial, remove
damage paint or trim. pointer attached to shift housing with one screw.
TURN SIGNAL SWITCH RETAINING PLATE HAZARD WARNING
SWITCH CONTROL
KNOB

TURN SIGNAL LEVER

TURN
PD373 SIGNAL SWITCH PD374A

Fig. 5—Turn Signal Lever Fig. 6—Retainer and Turn Signal Switch
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19-42 STEERING COLUMN—STANDARD-

STEERING SHAFT
REMOVING TOOL

BULB

PD376

Fig. 9-Press¡ng Shaft Out of Bearing

SOCKET' COVER PD38O

Fig. 7—Ignition Key Lamp

(2) Remove screw and lift out buzzer switch
(Fig. 11).
(3) Remove two retaining screws and the lock lev-
er guide plate which will expose the lock cylinder
STEERING SHAFT
release hole (Fig. 12). TO LOCK PLATE
(4) Place cylinder in "lock" position and remove PIN TOOL
key. Insert a small diameter screwdriver or similar
tool into lock cylinder release hole and push in to
release spring loaded lock retainer. At same time pull
lock cylinder out of housing bore (Fig. 13).
(5) Remove the three retaining screws and the igni-
tion switch assembly (Fig. 13).
(6) Grasp lock lever and spring assembly and pull
straight out of housing (Fig. 14).
(7) Remove four lock housing to column jacket
PY886
STEERING SHAFT BEARING
UPPER SNAP RING Fig. 10-Lock Plate Pin-Removal or Installation
BEARING HOUSING
LOCK HOUSING
SCREW (3)
IGNITION KEY
BUZZER SWITCH

PD375 IGNITION SWITCH PY887A

Fig. 8—Steering Shaft Bearing Upper Snap Ring Fig. 11—Ignition Key Buzzer Switch

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 STEERING COLUMN—STANDARD 19-43

LOCK LEVERS AND

LOCK LEVER SPRING ASSEMBLY
GUIDE PLATE

NOTCH
IN CASTING
FOR SPRING

PY89OA
IGNITION SWITCH
RETAINING SCREWS PY888 Fig. 14-Lock Levers and Spring Assembly Installed
in Housing
Fig. 12-Lock Lever Guide Plate
hex head retaining screws and remove housing from
jacket (Fig. 15).

Shift Tube (Figs. 16, 17, ¶8 & Ì9)

(1) To remove shift tube from column shift auto-
matic or (Carl¡nes P,D) floor shift models, first
straighten the tabs at top of shift tube which are
bent outward against shift housing casting. If so
equipped, remove shift indicator bracket and park
brake vacuum release from shift tube (Fig. 1). Remove LOCK HOUSING TO
shift tube support retaining clip or lower bearing COLUMN JACKET
retainer screws from slots at bottom of jacket. SCREWS (4)
Loosen shift tube set screw in shift housing and re-
move parts from jacket. PY891A
(2) To remove shift tube from column shift manu-
Fig. Ì5-Lock Housing to Column Jacket Retaining
al models, remove the three bearing support screws Screws
at lower end of jacket and the two adjustable bushing
screws from cam slots in jacket. Pull the tube and Steering Shaft Coupling-Rubber (Fig. 22)
lever assembly out of jacket lower end (Figs. 20 and Removal
21). (1) Remove 4 prevailing torque nuts, 4 bolts and
two cross straps.
LOCK CYLINDER (2) Remove shield and rubber coupling.
RELEASE HO
SHIFT HOUSING TOP OF SHIFT TUBE

IGNITION SWITCH
CAM AND PIN

PY889A PY892
Fig. 13—Removing Lock Cylinder Fig. 16—Bending Shift Tube Tabs
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19-44 STEERING COLUMN—STANDARD

SHIFT FLOOR PLATE BUSHING SUPPORT A N D BEARING

LEVERS ASSEMBLY

SHIFT
TUBE
SUPPORT

SCREWS (3)
SCREWS (2}

NP555A
s
SHIFT TUBE
SUPPORT RETAINING SCREWS PD378 Fig. 20-Shift Tube & Levers Assembled

Fig. 17—Shift Tube Support Retaining Screws Inspection

Check rubber coupling for cracks or deterioration.
Check cross straps for warpage or distortion. Discard
defective parts.

Reassembly
(1) Position the rubber coupling to the two cross
straps.
CAUTION: Make sure that the cross strap contacts
the rubber coupling at the holes having the deep
counter bore instead of the shallow counterbore.
(2) Insert 4 bolts and the shield. (Install the shield
from the side nearest to the steering gear).
(3) Place the flanges on the coupling assembly
SHIFT HOUSING TO SHIFT
making sure that the master spline in steering shaft
TUBE SET SCREW lines up with master spline in lower "pot" coupling
WRENCH during assembly.
(4) Install 4 prevailing torque nuts and torque to
Fig. Ì8-Shift Tube Set Screw
200 inch-pounds.

CROSSOVER SPRING SHIFT TUBE A N D

LEVER ASSEMBLY
SHIFT TUBE SUPPORT

COLUMN JACKET

PY895 NO53OC

Fig. ì 9-Shift Tube Assembly-Removal or Installa- Fig, 21-Shift Tube Assembly-Removal or Installa-
tion tion

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 STEERING COLUMN—STANDARD 19-45
3/8-INCH DEEP bricant or similar lubricant. If bearing has any signs
COUNTERBORE
of roughness or wear, it should be replaced.
Reassembly (Fig. 24)
The grease recommended for use during reassembly
procedures is Multi-Purpose Grease NLGI Grade 2
E.P. or Multi-Mileage Lubricant, Part Number
2525035. Apply a thin coating to all friction surfaces.
(1) Install column holding tool C-4132 and clamp
column in a vise with both ends of column accessible.
(2) Install the " 0 " ring retainer, " 0 " ring and
floor plate on lower end of column jacket. This must
be done before installing shift tube.
(3) Coat spring washer with grease and install on
lower hub of gearshift housing so that the center of
the curved washer surface bears against the housing
hub. Position the housing and washer on the column
jacket (Fig. 24).
(a) With dust seal and shift tube support installed
1/8-INCH DEEP
COUNTERBORE
on shift tube, slide the assembly into jacket. Guide
PF332 key on upper end of tube into slot in gearshift hous-
ing. Hold firmly together and tighten lock screw in
Fig. 22-Steer¡ng Shaft "Rubber" Coupling shift housing (Fig. 18).
(b) Bend corners of shift tube slot out against
(5) Install flange on steering shaft and install roll shift housing casting (Fig. 16).
pin (Carlines C, Y only). (c) Insert wire retainer in slots in lower end of
jacket and into groove in shift tube support. (On
Steering Shaft "Pot" Coupling (Fig. 23) Carlines P,D,C—install the lower bearing and re-
Removal tainer assembly with two screws Fig. 20).
(1) Pry cover tangs out from coupling body and (4) Column Shift Automatics only: Position the
pull seal and cover from body. shift lever and crossover load spring in the gearshift
(2) Drive the short dowel pin at edge of coupling housing and tap in the pivot pin (Fig. 25).
body, down into coupling and discard. Install the shift lever gate on the lock housing
(3) Pull body off the shaft and shoe assembly. (Fig. 26).
(4) Separate and clean all parts. If so equipped, feed gear selector dial lamp wire
through hole behind the transmission dial on the lock
Column Inspection housing and route wire down through the space be-
After cleaning, inspect all parts for wear or dam- tween the housing and jacket and insert wire termi-
age. Note condition of shift lever gate and inner end nal into ignition switch connector. Secure lamp as-
of shift lever. Inspect turn signal switch for distor- sembly to rear of transmission dial with 2 screws and
tion, broken or damaged parts. Inspect wiring insula- install gear selector dial lens assembly (Fig. 27).
tion for worn or bare spots. (5) Seat the lock housing on top of the jacket,
Inspect steering shaft bearing for smooth oper- indexing the key in the housing with the slot in the
ation, and lubricate with Multi-Purpose Chassis Lu- jacket. Insert all four screws and tighten them alter-
nately in steps to insure proper seating of the housing
MASTER SPLINE MARK on the jacket. Tighten to 80 inch-pounds (Fig. 15).
SHOES COVER
SHOE SPRING
(Carlines P,D,C): place gearshift lever in neutral posi-
DOWEL PIN HOLE
tion and attach pointer mounting bracket to shift
tube with two new plastic rivets (Fig. 28).
(6) Column Shift Manual Transmission Only
(a) Turn bushing on shift tube (Fig. 21) so the
holes in bushing are aligned with adjustment slots in
column jacket. Slide shift tube and lever assembly
BODY / ¯~™~ STEERING SHAFT
through jacket and into gearshift housing. Start the
ROLL PIN HOLE STEERING SHAFT TO SHOE PIN PY22A
bushing retaining screws through slots in jacket but
do not tighten.
Fig. 23-Steering Shaft "Pot" Coupling Disassembled (b) Install rubber spacer on lower end of shift tube
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 à

SCREW (2) SPRING IN

RETAINER PLATE-SWITCH ASSEMBLED POSITION
A N D BEARING

BEARING
INSULATOR LOCK HOUSING

TURN SIGNAL A N D
FLASHER SWITCH
ASSEMBLY

GATE, SHIFT LEVER

BEARING SCREW (2) O

HOUSING
SPRING IN
PRE-ASSEMBLED POSITION

STEERING
LEVER A N D PIN SHAFT
ASSEMBLY

SCREW

LOCK
HOUSING POINTER

SLEEVE-PIN
RETAINER
SCREW A N D WASHER (3)

STEERING SHAFT
LOCK PLATE

VIEW IN CIRCLE A
SCREW A N D WASHER (4)

SHIFT HOUSING

SHIFT TUBE SET SCREW SPRING WASHER

COLUMN JACKET

Fig. 24—Steering Column Upper End (With Transmission Dial)—Disassembled

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 — STEERING COLUMN—STANDARD 19-47
SHIFT LEVER SPRING INSTRUMENT / R|VET (¾

POINTER
WASHER
NUT

CROSS-SECTION
WITH LEVER AND
SPRING IN ASSEMBLED
POSITION PY896 VIEW "A" PB2O2

Fig. 25-Shift Lever Installation-Automatic Fig. 28—Gear Selector Pointer Bracket

SHIFT LEVER direct shift lever and crossover blade, so it will be

POSITIONS held in neutral position half-way between the two
O N GATE shift levers (Fig. 29).
(f) Position gearshift lever in housing so ball end
engages hole in shift tube key. Align and install re-
taining roll pin (Fig. 30). Remove screwdriver.
(7) Grease and assemble the two lock levers, lock
lever spring, and pin (Fig. 31).
(8) Install the resulting assembly in the lock hous-
LOCK ing. Seat the pin firmly into the bottom of the slots.
HOUSING
CROSS-OVER BLADE IN NEUTRAL

PY897

Fig. 26—Lock Housing and Shift Gate

and metal spacer over crossover blade so it rests
against the 2nd and direct shift lever.
(c) Install low and reverse lever, then install sup-
port and bearing assembly. Install and tighten the
three retaining screws to 30 inch-pounds.
(d) Rotate bushing (Fig. 20) with screws so all
play at shift levers and spacer is eliminated, but no SCREWDRIVER ***JÊ\'`'W$* F' NP556A
binding occurs. With bushing in this position tighten Fig. 29—Holding Crossover Blade in Neutral Position
the two bushing to jacket screws to 60 inch-pounds.
(e) Place a screwdriver blade between 2nd and SHIFT HOUSING

GEAR SELECTOR
SCREW INDICATOR LAMP

DIAL

SHIFT LEVER

LOCK HOUSING
PY898B PY899B

Fig. 27—Gear Selector Dial Lamp Fig. 30-lnstall Shift Lever-Manual

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19-48 STEERING COLUMN—STANDARD
(4) Place spring on side of shaft, straddling the
shoe pin.
(5) Place shoes on pin ends with flat side toward
spring, engaging tangs.
(6) Squeeze shoes together, compressing spring,
and push assembly into coupling body (Fig. 32) with
gauge hole in shaft aligned with master spline in
coupling.
(7) Drive in a new dowel pin flush to outer surface
of coupling body.
STEP I
STEP III VIEW A (8) Position seal and cover on body and crimp
cover tangs over the projections on body securely.
STEP II
PY900 Steering Shaft Installation
Fig. 31—Lock Levers and Spring Assembly
(1) Insert the steering shaft assembly into the
column and shift tube assembly.
Make sure that the lock lever spring leg is firmly in (2) Install the lock plate on the steering shaft and
place in lock casting notch (Fig. 14). press the pin into place. DO NOT HAMMER use tool
(9) Install the lock lever guide plate and retaining C-4113 (Fig. 10). Make sure pin is centered.
screws (Fig. 12). (3) Install steering column shaft lock plate sleeve
(10) Position ignition switch to center detent (OFF) over shaft lock plate pin and against lock plate.
position. Feed wires down through the space between (4) Install the bearing lower snap ring on the
housing and jacket. Position switch in housing and steering shaft.
tighten three mounting screws (Fig. 12).
(11) Feed buzzer switch wires behind wiring post Bearing Housing Assembly (Fig. 24)
and down through space between housing and jacket. (1) Install the ignition key lamp assembly in the
Position switch in housing and tighten mounting bearing housing.
screw (Fig. 11). (2) Place rubber insulator with ground staple,
(12) To install ignition lock, turn key to "LOCK" over column upper bearing and install assembly into
position and remove key. This will cause buzzer oper- bearing housing bore. Use a soap solution or rubber
ating lever to retract in cylinder. Now insert cylinder lubricant to ease installation.
into housing far enough to contact switch actuator. (3) Install the turn signal switch in the bearing
Insert key, press inward and rotate cylinder. When housing, feeding the wires through the opening in the
parts align, the cylinder will move inward and a housing. Feed the ignition key lamp assembly wires
spring loaded retainer will snap into place, locking through the opening in the housing at this time.
the cylinder into the housing. (4) Install the retaining plate over the switch and
tighten 3 screws to 27 inch-pounds (Fig. 6).
Steering Shaft Coupling Assembly (Fig. 32) (5) Install the turn signal lever or turn signal
(1) Fill coupling body with Multipurpose Grease, speed control lever on the turn signal switch. If speed
NLGI Grade 2 EP, such as Chrysler Parts Multi-Mile- control, feed the wires through the opening provided
age Lubricant, Part Number 2525035 or equivalent to in the bearing housing (Fig. 5).
approximately 1/2 inch from top. (6) Position the bearing housing assembly on the
(2) Place cover and seal on shaft. steering shaft, feeding the wires through the space
(3) Press shoe pin into steering shaft so that it between the lower housings and the jacket.
projects an equal distance on each side of shaft. (7) Install the bearing on the steering shaft using
MASTER SPLINE MARK STEERING SHAFT
Tool C-3879 with washer and steering wheel nut
1 ROLL PIN HOLE TO SHOE PIN ^SEAL (Fig. 33). Turn nut to pull shaft through bearing.
\ / DOWEL PIN HOLE / j/ COVER The steering shaft must be drawn, not pulled,
through the bearing, using the inner race as a reac-
tion member, or damage to the plastic shear pins on
housing could result. DO NOT HAMMER THE
SHAFT INTO THE BEARING OR THE BEARING
ONTO THE SHAFT.
SHOES
(8) Remove tool and install upper snap ring on
COUPLING BODY ¯ shaft.
SHOE SPRING STEER , Ñ G SHAFT PY21 (9) Install and tighten to 35 inch-pounds the 3
Fig. 32—Assembling Steering Shaft Coupling bearing housing to lock housing screws.

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 STEERING COLUMN—STANDARD 19-49

SHAFT INSTALLING TOOL (d) On floor shift columns with no shift tube, place
tool C-4157 over steering shaft and slide up into low-
er end of jacket to keep shaft centered while column
is installed.
(2) Position bracket assembly on steering column
(Fig. 1), install ground wire if required, and tighten
the four short retaining screws to 120 inch-pounds.
Plastic capsules should be pre-assembled in bracket
slots, except (Carlines BƒJ). Insert column assembly
through floor pan opening, being careful not to dam-
age paint or trim.
(3) With front wheels in straight ahead position
and master splines on wormshaft and coupling
aligned, engage coupling with wormshaft and install
the roll pin. CAUTION: Do not apply end loads to
steering shaft.
PD379 (4) Hold column assembly with bracket slots on
Fig. 33-Pulling Shaft Into Bearing mounting studs. Install but do not tighten the two
upper bracket nuts.
(10) On column shift automatic only, position (5) Center steering shaft coupling at midpoint of
pointer under transmission dial and tighten attach- its travel. This is accomplished by moving column and
ment screw to shift housing (Fig. 24) except (Carlines slotted bracket assembly on the mounting studs so
P,D and C). dimension between top of coupling and center of
(11) Install the wiring trough in place over the gauge hole is 13/16 inch—use gauge C-4111 (Fig. 35).
wires, being careful not to pinch wires between Tighten the two upper bracket nuts to 110 inch-
trough and jacket. pounds. Attach electrical ground wire if required to
one of the rear mounting studs.
Installation (Fig. 1,2,3 or 4) (6) Position floor plate over floor pan opening, cen-
(1) Tool C-4134 or C-4157 must be used to hold tering it around the column, then install and tighten
the steering shaft in the center of the shift tube while retaining bolts. Slide " 0 " ring down the jacket to
installing and aligning the column in the vehicle. floor plate, position retaining plate over " 0 " ring and
(This centering operation is not necessary on columns secure with the two bolts. Do not pry to align plates
which have a lower bearing for the steering shaft.) and attaching bolts or column misalignment will oc-
(a) Remove thumbscrew and open tool C-4134 to cur.
straddle shift tube lever and steering shaft (Fig. 34). (7) (Carlines V,L,W and R): place shim pack be-
(b) Close tool and tighten thumbscrew. tween column bracket forward leg and forward
(c) If hole in tool is too large to grip steering mounting point. Maximum shim pack thickness error
shaft, add the split insert to adapt tool to smaller must not exceed .060 inch before tightening the bolt.
Add shims, if necessary, then tighten bolt to 110
shaft diameter.
inch-pounds.
THUMB SCREW Steps 8 and 9 apply to (Carlines PƒD and C)
(8) Loosen bolt attaching the forward adjustable
hanger to the brake pedal bracket. Attach column
bracket forward leg to the hanger and tighten to 110
inch-pounds. Then tighten the hanger to brake pedal
bracket bolt to 200 inch-pounds.
(9) Connect gearshift indicator pointer (Fig. 28)
to operating bracket on shift tube in its approximate,
SHIFT
LEVER
original location. Slowly move gearshift lever from
"L" (low) to "P" (park) pausing briefly at each
TOOL
HINGE selector position. The indicator pointer must align
with each selector position. If necessary, loosen the
bolt and readjust to align pointer correctly.
SHAFT SIZE
ADAPTER (10) Attach finish plate to bottom of instrument
PY9O2 panel.
Fig. 34-Shaft Centering Toot (11) Place steering wheel (or corrugated cylinder
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19-50 STEERING COLUMN—TILT-WHEEL-

RUBBER BUMPER FINGER LEVER

13/16'

SPRING

COLUMN
JACKET

TOOL INDICATES
ALLOWABLE LIMITS SHIFT HOUSING
FOR ADJUSTMENT PY1189 PB292A
Fig. 35—Adjusting Steering Shaft in Coupling Fig. 36—Floor Shift Column (Except Carlines
P,ù, and C)
on Carlines B,J) on steering shaft with master splines
aligned. Install retaining nut and washer, tighten nut and W) with a floor mounted gearshift is basically
to 60 foot-pounds. Do not drive wheel on shaft, draw the same as previously described. Standard Columns
wheel down with retaining nut. Install (Carlines B,J) and Service procedures are identical except as de-
steering wheel to corrugated cylinder, tightening the scribed below.
three nuts to 150 inch-pounds. After Lock Housing is removed (Fig. 15) it will
(12) Install horn switch parts previously removed be seen there is no shift tube or set screw in this shift
from steering wheel. Connect horn switch wire. housing. Also there is no spring washer between the
(13) Connect wiring connectors at steering column shift housing and column jacket as shown in (Fig. 24).
jacket. Connect battery ground cable, test operation Instead, this shift housing has a spring attached
of lights and horns. between it and the column jacket which keeps the
(14) Connect and adjust gearshift linkage, refer to housing rotated counterclockwise against a rubber
"Transmission Group". bumper (Fig. 36).
This spring and rubber bumper are easily removed
Floor Shift Column or replaced with the fingers.
The Steering Column used on (Carlines V,L,B,J,R For removal of horn switch see Group 8—Electrical.

STEERING COLUMN (TILT-WHEEL)

INDEX

Page Page
Disassembly 50 Tightening Reference . 59
Inspection 54 Tool Identification . . . . 57
Reassembly 55

GENERAL INFORMATION

This optional steering column has an impact absorb- only the disassembly and reassembly of the column
ing design similar to the other columns described in will be detailed here.
this section. The installation is the same, therefore

SERVICE PROCEDURES

COLUMN to column jacket.

(2) Remove the wiring protector from column
Removal (See Standard Columns) jacket.
Disassembly (Fig. 1) (3) Attach column Holding Fixture C-4132 to
(1) Remove four bolts attaching bracket assembly jacket pads and clamp the assembly in a vise.

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 COVER ASSY.`
SWITCH ASSY.

SCREW(3)
SWITCH ASSY.

HOUSING ASSY.

GUIDE \ RETAINER
SPRING
/ x
HOUSING / \ \ `SCREW
PIN PIVOT(2) x
RING

SHAFT ASSY.-LOWER

BOWL PF285
Fig. 1-Tilt Column Upper End—Disassembled en
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19-52 STEERING COLUMN—TILT-WHEEL-
To remove column mounted shift indicator, move
tilt mechanism to full down tilt. Remove spring clip
from rear of indicator housing and remove indicator
housing (Fig. 2). Withdraw pointer from shift housing.
(4) Remove three screws and remove shaft lock
cover.
(5) Remove tilt lever and turn signal lever. (If
equipped with "Speed Control" see Accessories Group
1). Push hazard warning knob in and unscrew to
remove. Remove ignition key lamp assembly. (Fig. 3)
(6) To remove lock plate from steering shaft, use
tool C-4156 to depress plate, then pry exposed lock HAZARD
IGNITION
KEY LAMp
ring from shaft (Fig. 4) and discard it. Now remove WARNING
tool, lock plate, cancelling cam and spring. KNOB
(7) Remove three turn signal switch attaching
screws, place shift bowl in low (1) position, and re-
move switch and wiring (Fig. 1).
PB2O4
(8) The buzzer switch can be pulled straight out of
the housing. A flat spring wedges the switch toward Fig. 3—Ignition Key Lamp and Hazard Switch
the lock cylinder (Fig. 5). (This may be done without screw boss (right-hand slot) and depress spring latch
the removal of the lock cylinder.) If the lock cylinder at bottom of slot, which releases lock. Remove lock
is in the housing, it must be in the "ON" position. (Fig. 6).
(9) The lock cylinder may be removed in any posi- (10) Remove three housing cover screws and re-
tion from "ACCESSORY" to "ON." However, the move housing cover (Fig. 5).
"LOCK" position is recommended because of its posi- (11) Install tilt release lever and place column in
tive location. full "UP" position. Remove tilt spring retainer using
Insert a thin tool (small screw driver on shim a large Phillips screw driver. Insert screw driver in
stock) into the slot next to the switch mounting opening, press in approximately 3/16 inch; turn ap-
proximately 1/8 turn counterclockwise until ears align
with grooves in housing and remove spring and guide
(Fig. 7).
(12) Push upper steering shaft in sufficiently to
remove steering shaft inner race seat and inner race.
(13) With ignition switch in "LOCK" position, re-
move the ignition switch mounting screws and igni-
tion switch (Fig. 8).
(14) Place Pivot Pin Remover C-4016 over pivot
pin and thread small portion of screw firmly into the
RETAINING RING

LOCK PLATE

CAM ASSEMBLY LOCK PLATE

DEPRESSING TOOL
SECTION A-A PD72A
PY9Ì8A
Fig. 2-Removing Shift Indicator Housing (As
viewed from rear) Fig. 4-Removing Lock Plate Retaining Ring

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 STEERING COLUMN—TILT-WHEEL 19-53

SPRING RETAINER TOOL

KEY BUZZER SWITCH

HOUSING COVER SCREWS NU573A

Fig. 7-Tilt Spring Retainer

PY919
¡i^^¿
IGNITION SWITCH
fig. 5—Key Buzzer Switch
pin. Hold screw from turning with one wrench, turn
nut clockwise with a second wrench to withdraw pivot
pin from the support (Fig. 9). Remove opposite pivot
pin in same manner.
(15) Use tilt release lever to disengage lock shoes.
Remove bearing housing assembly by pulling upward
to extend rack full down and moving housing assem-
bly to the left to disengage rack from actuator. Re-
move actuator rod assembly.
(16) Remove coupling from lower end of steering
shaft. Double coupling is retained to shaft with a roll RACK
pin, single coupling must be disassembled (see IGNITION
SWITCH"" `‰=*-» ACTUATOR ROD
procedure in Standard Columns).
(17) Remove steering shaft assembly from upper SLIDER DETENT POSITIONS IN SWITCH PY922
end.
Fig. 8-lgnition Switch
(18) Disassemble steering shaft assembly by re-
moving center spheres and anti-lash spring (Fig. 10). (21) Remove clip and bearing adapter or shift
(19) Remove four bolts securing support to lock tube retaining clip from lower end of column jacket
plate and remove support from end of column jacket. (Fig. 11).
If necessary, remove two attaching screws and shift (22) The column jacket with shift tube and bowl
gate from the support. are serviced as an assembled unit.
(20) Remove shift tube retaining ring with screw
driver. Remove thrust washer. Bearing Housing Disassembly (Fig. ¶)
(1) Remove tilt lever opening shield from housing.
(2) Remove lock bolt spring by removing spring
PIVOT PIN PULLING TOOL

LOCK RELEASE SLOT

PY92O NU574

Fig. 6—Removing Lock Cylinder Fig. 9—Pîvof Pin Removing Tool

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19-54 STEERING COLUMN—TILT-WHEEL
SPHERICAL BEARINGS

LOWER STEERING SHAFT

RACK
NU576

Fig. 10—Assembling or Disassembling Steering Shaft SPRING RETAINING SCREW

Centering Spheres
PY924
retaining screw and moving spring clockwise to re-
move from bolt (Fig. 12). Fig. 12— Sector and Bolt Spring
(3) Remove snap ring from sector drive shaft. Inspection
With small punch, lightly tap drive shaft from sector. (1) Inspect all bearings and race seats for brinelling,
Remove drive shaft, sector and bolt. Remove rack nicks, scratches and wear.
and rack spring. (2) Inspect centering sphere for nicks, damage or
(4) Remove tilt release lever pin with punch and wear. If damage is found, check shaft couplings for
hammer. Remove lever and release lever spring. (To nicks, burrs or rough spots.
relieve load on release lever, hold shoes inward and (3) Inspect actuator housing, shift lever bowl and
wedge block between top of shoes (over slots) and support for cracks or other damage.
bearing housing). (4) Inspect turn signal switch unit for distortion,
(5) Remove lock shoe pin with punch and ham- broken or damaged parts.
mer. Remove lock shoes and lock shoe springs. (5) Inspect horn and turn signal wires for worn or
NOTE: With tilt lever opening on left side, shoes bare spots.
facing up, the four slot shoe is on the left. (6) Inspect the steering shaft and gearshift tube
(6) Remove bearings from bearing housing only if for loose or broken plastic shear joints.
they are to be replaced. Remove separator and balls (7) Inspect steering column mesh cover, mend
from bearing. Place housing on work surface. With a with electricians tape if loose or torn.
pointed punch against back surface of race, carefully
hammer race out of housing until bearing puller can Assembly
be used. Repeat for other race. The grease recommended for use during reassem-
bly procedures is Multi-Purpose Grease NLGI Grade
2 E.P. or Multi-Mileage Lubricant, Part Number
2525035.

Bearing Housing Assembly (Fig. ì)

(1) Install bearings in bearing housing, if re-
moved.
(2) Install lock shoe springs, lock shoes and shoe
pin in bearing housing. Use approximately .180 rod to
line up shoes for pin installation.
(3) Install spring, release lever and pin in bearing
housing. (Again, relieve load on release lever as in
step (4) of disassembly procedure.)
RETAINING CUP (4) Install drive shaft in housing. Lightly tap sec-
BEARING ADAPTER tor onto the shaft far enough to install snap ring.
PY923 (5) Install lock bolt and engage with sector cam
Fig. 11—Shaft Lower Bearing Adapter surface.

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 STEERING COLUMN—TILT-WHEEL 19-55

(6) Install rack and spring. Block tooth on rack to STEERING SHAFT
engage block tooth on sector. Install external tilt re-
lease lever.
(7) Install bolt spring and spring retaining screw.
Tighten to 35 inch-pounds (Fig. 12).
Reassembly (Fig. ì)
(1) Install thrust washer and retaining ring by
pulling bowl up to compress wave washer.
(2) Install support by aligning "V" in support with
"V" notch in jacket. Insert screws through support
into lock plate. Tighten screws to 60 inch-pounds
torque.
(3) Align lower bearing adapter notches in jacket
and push in lower end of column jacket. Shift tube
should pilot in adapter at this time. Install clip (Fig. PY925
11). Fig. 13—Steering Shaft—Disassembled
(4) Install centering spheres and anti-lash spring (17) To install ignition lock, turn key to "LOCK"
in upper steering shaft (Fig. 13). position and remove key. This will cause buzzer oper-
(5) Install lower steering shaft from same side of ating lever to retract in cylinder. Now insert cylinder
spheres that spring ends protrude (Fig. 10). into housing far enough to contact switch actuator.
(6) Install steering shaft assembly in shift tube Press inward and move switch actuator rod up and
from upper end. Carefully guide shaft through shift down to align parts. When parts align, the cylinder
tube and bearing. will move inward and a spring loaded retainer will
(7) Install ignition switch actuator rod through snap into place, locking the cylinder into the housing.
bowl from bottom and insert in slot in support. Ex- (18) Install shaft lock cover and tighten three
tend rack downward from bearing housing. Assemble screws to 35 inch-pounds.
bearing housing over steering shaft and engage rack (19) When replacing ignition switch, place the key
over end of actuator rod. cylinder in "LOCK" detent position. Place the switch
(8) Install external tilt release lever and, holding in "LOCK" by the following procedure:
lock shoes in disengaged position, assemble bearing (a) Position the switch as it is shown in (Fig.
housing over steering shaft until the pivot pin holes 8).
line up and install pivot pins. (b) Move the slider to the extreme left (toward
(9) Place housing in full "UP" position and install steering gear).
guide; tilt spring and tilt spring retainer; using a
(c) Move the slider back one position to the
large Phillips screw driver in retainer, turn retainer
clockwise to engage (Fig. 7). right (toward steering wheel) to the "LOCK" posi-
(10) Install bearing inner race and seat. tion.
(11) Install tilt lever opening shield in housing. Fit the actuator rod into the slider hole and assem-
(12) Remove tilt release lever, install housing cov- ble to the column with two screws. Push the switch
er and tighten three screws to 45 inch-pounds (Fig. lightly down the column (away from the steering
5). wheel), to take out lash in the actuator rod, and
(13) Assemble buzzer switch to spring clip with tighten mounting screws. Caution should be exercised
formed end of clip under end of switch and spring to prevent moving the switch out of detent. Use only
bowed away from switch on side opposite contact. the correct length screws. Tighten to 35 inch-pounds.
Push switch and spring into hole in cover to the step (20) Install wire protector over wires on column
with the contacts toward lock cylinder bore (Fig. 5). jacket. Be careful not to pinch any wires.
(14) Install signal switch wires and connector To install column mounted shift indicator, move
through cover, bearing housing and bowl. Push haz- the tilt mechanism to full down tilt. Insert the pointer
ard warning plunger in, install switch and tighten into position and place the indicator housing and lens
screws to 35 inch-pounds. assembly into position. Insert the notch on the
(15) Install hazard warning knob and pull knob
pointer into its slot in back of the indicator and in-
out. Install cancelling cam spring, cancelling cam and
shaft lock. Depress shaft lock and install retaining stall the spring clip.
ring with Tool C-4156 (Fig. 4). (21) Remove column from vise and Holding Fix-
(16) Install tilt release lever and signal switch ture from column.
lever. (22) Position bracket assembly on steering column.
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19-56 STEERING COLUMN—TILT-WHEEL-
Install and torque the four short retaining screws to Single coupling must be reassembled to steering shaft
120 inch-pounds. (see procedure in Standard Columns).
(23) Install coupling to lower end of steering shaft.
Double coupling is retained to shaft with a roll pin. Installation (See Standard Columns)

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 STEERING COLUMN—TILT-WHEEL 19-57
STEERING COLUMNS-SPECIAL TOOLS

C-3428B C-3879 C-4016 C-4044

c-4m 0-4113U C-4118

«c-
it 11
TTTT C-4134
C-4156

C-4132

C-4157

PF474

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19-58 SPECIFICATIONS

SPECIFICATIONS

MANUAL STEERING

Type Rec¡rculation Ball Nut

Ratio 24 to 1
Sector Shaft Bearings 3-Needle Bearings
V,L 6 Cyl Bronze Bushings
Worm Shaft Bearings 2-Caged Ball Bearings
Sector Shaft Adjusting Screw End Play 000-.004 Inch
Worm Bearing Pre-Load 1 to 4 in. lbs. to keep Wheel Moving
Sector Mesh Adjustment Pre-Load Torque-
Includes worm bearing Pre-Load 8 to 11 in. lbs. Pull through high spot

POWER STEERING GEAR

Type Constant Control Full Time Power

Ratio 15.7 to 1
Wheel Turns-Stop to Stop S·l/2
Worm Shaft Thrust Bearing Pre-Load 16-24 Ozs.
Sector Shaft Adjustment Tighten Adjusting Screw 3/8 to 1/2
turn past Zero Back Lash (Center
of High Spot)
Fluid Capacity of Hydraulic System 2.5 Pints
Type of Fluid Power Steering Fluid Part No.
2084329 or equivalent
Do not use Automatic
Transmission Fluid

PUMPS
Type Constant Displacement
Cu. In. per Revolution .94
Constant Displacement
Cu. In. per Revolution 1.06
MAXIMUM PRESSURE
V,L
.94 Pump (198 or 225 CID Engine) 900-1000 PS I
1.06 Pump (225, 318 and 340 CID Engine) 950-1050 PSI
B,J
1.06 Pump (225, 318 and 340 CID Engine) 950-1050 PSI
.94 Pump (225, 318 and 340 CID Engine) 900-1000 PSI
R,W
1.06 Pump (225 CID Engine) 950-1300 PSI
1.06 Pump (318, 400 and 440 CID Engine) . . . . 1150-1300 PSI
.94 Pump (225, 318, 400 and 440 CID Engine) 1200-1300 PSI
P,D
.94 Pump (318, 360, 400 and 440 CID Engine) . 1200-1300 PSI
1.06 Pump (225 CID Engine) 950-1300 PSI
1.06 Pump (318, 360, 400 and 440 CID Engine)
C 1150-1300 PSI
1.06 Pump (400 or 440 CID Engine)
Y 1150-1300 PSI
1.06 Pump (440 CID Engine)
1200-1300 PSI

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 TIGHTENING REFERENCE 19-59

TIGHTENING REFERENCE

MANUAL STEERING

Foot Foot
Pounds Pounds
Sector Shaft Adjusting Screw Lock Nut 35 Steering Arm Nut .. 175
Sector Shaft Cover Bolt 25 Steering Wheel Nut 60
Gear Assembly to Frame Bolt 100

POWER STEERING

Foot Foot
Pounds Pounds
Gear Housing to Frame Bolt or Nut 100 Housing Head Spanner Nut 200
Sector Shaft Adjusting Screw Lock Nut . . . . 28 Valve Body Attaching Bolts 8
Sector Shaft Cover Nut 150 Valve Body End Plug 50
Steering Arm Nut 175 Steering Wheel Nut 60

PUMPS
Foot Foot
Pounds Pounds
High Pressure Hose Fitting. Flow Control Valve Plug
(Gear End) (.94 pump) 4
All Models 19 (1.06 pump) 7
(Pump End) Pulley Retaining Nut (.94 pump) 50
All Models 30 Bracket Mounting Bolts 30
Bracket Bolts (1.06 pump)
(.94 pump) 35 1/8 inch pipe clean out plug 7
(1.06 pump) 18

STEERING COLUMNS
Foot
Pounds
Steering wheel to steering shaft nut 60
Inch
Pounds
Column bracket to column bolt 120
Column clamp stud 20
Column clamp stud nut 110
Plate bolts 200
Rubber coupling nuts 200
Support plate bolts 200

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 TRANSMISSION 21-1

TRANSMISSIONS
CONTENTS
Page Page
MANUAL TRANSMISSION—3 SPEED MANUAL TRANSMISSION—4 SPEED
(A-250) 6 Cyl. Only 35 (A-833) All Synchronized 19
(A¯23O) All Synchronized 1 SPECIFICATIONS 124
TORQUEFLITE TRANSMISSIONS 47

MANUAL TRANSMISSION-THREE SPEED (A-230)

INDEX

Page Page
General Information 1 Assembling Transmission 9
Service Diagnosis 3 Cleaning and Inspection 7
Service in Vehicle Disassembling Transmission 4
Extension Housing Bushing 13 Transmission Installation 12
Extension Housing Yoke Seal 16 Transmission Removal 4
Gearshift Linkage Adjustment 16 Service Tools 130
Speedometer Pinion Gear 13 Specifications 124
Service Out of Vehicle Tightening Reference 128

GENERAL INFORMATION

The vehicle identification number on the instrument transmission (Fig. 2) for identification numbers.
panel starts with a capital letter which indicates the Sample Number: PP 230 3262 2220
carline or sales name of vehicle (see Introduction of The first two letters identify the manufacturing
this manual). These code letters are also used to indi- plant. The next three numbers are the transmission
cate the vehicle to which the service information ap- model number. The following four numbers are a
plies. date of manufacture code. The last four numbers are
The A-230 three speed transmission (Fig. 1) has a sequence number.
two synchronizer units, providing clash free shifting The main drive pinion (input shaft) is supported
in all forward gears. by a ball bearing in the transmission case and an olite
Synchronizers have been revised for 1973 and parts bushing pressed in the end of the crankshaft.
are not interchangeable with prior models except for The mainshaft (output shaft) front end is support-
stop rings. Synchronizers will be serviced as an as-
sembly. TYPICAL SHIFT LEVER
A pad has been provided on the right side of the

SPEEDOMETER
DRIVE ASSEMBLY
BACK-UP
LIGHT SWITCH
DRIVE PINION
RETAINER

FILL PLUG
DRAIN PLUG

IDENTIFICATION
PY627C NUMBER PAD PY628C

Fig. 1—A-230 Transmission Cutaway Fig. 2-A-230 Transmission-Left and Right Sides
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21-2 3-SPEED (A-230) MANUAL—TRANSMISSION

k. V

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 3-SPEED (A-230) MANUAL—TRANSMISSION 21-3

LEGEND FOR FIG. 3 (A¯23O)

1. Gear First 21. Spring 41. Seal 60. Lever
2. Ring 22. Sleeve 42. Snap Ring 61. Fork
3. Spring 23. Struts (3) 43. Snap Ring 62. Spring
4. Sleeve 24. Spring 44. Bearing 63. Snap Ring
5. Struts (3) 25. Ring 45. Pinion, Drive 64. Washer
6. Spring 26. Gear, Second 46. Roller 65. Gear, Countershaft
7. Snap Ring 27. Shaft, Output 47. Snap Ring 66. Washer
8. Bushing 28. Spacer Ring 48. Case 67. Roller
9. Gear, Reverse 29. Roller 49. Plug, Drain 68. Gear, Idler
10. Bearing 30. Spacer Ring 50. Fork 69. Washer
11. Snap Ring 31. Roller 51. Lever 70. Shaft
12. Snap Ring 32. Spacer Ring 52. Housing 71. Key
13. Retainer 33. Countershaft 53. Lever 72. Washer
14. Gasket 34. Spacer Ring 54. Nut, Locking 73. Plug, Filler
15. Extension 35. Roller 55. Switch 74. Gear, Clutch
16. Bushing 36. Spacer Ring 56. Lever 75. Gear, Clutch
17. Seal 37. Roller 57. Bolt 76. Key
18. Yoke 38. Spacer Ring 58. Gasket 77. "O" Rings (2)
19. Snap Ring 39. Retainer 59. Lever, Interlock 78. "O" Ring Retainers (2)
20. Ring 40. Gasket

ed by roller bearings in the end of the main drive The gearshifting is manually operated through
pinion and a ball bearing retainer in the front of the shift control rods to the transmission. Any forward
extension housing. The output end of the mainshaft is gear may be engaged while the vehicle is in motion
splined to the sliding universal joint yoke, which is through the use of synchronizing clutches.
supported by a bushing in the extension housing. The transmission may be used as an aid to deceler-
The countershaft gear is supported by a double row ation by downshifting in sequence without double
of needle type roller bearings at each end and the clutching or gear clashing, due to the fact that all
thrust is taken on thrustwashers between the ends of forward speeds are synchronized. See "Specifications"
the gear and the transmission case. The alignment of for downshift speed limits. The service procedures
the needle type roller bearings within the gear is covering the A-230 transmission used on all vehicles
maintained by six thrust washers (one being used so equipped is identical to the following service pro-
between the rows of roller bearings and one at each cedures except where noted.
end). The reverse idler gear is also supported on IMPORTANT Some internal transmission parts are
needle type roller bearings. different from standard on vehicles with high per-
A magnetic disc is attached to bottom, near front formance engines. These "special" parts are listed in
of case under largest gear on countershaft. This mag- applicable Parts Catalog; therefore, be sure they are
net collects and prevents circulation of chips in trans- used when replacement is necessary.
mission oil.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
HARD SHIFTING (a) Incorrect clutch adjustment. (a) Refer to Clutch Group for corrections.
(b) Improper linkage adjustment. (b) Perform linkage adjustment as out-
lined in "Gearshift Linkage Adjust-
ments."
(c) Synchronizer clutch sleeve damaged. (c-d-e) Causes noted can only be correct-
(d) Synchronizer spring improperly in- ed by disassembling transmission
stalled. and replacing damaged or worn parts.
(e) Broken or worn synchronizer stop
rings.
TRANSMISSION SLIPS (a) Linkage interference. (a) Inspect and remove all linkage inter-
OUT OF GEAR ferences.
(b) Gearshift rods out of adjustment. (b) Adjust gearshift rods as outlined in
"Gearshift Linkage Adjustments."
(c) Synchronizer clutch teeth worn. (c) Disassemble transmission and replace
parts as necessary.
(d) Clutch housing bore or face out of (d) Refer to Clutch Group for correction
alignment. procedure.
TRANSMISSION NOISES (a) Excessive end play in countershaft (a) Replace thrust washers.
gear.
(b) Loose synchronizer hub spline fit on (b) Inspect mainshaft and synchronizer
mainshaft. hub and replace parts as necessary.

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21-4 3-SPEED (A23O) MANUAL—TRANSMISSION
Condition Possible Cause Correction
(c) Damaged, broken or excessively worn (c) Replace worn gears,
gear teeth.
(d) Rough or pitted bearing races or (d) Replace worn bearing,
balls.

SERVICE PROCEDURES

TRANSMISSION REMOVAL bores and remove.

(7) Remove "0" ring retainers and "0" rings
(1) Remove shift rods from transmission levers. from housing.
On Carlines R and W, remove lst-reverse lever
from transmission to avoid replacing the grommet Drive Pinion Retainer and Extension Housing
which retains rod to lever. (1) Remove bolts holding drive pinion bearing re-
(2) Drain fluid from transmission. tainer to front of transmission case.
(3) Disconnect propeller shaft at rear universal (2) Slide retainer and gasket forward off the drive
joint. Mark both parts to reassemble in same posi- pinion. Pry pinion oil seal from bearing retainer. To
tion. Carefully pull shaft yoke out of transmission avoid leakage around the new seal, do not nick or
extension housing. scratch the bore in which the seal is pressed, or the
CAUTION: Be careful not to scratch or nick ground surface on which seal bottoms.
surface on sliding spline yoke during removal and (3) Tap drive pinion forward carefully with a
installation of the shaft assembly. brass drift, as far as possible to provide maximum
(4) Disconnect speedometer cable and back-up disassembly clearance for mainshaft removal (Fig. 5).
light switch leads. (4) Rotate cut away part of second gear next to
(5) Some models have exhaust systems which will countershaft gear for mainshaft removal clearance
have to be partially removed for clearance. See Ex- (Fig. 6).
haust Systems, Group 11. (5) Also shift 2nd-3rd synchronizer sleeve forward
(6) Install engine support fixture C-3487-A. Be sure for clearance.
support ends are up against underside of oil pan (6) Remove bolt and retainer securing speedome-
flange. ter pinion adapter in extension housing (Fig. 2).
(7) Raise engine slightly with support fixture. Dis- Carefully work adapter and pinion out of extension
connect extension housing from removable center housing.
crossmember. (7) Remove bolts that attach extension housing to
(8) Support transmission with a suitable jack and rear of transmission case.
remove center crossmember. (8) Tap with soft faced hammer to break gasket
(9) Remove transmission to clutch housing bolts.
Slide transmission toward rear until drive pinion seal and carefully guide housing off rear of mainshaft.
shaft clears clutch disc, before lowering transmission. SLEEVE IN
SLEEVE IN
(10) Lower transmission and remove from under 2ND GEAR
NEUTRAL
vehicle. Thoroughly clean exterior of unit.

DISASSEMBLING TRANSMISSION (Fig. 3)

Gearshift Housing and Mechanism " MAINSHAFT
(1) Shift transmission to second gear for shift
fork clearance.
INSTALLED
(2) Remove housing retaining bolts and lift shift HERE,
mechanism from case (Fig. 4). THE L O N G
(3) If shaft "0" rings need replacement, or inter- SHOULDER
BOLT
lock levers are cracked, proceed as follows. Pull shift ACTS AS A
forks out of shafts. COVER
(4) Remove nuts attaching operating levers to the LOCATING
SHIFT FORKS
DOWEL
shafts. Disengage levers from flats on shafts and re-
PY63O
move.
(5) Remove burrs from shafts before removal from Fig. 4-A-230 With Shift Mechanism Assy., Pinion
housing to avoid scoring the bores. Bearing Retainer, and Extension Housing-
(6) Push gearshift lever shafts through housing Removed

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 3-SPEED (A-230) MANUAL—TRANSMISSION 21-5
MAINSHAFT BEARING
RETAINER

DRIVE PINION IDLER SHAFT

MAINSHAFT ASSEMBLY
ASSEMBLY A N D KEY
ARBOR FOR
PY631 ROLLERS PY633

Fig. 5-Tap Drive Pinion Forward for Mainshaft Fig. 7—Reverse Idler Gear—Removal or Installation
Pilot Clearance
because magnetic disc below it may be damaged.
Idler Gear and Mainshaft (Fig. 7) (3) Remove snap ring from pinion bearing outer
(1) Insert arbor tool C-464 in case to push reverse race (Fig. 10).
idler shaft and key out of case. (4) Using a soft faced hammer, drive the pinion into
(2) Remove idler gear with arbor in place to re- case and remove through rear (Fig. 11).
tain rollers. (5) If bearing is to be replaced, remove snap ring
(3) Remove both thrust washers (Fig. 8). and press bearing off the pinion gear shaft (Fig. 12).
(4) Grasp mainshaft assembly and remove (6) Lift countershaft gear and arbor assembly out
through rear of case (Fig. 8). through rear of case (Fig. 13).
Countershaft Gear and Drive Pinion Mainshaft Disassembly
(1) Using a soft faced hammer and arbor, tool C- (1) Remove the snap ring from front end of main-
4112, tap countershaft rearward and remove key. Con- shaft which retains the 2nd-3rd synchronizer clutch
tinue to drive countershaft out of case, maintaining gear (Fig. 14).
contact between shaft and arbor so that washers will (2) Slide the 2nd-3rd synchronizer assembly off
not drop between them (Fig. 9). end of mainshaft along with the 2nd gear stop ring
(2) Lower countershaft gear to bottom of case to (Fig. 15).
permit removal of main drive pinion. If synchronizer is to be disassembled, mark all parts
Don't let countershaft gear drop to bottom of case so that they will be reassembled in the same position.
Do not interchange the first-reverse assembly with
SYNCHRONIZER SLEEVES
MOVED FORWARD the second-third assembly.

COUNTERSHAFT
GEAR
POSITION CUT A W A Y
AREA O N 2ND GEAR REVERSE IDLER GEAR
NEXT TO CLUSTER THRUST WASHERS
GEAR FOR CLEARANCE
PY634
Fig. 6-Position 2nd Gear and Shift Sleeves For
Clearance Fig. 8—Mainshaft Assembly—Removal or Installation

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21-6 3-SPEED (A-230) MANUAL—TRANSMISSION

COUNTERSHAFT

SNAP RING PLIERS

DRIVE PINION
GEAR SHAFT
ARBOR
FOR ROLLERS

COUNTERSHAFT GEAR

PY635 PY64¶

Fig. 9—Countershaft Removal Fig. 72-Snap Ring, Pinion Shaft to Bearing-

Removal or Installation

RETAINER M O U N T I N G BOLT HOLES

BEARING OUTER RACE

PY636 HOLE FOR PINION BEARING RETAINER DRAIN PY638

Fig. 10-Snap Ring on Pinion Gear Bearing— Fig. 13—Countershaft Gear and Arbor Assembly—
Removal Removal or Installation

,¾Ft

SNAP RING
PLIERS

COUNTERSHAFT GEAR A N D ARBOR

ASSEMBLY L Y I N G I N B O T T O M OF CASE PY643
PY637

Fig. 11-Drive Pinion and Bearing Assembly- Fig. 14—Snap Ring—2nd-3rd Synchronizer Clutch
Removal or Installation Gear to Ma¡nshaft—Removal or Installation

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 3-SPEED (A-230) MANUAL—TRANSMISSION 21-7
2ND GEAR
STOP RING

GROOVE IN
BEARING RACE
MAINSHAFT BEARING
RETAINER PY646

2ND-3RD Fig. 17—Spread Snap Ring to Remove or Install

SYNCHRONIZER ASSEMBLY PY644 Retainer on Mainshaft Bearing
able solvent, dry with compressed air. The accumula-
Fig. 15—2nd-3rd Synchronizer Assembly and Stop tion of chips on magnetic disc located on bottom of
Ring—Removal or Installation case near the front, should be removed with a clean
(3) Remove 2nd gear from mainshaft (Fig. 16). cloth. Inspect case for cracks, stripped threads in
(4) Spread snap ring in mainshaft bearing retainer various bolt holes and machined mating surfaces for
to disengage it from bearing groove and slide retainer burrs, nicks or any condition that would render the
off the bearing race (Fig. 17). case unfit for further service. The front mating sur-
(5) Remove snap ring securing bearing to main- face should be smooth; if any burrs are present, dress
shaft (Fig. 18). them off with a fine mill file. If threads are stripped,
(6) Set up parts in arbor press to force bearing off install Helicoil inserts.
mainshaft. By supporting front side of reverse gear it
can push the bearing off shaft as pressure is applied Ball Bearings
to shaft (Fig. 19). When bearing clears shaft, don't Wash ball bearings, using a clean solvent and blow
let parts drop through. dry with compressed air.
(7) Remove from press and remove from end of CAUTION: Do not spin bearings with air pressure;
shaft, the mainshaft bearing and reverse gear (Fig. turn slowly by hand. Spinning unlubricated bearings
20). may cause damage to races and balls.
(8) Remove from mainshaft the snap ring which Be sure ball bearings are clean, then lubricate
retains the lst-Reverse synchronizer clutch gear them with light grade engine oil. Inspect bearings for
(Fig. 21). pitting. This can best be determined by slowly turn-
(9) Slide lst-Re verse synchronizer assembly off ing outer race by hand. Measure fit of bearings on
splines and remove from mainshaft (Fig. 22). their respective shafts.
(10) Remove 1st gear and its stop ring from main-
shaft (Fig. 23). Needle Type Bearing Rollers and Spacers
Inspect all bearing rollers for flat spots or brinel-
CLEANING AND INSPECTION
SNAP RING MAINSHAFT
Clean transmission case thoroughly, using a suit- PLIERS BEARING

THRUST FLANGE
ON MAINSHAFT

SNAP RING

FIRST GEAR
REVERSE GEAR PY647
SECOND GEAR PY645
Fig. 18—Snap Ring—Mainshaft Bearing to Shaft-
Fig. 16—2nd Gear—Removal or Installation Removal or Installation

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21-8 3-SPEED (A-230) MANUAL—TRANSMISSION
SNAP RING O N MAINSHAFT

SNAP RING
PLIERS

1ST GEAR

PRESS RAM

1ST-REVERSE
SYNCHRONIZER
SUPPORT MAINSHAFT
ASSEMBLY PY654
TO AVOID FALL
WHEN CLEAR OF
BEARING
Fig. 21 —Snap Ring— I $f-Reverse Synchronizer
Clutch Gear—Removal or Installation
STOP RING

PLATES SUPPORTING
REVERSE GEAR WHICH
SLIDES AGAINST BEARING

1ST GEAR
1ST-REVERSE
Fig. Ì9-Using Press to Remove Mainshatt Bearing MAINSHAFT SYNCHRONIZER ASSEMBLY PY655
ling. Inspect all bearing roller spacers for signs of Fig. 22-1 st Reverse Synchronizer Assembly—
wear or galling. Inspect roller contact surfaces of Removal or Installation
gear and shaft. Install new parts as required.
and stop rings. If there is evidence of chipping or
Gears excessively worn teeth, install new parts at reassem-
Inspect countershaft gear and all gear teeth for bly. Be sure clutch sleeve slides easily on the clutch
chipped or broken teeth, or signs of excessive wear. gear.
Small nicks or burrs must be stoned off. Inspect stop rings for cracks and wear. If rings are
Inspect teeth on main drive pinion. If excessively cracked or show signs of extreme wear on threaded
worn, broken or chipped, a new pinion should be bore, install new rings at reassembly. Test new rings
installed. If the seal contact area on drive pinion shaft for good fit on gear cones with minimum wobble.
is pitted, rusted or scratched, a new pinion is recom- Check synchronizer struts for wear or breakage.
mended for best seal life. Synchronizers have been revised for 1973 and parts
are not interchangeable with prior models except for
Synchronizer Assemblies stop rings. Synchronizers will be serviced as an as-
Inspect gear splines on synchronizer clutch gears sembly.
GROOVE FOR 1ST GEAR THRUST FLANGE BETWEEN
BEARING SNAP RING
1ST AND 2ND GEARS

\
\ NO STOP RING ON REVERSE CLUTCH GEAR SPLINES
MAINSHAFT
\ SIDE OF SYNCHRONIZER AND SNAP RING GROOVES
BEARING
REVERSE
GEAR PY653 STOP RING 1ST GEAR PY656
Fig. 20—Reverse Gear and Mainshaft Bearing- Fig. 23-1st Gear and Stop Ring-Removal or
Removal or Installation Installation

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 3¯SPEED (A¯23O) MANUAL—TRANSMISSION 21-9
Mainshaft RETAINING RING
Inspect mainshaft gear and bearing mating sur-
faces. If gear contact surfaces show signs of galling
or are excessively worn, a new mainshaft should be MAINSHAFT PILOT
BEARING ROLLER
installed.
Inspect snap ring grooves for burred edges. If
rough or burred, remove condition using a fine file or
crocus cloth. Inspect synchronizer clutch gear splines
on shaft for burrs.

ASSEMBLING TRANSMISSION
The transmission pilot bushing in end of crankshaft
requires a grease which will stay in place during high PY64O
temperature operation. Use Mult¡-Purpose Grease,
Part Number 2932524, or equivalent, which is a grease Fig. 25—Installing Rollers in Drive Pinion Gear
of this type and is recommended for all clutch lubri- (2) Install 15 rollers and retaining ring in gear
cation points and the following assembly procedures. (Fig. 25).
(3) Install drive pinion and bearing assembly into
Countershaft Gear case (Fig. 11).
(1) Slide assembly arbor, Tool C-4112, into coun- (4) Now finish installation of countershaft gear
tershaft gear. assembly by positioning it and the thrust washers so
(2) Slide one roller thrust washer over arbor and that the countershaft can be tapped into position
into gear, followed by 22 Greased Rollers (Fig. 24). (Fig. 26). Be careful to keep the arbor in contact
(3) Repeat Step 2, adding one roller thrust washer with the countershaft to avoid parts dropping out of
on end. position and blocking the installation. Install key in
(4) Repeat Steps 2 and 3 at other end of counter- countershaft as installation is finished.
shaft gear. (Total of 88 Rollers and 6 thrust wash- (5) Carefully tap drive pinion forward to provide
ers). maximum clearance for mainshaft installation (Fig. 5).
(5) Place greased front thrust washer on arbor
against gear with tangs forward. Mainshaft (Fig. 27)
(6) Coat rear thrust washer with heavy grease Sub assemble the synchronizer parts (aligning
and stick it in place in the transmission case, with marks made during disassembly) in the order shown
tangs rearward. in Figs. 28, 29 and 30 as follows:
(7) Carefully place countershaft gear assembly in
(1) Place a stop ring flat on the bench followed by
position in bottom of transmission case (Fig. 13). Do
not finish installation with countershaft and key until the clutch gear and sleeve.
drive pinion is installed. (2) Drop the struts in their slots and snap in a
strut spring placing the tang inside one strut.
Pinion Gear (3) Turn the assembly over on the stop ring and
(1) Press new bearing on pinion with snap ring
groove forward. Install snap ring on shaft (Fig. 12).
COUNTERSHAFT GEAR ROLLER

ASSEMBLY ARBOR øfl*m'

SPECIAL TOOL

ROLLER THRUST WASHER ASSEMBLY ARBOR

SPECIAL TOOL
GEAR THRUST WASHER PY649
COUNTERSHAFT PY657
Fig. 24—Countershaft Gear—Roller Bearing
Assembly Fig. 26—Countershaft—Installation

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21-10 3¯SPEED (A¯23O) MANUAL—TRANSMISSION -¤

SNAP RING-BEARING tainer groove and slide it over the bearing. Be sure
MAINSHAFT BEARING
RETAINER TO RETAINER snap ring seats in bearing groove (Fig. 17).
(11) Place second gear over front of mainshaft
FIRST
GEAR with thrust surface against flange (Fig. 16).
2ND-3RD (12) Install properly indexed stop ring and 2nd-
SYNCHRONIZER SLEEVE 3rd synchronizer assembly against second gear (Fig.
15).
(13) Install 2nd-3rd clutch gear snap ring on shaft
(Fig. 14).
(14) Move 2nd-3rd synchronizer sleeve forward as
far as practical (limited by need to retain struts in
place) and install front stop ring (coated with grease
to hold it in position) inside sleeve with lugs indexed
1ST-REVERSE to struts.
SYNCHRONIZER SLEEVE
(15) Rotate cut out on second gear so it is toward
SECOND
STOP RING countershaft gear for clearance (Fig. 6).
STOP RING GEAR PY642 (16) Now slowly insert mainshaft assembly into
case (Fig. 8) tilting it as required to clear cluster
Fig. 27-Ma¡nshaft Assembled gears and finally entering the pilot rollers in the drive
install second strut spring with tang in a different pinion gear.
strut. If everything is in proper position the bearing re-
Note that the pointing angle on synchronizer sleeve tainer will bottom to the case without force. If not,
splines is 105 degrees except floor shift 2nd-3rd syn- check to see if a strut, pinion roller, or stop ring is
chronizer, which is 115 degrees. out of position.
(4) Slide 1st gear and stop ring over rear end of
mainshaft and against flange which separates 1st and Reverse Idler Gear
2nd gears (Fig. 23). (1) Place assembly arbor, Tool C-464 into idler
(5) Slide lst-Reverse synchronizer assembly over gear along with 22 greased rollers (Fig. 32).
mainshaft, indexing the hub slots to 1st gear stop (2) Position reverse idler thrust washers in case
ring lugs (Fig. 22). with grease to retain them.
(6) Install clutch gear snap ring on mainshaft (3) Now position reverse idler gear with arbor and
(Fig. 21) rollers in the case (Fig. 7) while installing idler shaft
(7) Slide reverse gear and mainshaft bearing in and key.
place and take to press, to force bearing on shaft (4) Install extension housing and gasket now, to
(Fig. 20). hold mainshaft and bearing retainer in place (Fig.
(8) Support inner race of bearing and press shaft 33). First, replace bushing and seal, if necessary.
through to shoulder (Fig. 31).
Be sure snap ring groove on outer race is forward. Drive Pinion Bearing Retainer
(9) Install bearing retaining snap ring on main- (1) Install the outer snap ring on the drive pinion
shaft (Fig. 18). bearing and tap the assembly back until the snap ring
(10) Spread snap ring in mainshaft bearing re- contacts case.
CLUTCH GEAR SNAP RING CLUTCH GEAR SLEEVE STOP RING
(POSITION LONG HUB FORWARD)
STRUT SPRINGS (2)

STOP RING STRUTS

STOP RING

STRUTS CLUTCH SLEEVE (POSITION LONG

HUB FORWARD) FORWARD
FORWARD
LUG-STOP RING
STRUT SPRINGS (2) PY2O3 SNAP RING TO CLUTCH GEAR PY2O2

Fig. 28-lst-Reverse Synchronizer-Disassembled Fig. 29—2nd-3rd Synchronizer—Disassembled

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 3-SPEED (A¯23O) MANUAL—TRANSMISSION 21-11

PRESS R A M
1ST GEAR

SYNCHRONIZER
CLUTCH GEAR
SLEEVE
REVERSE GEAR

PLATES
SUPPORTING
CLUTCH GEAR
INNER RACE
OF BEARING
STOP RING LUG

STEPO>LACE CLUTCH GEAR AND CLUTCH

SLEEVE ON STOP RING

STRUTS Fig. 31 —Using Press to Install Mainshaft Bear-

ing
(2) Using Tool C-3789 (Fig. 34), install a new oil
seal in retainer bore.
(3) Position main drive pinion bearing retainer
and gasket on front of case.
(4) Coat threads with sealing compound, then in-
stall attaching bolts and tighten to 30 foot-pounds
(Fig. 2).
Gearshift Mechanism and Housing (Fig. 35)
(1) If removed, place the two interlock levers on
STEP©INSTALL STRUTS IN CLUTCH GEAR SLOTS
the pivot pin and secure with "E" clip on Pivot pin.
(2) With pliers install the spring on interlock lever
hangers.
(3) The lst-reverse shift shaft has a "flat" machined
on it to actuate the back-up light switch.

T A N G O N SPRING
INSIDE STRUT
REVERSE IDLER GEAR

ARBOR TOOL

ROLLERS

\
PY639
S T E P ® INSTALL STRUT SPRING
Fig. 32-Reverse Idler Gear—Holler and Arbor
Fig. 30-Assembling Synchronizer Parts Assembly
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21-12 3¯SPEED (A¯23O) MANUAL—TRANSMISSION

LOCATING KEYWAY DRIVE PINION BEARING RETAINER

FOR BEARING
RETAINER
VENT
PASSAGE

SEAL INSTALLING TOOL

NU44

Fig. 34-instaliing Seai in Drive Pinion Bearing

EXTENSION HOUSING
Retainer
TO TRANSMISSION (1) With transmission on a suitable jack, slide as-
MOUNTING BOLT HOLES
sembly under vehicle.
PY629 (2) Raise transmission until drive pinion is cen-
tered in clutch housing bore.
Fig. 33—Extension Housing—Front View (3) Roll transmission slowly forward until pinion
(4) Install shift shafts in proper bores in housing shaft enters clutch disc. With transmission in gear,
followed by greased " 0 " rings, " 0 " ring retainers and turn output shaft until splines are aligned, then push
external shift levers. Tighten shift lever nuts to 18 transmission forward until seated against clutch
foot-pounds. Tighten back up light switch to 15 foot- housing. Do not allow transmission to "hang" after
pounds. pinion has entered the clutch disc.
(5) Rotate each shift shaft fork bore, to neutral (4) Install transmission attaching bolts and tight-
position (straight up) and install shift forks through en to 50 foot-pounds. Remove the jack.
bores and under both interlock levers. (5) Using a pointed drift, align crossmember bolt
holes, then install attaching bolts. Tighten to specifi-
Install Gearshift Mechanism cations (Figs. 36 or 37).
(1) Position the 2nd-3rd synchronizer sleeve in (6) Remove engine support fixture. Install exten-
transmission to rear (in 2nd gear). Position the lst- sion housing to rear engine mount bolts and tighten.
reverse synchronizer sleeve to middle of travel (in The engine mount to center crossmember bolt and
neutral) (Fig. 4). Place the shift forks in the gearshift nut, loose assembled to this point, should now be
mechanism in the same positions. torqued to 50 foot-pounds.
(2) Install gasket and gearshift mechanism on
transmission using special shoulder bolts. One bolt (7) Referring to "Gearshift Linkage Adjustment",
has an extra long shoulder which enters the transmis- connect shift control rods to transmission levers and
sion case acting as a locating dowel pin. This hole is connect speedometer cable.
at center rear of case (Fig. 4). Tighten bolts evenly (8) Carefully guide front universal joint yoke into
to 15 foot-pounds.
(3) Install speedometer drive pinion gear and
adapter being sure range number, stamped on outside
of adapter, representing number of teeth on gear, is INTERLOCK LEVERS

in 6 o'clock position.

TRANSMISSION INSTALLATION 2-3 SHIFT SHAFT

The transmission pilot bushing in end of crankshaft

requires a grease which will stay in place during high
temperature operation. Use Multi-Purpose Grease, BACK-UP
LIGHT SWITCH
Part Number 2932524, or equivalent, which is a grease AND GASKET
of this type and is recommended for all clutch lubri- N E R
cation points. £™ 1ST REVERSE
RINGS
SHIFT SHAFT
Place a small amount of Multi-Purpose Grease
around inner end of pinion shaft pilot bushing in
SHIFT FORKS PB263B
flywheel and on pinion bearing retainer pilot, for
clutch release sleeve. Do not lubricate end of pinion Fig. 35—Gearshift Mechanism and Housing-
shaft, clutch disc splines or clutch release levers. Disassembled

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 3-SPEED (A¯23O) MANUAL—TRANSMISSION 21-13
TRANSMISSION EXTENSION
HOUSING

SPACER (2)

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS.

30 FT. LBS.

50 FT. LBS.

PF335

Fig. 36-Center Crossmember andRear Engine Mount (Carline V,L)

extension housing and onto mainshaft splines. Con- speedometer pinion gear into adapter (Fig. 39).
nect propeller shaft to rear axle pinion yoke aligning CAUTION: Before installing pinion and adapter as-
the marks made at removal. sembly, make sure adapter flange and its mating area
(9) Reconnect exhaust pipes (if removed). Tight- on extension housing are perfectly clean and lubri-
en bolts securely. cated. Dirt or sand will cause mis-alignment resulting
(10) Fill transmission. See Lubrication Group "0" in speedometer pinion gear damage.
for detailed recommendations. (7) Rotate the speedometer pinion gear and adapt-
(11) Road test vehicle to make sure transmission er assembly so that the number on the adapter,
shifts smoothly and operates quietly. corresponding to the number of teeth on the gear, is
in the 6 o'clock position as the assembly is installed
SPEEDOMETER PINION GEAR (Fig. 38).
(8) Install retainer and bolt, with retainer tangs in
Removal and Installation adapter positioning slots. Tap adapter firmly into ex-
Rear axle gear ratio and tire size determines pinion tension housing and tighten retainer bolt to 100 inch-
gear size requirements. Refer to "Speedometer Pin- pounds.
ion Gear Chart" in Specifications for pinion usage. (9) Fill transmission to level of fill plug (Refer to
(1) Place drain pan under adapter or drain trans- Lubrication Group "O").
mission.
(2) Remove bolt and retainer securing speedome- EXTENSION HOUSING BUSHING
ter pinion adapter to extension housing (Fig. 38).
(3) With cable housing connected, carefully work Remover/
adapter and pinion out of extension housing. (1) Drain transmission fluid and remove speedom-
(4) If transmission fluid is found in cable housing, eter pinion adapter.
replace seal in the adapter (Fig. 39). (2) Disconnect propeller shaft at rear universal
(5) Start seal and retainer ring in adapter, then
joint. Mark both parts to reassemble in same posi-
push them into adapter with Tool C-4004 until tool
bottoms (Fig. 40). tion. Carefully pull shaft yoke out of transmission
(6) Note number of gear teeth and install extension housing.
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21-14 3-SPEED (A-230) MANUAL—TRANSMISSION
TRANSMISSION EXTENSION
HOUSING

SPACER (2)

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS,

30 FT. LBS.

50 FT. LBS.

PY171A

Fig. 37—Center Crossmember and Rear Engine Mount (Cari¡ne B, J, R, W)

CAUTION: Be careful not to scratch or nick ground and slide extension housing off the mainshaft.
surface on sliding spline yoke during removal and Extension cannot be removed from carlines R and
installation of the shaft assembly. W until transmission is removed from vehicle.
(3) Cut boot end of extension housing yoke seal,
RETAINER
then screw the tapered thread of Tool C-748 into the ADAPTER
seal. Turn the screw of the tool to remove the seal "O" RING
(Fig. 41).
(4) Remove bolts securing extension housing to PINION

crossmember. Raise transmission slightly with serv- BOLT A N D

ice jack and remove center crossmember (Fig. 36 WASHER
or 37). RETAINER
(5) Remove extension housing to transmission bolts RING
NN362

fig. 39—Speedometer Pinion and Adapter-

Disassembled

-ADAPTER TOOL
SEAL
NN9OA 6 O'CLOCK POSITION NP2

Fig. 3B—Speedometer Pinion and Adapter— Fig. 40—Installing Speedometer Pinion Seal In
Installed in Extension Housing Adapter

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 3-SPEED (A-230) MANUAL—TRANSMISSION 21-15

SEAL TOOL INSTALLING

TOOL BUSHING

> REMOVING
/ END

INSTALLING END ""W^ 7 NU43

PF336 Fig. 42—Replacing Bushing in Extension Housing
Fig. 41—Removing Extension Housing Yoke Seal
TOOL
Bushing Replacement
(1) Drive the bushing out of housing (Fig. 42) with
Tool C-3996 or C-3974.
(2) Slide a new bushing on installing end of Tool.
Align oil hole in bushing with oil slot in housing, then
drive bushing into place. NN125
(3) Drive a new oil seal into housing with Tool
C-3972 or C-3995 (Fig. 43). Fig. 43—installing Extension Housing Seal
ing bolts to specifications. Lower transmission, install
Installation extension housing to rear engine mount bolts and
(1) Slide extension housing, with a new gasket, tighten to specifications.
over mainshaft and down against the case. Install and (3) Install the speedometer pinion and adapter.
tighten attaching bolts to 50 foot-pounds. (4) Carefully guide front universal joint yoke into
(2) Install center crossmember and tighten retain- extension housing and onto mainshaft splines. Align
2ND-3RD R O D - SPRING RETAINER
FRONT WASHER
SPRING
SWIVEL WASHER PLAIN WASHER
TORQUE / _ / / _ / ^BUSHING

ASSEMBLY f _ ^.^
` WASHER
2ND-3RD ROD
STEERING COLUMN
- TRANSMISSION

2ND-3RD
ROD—FRONT
1ST—REVERSE
WASHER
1ST—REVERSE 2ND-3RD
DETAILS AT TRANSMISSION
ROD LEVER
¡¡ 2ND-3RD ROD
BRACKET- FWD TRANSMISSION
FRAME
TORQUE SHAFT
ASSEMBLY
PLAIN
WASHER

GROMMET
FWD 1ST-
REVERSE
BUSHING 1ST—REVERSE ROD LEVER

PLAIN WASHER ASSEMBLED VIEW

DETAILS AT STEERING
2ND-3RD ROD—FRONT PD300

Fig. 44¯Cofi#mn Shift Linkage (Carline V,L)

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21-16 3¯SPEED (A-230) MANUAL—TRANSMISSION

2ND-3RD RODv I I _....„ STEERING COLUMN

\ GROMMET SWIVEL
CLIP
TRANSMISSION
CLAMP TRANSMISSION
SCREW v \
2ND-3RD

1ST-REVERSE
ROD

BUSHING

VIEW B STEERING COLUMN

FWD
FWD

GROMMET MUST BE
INSTALLED IN SAME DIRECTION
AS ROD AND SWIVEL
(SEE VIEWS A & B)
2ND-3RD ROD

1ST-REVERSE ROD

PF338

Fig. 45-Column Shift Linkage (Carl¡ne R,W)

marks made at removal and connect propeller shaft (6) Fill transmission to level of fill plug (Refer to
to rear axle pinion yoke. Lubrication Group "0").
(5) Fill transmission to level of fill plug (Fig. 2).
GEARSHIFT LINKAGE ADJUSTMENT
EXTENSION HOUSING YOKE SEAL
4-230 Column Shift (Figs. 44 or 45)
Replacement (1) Loosen both shift rod swivels.
(1) Place drain pan under yoke seal. (2) Make sure transmission shift levers are in neu-
(2) Disconnect propeller shaft at rear universal tral (middle detent) position.
joint. Mark both parts to reassemble in same posi-
(3) Move shift lever to line up locating slots in bot-
tion. Carefully pull shaft yoke out of transmission
extension housing. tom of steering column shift housing and bearing
CAUTION: Be careful not to scratch or nick ground housing. Install suitable tool in slot.
surface on sliding spline yoke during removal and (4) Place screwdriver or suitable tool between
installation of the shaft assembly. crossover blade and 2nd-3rd lever at steering column
(3) Cut boot end of extension housing yoke seal, so that both lever pins are engaged by crossover
then screw the tapered thread of Tool C-748 into the blade (Fig. 46).
seal. Turn the screw of the tool to remove the seal (5) Set lst-Reverse lever on transmission to re-
(Fig. 41). verse position (rotate clockwise).
(4) To install a new seal, position seal in opening (6) Adjust lst-Reverse rod swivel by loosening
of extension housing and drive it into housing with clamp bolt and sliding swivel along rod so it will enter
Tool C-3972 or C-3995 (Fig. 43). lst-reverse lever at transmission. Install washers and
(5) Carefully guide front universal joint yoke into clip. Tighten swivel bolt to 125 inch-pounds.
extension housing and on mainshaft splines. Connect (7) Remove gearshift housing locating tool and shift
propeller shaft to rear axle pinion shaft yoke aligning column lever to neutral position.
the marks made at removal. Tighten clamp screws to (8) Adjust 2nd-3rd rod swivel by loosening clamp
15 foot-pounds. bolt and sliding swivel along rod so it will enter 2nd-

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 3¯SPEED (A-230) MANUAL—TRANSMISSION 21-17
CROSS-OVER BLADE IN NEUTRAL Three Speed Floor Shift Mechanism (Figs.
47, 48 or 49)
Removal
(1) Disconnect negative (ground) cable from bat-
tery.
(2) Loosen lock nut and unscrew shift knob.
(3) To remove console, if so equipped, see
procedure in "Body" Book.
(4) Remove retaining screws from floor pan boot
and retainer and slide up and off shift lever.
(5) Remove shift lever attaching screws and re-
move lever.
(6) Remove retaining clips, washers and shift rods
NP556A
from shift mechanism levers under floor pan.
(7) Remove bolts securing shift mechanism to
Fig. 46—Holding Crossover Blade in Neutral Posi- transmission extension housing mounting plate and
tion remove the unit.
3rd lever. Install washers and clip. Tighten swivel bolt
to 125 inch-pounds. Installation and Adjustment
(9) Remove tool from cross-over blade at steering (1) Position shift mechanism on transmission ex-
column and shift through all gears to check adjust- tension housing mounting plate and secure with the
ment and cross-over smoothness. three mounting bolts.
(10) Check for proper operation of steering (2) Fabricate a lever alignment tool from 1/16
column lock in reverse and other gear positions. With inch thick sheet metal to dimensions shown in figures
proper linkage adjustment, ignition should lock in re- 47, 48 or 49.
verse position only, with hand off gearshift lever. (3) Insert lever alignment tool into slots in levers
SCREW AND WASHER ASSEMBLY (3) KNOB

GROMMET (3)
SCREW (4)

COVER

CLIP (2) BOOT ASSEMBLY

GEARSHIFT
SELECTOR
LEVER
SPACER (3) 2ND AND 3RD ROD

1ST AND REVERSE ROD

MECHANISM

2ND AND 3RD ROD

1ST AND
REVERSE
ROD 5/8

2-3/8 1/16
BOLT
SWIVEL (2) LEVER ALIGNMENT
TOOL (SHEET METAL)
LEVER ALIGNMENT SLOT
FLOOR PAN
PY691B

fig. 47-Floor Shìft-3 Speed (Carline V,L)

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21-18 3-SPEED (A-230) MANUAL—TRANSMISSION
GEARSHIFT KNOB
SELECTOR LEVER
SCREW (4)
SCREW AND WASHER
ASSEMBLY (3)
TRANSMISSION
EXTENSION
SPACER (3) HOUSING
GROMMET (3)
ROD — SECOND AND THIRD
ROD — FIRST AND REVERSE

CLIP

GEARSHIFT
CONTROL
MECHANISM
2ND AND
SCREW AND
3RD ROD
WASHER
ASSEMBLY

1ST AND REVERSE ROD

FLOOR PAN

TOOL (SHEET METAL)

LEVER ALIGNMENT SLOT PY692A

Fig. 48-F¡oor Shift-3 Speed (Carline B,J)

GEARSHIFT SELECTOR BOOT ASSEMBLY KNOB
LEVER ASSEMBLY 5/8 J=ZI D
2-3/8 1/16
LEVER ALIGNMENT
TOOL (SHEET METAL)
SCREW AND WASHER
ASSEMBLY (3)
ROD — FIRST
AND REVERSE

CLIP (2) l< ROD — SECOND

AND THIRD

TRANSMISSION EXTENSION

SCREW AND WASHER (3)

GEARSHIFT CONTROL
MECHANISM ASSEMBLY
2ND AND 3RD ROD

1ST AND REV. ROD

SWIVEL (2)

FLOOR PAN (REFERENCE)

SCREW AND WASHER (2) PB264

Fig. 49¯Ffoor Shift-3 Speed (Carline R,W)

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 4-SPEED (A-833) MANUAL—TRANSMISSION 21-19
and mechanism frame to hold levers in neutral cross- (7) Slide boot and retainer over shift lever and
over position. fasten tofloorwith four screws each.
(4) Place transmission levers in neutral (middle (8) To install console, if so equipped, see
detent) position and adjust shift rod swivels so rods procedure in "Body" Book.
will install freely to levers. (9) Install shift knob and its lock nut on shift
(5) Secure rods with proper washers and clips and lever.
remove alignment tool. (10) Reconnect battery ground cable and test
(6) Attach shift lever to mechanism with three shifting action for smoothness.
mounting screws, grommets and spacers.

MANUAL TRANSMISSION-FOUR SPEED (A-833)

INDEX
Page Page
General Information 19 Assembling Transmission 31
Service Diagnosis 20 Cleaning and Inspection 30
Service In Vehicle 20 Disassembling Transmission 24
Extension Housing Yoke Seal 23 Extension Housing Bushing Replacement 32
Four Speed Gearshift 20 Transmission Installation 34
Gearshift Linkage Adjustment 21 Transmission Removal 24
Speedometer Pinion Gear 21 Service Tools 130
Service Out of Vehicle 24 Specifications 124
Tightening Reference 128
GENERAL INFORMATION
The vehicle identification number on the instrument of needle type roller bearings at each end and the
panel starts with a capital letter which indicates the thrust is taken on thrust washers between the ends of
carline or sales name of vehicle (see Introduction of the gear and the transmission case. The alignment of
this manual). These code letters are also used to in- the needle type roller bearings within the gear is
dicate the vehicle to which the service information maintained by a tubular spacer in the center and four
applies. thrust washers (one being used between the rows of
The A-833 four speed transmission (Figs. 1, 2 and roller bearings and one at each end).
3) is available as special equipment for many models. The reverse idler gear is supported on a bronze
Synchronizers have been revised for 1973 and parts bushing, pressed into the gear.
are not interchangeable with prior models except for A magnetic disc is attached to bottom, near rear of
stop rings. Synchronizers will be serviced as an as- case under countershaft gear. This magnet collects
sembly. and prevents circulation of chips in transmission oil.
A pad has been provided (Fig. 2) on right side of The gearshifting is manually operated through
transmission for identification numbers. shift control rods to the transmission. Any forward
Sample Number: PP 833 1861 0250. gear may be engaged while the vehicle is in motion
The first two letters identify the manufacturing through the use of synchronizing clutches.
plant. The next three numbers are the transmission See "Specifications" for downshift speed limits.
model number. The following four numbers are a The transmission may be used as an aid to deceler-
date of manufacture code. The last four numbers are ation by downshifting in sequence without double
a sequence number. clutching or gear clashing, due to the fact that all
The main drive pinion and input shaft is supported forward speeds are synchronized. The service
by a ball bearing in the transmission case and an olite procedures covering the four-speed transmission used
bushing pressed in the end of the crankshaft. on all vehicles so equipped is identical to the follow-
The mainshaft front end is supported by roller ing service procedures except where noted.
bearings in the end of the main drive pinion and a IMPORTANT: Some internal transmission parts are
ball bearing in the front of the extension housing. different from standard on vehicles with high per-
The output end of the mainshaft is splined to the formance engines. These "special" parts are listed in
sliding universal joint yoke, which is supported by a applicable Parts Catalog; therefore, be sure they are
bushing in the extension housing. used when replacement is necessary.
The countershaft gear is supported by a double row
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21-20 4-SPEED (A-833) MANUAL—TRANSMISSION

SERVICE DIAGNOSIS
Condition Possible Cause Correction
HARD SHIFTING (a) Incorrect clutch adjustment. (a) Refer to Clutch Group for corrections.
(b) Improper linkage adjustment. (b) Perform linkage adjustment as out-
lined in "Gearshift Linkage Adjust-
ments."
(c) Synchronizer clutch sleeve damaged (c-d-e) Causes noted can only be correct-
(d) Synchronizer spring improperly in- ed by disassembling transmission
stalled. and replacing damaged or worn parts.
(e) Broken or worn synchronizer stop
rings.
TRANSMISSION SLIPS (a) Linkage interference. (a) Inspect and remove all linkage inter-
OUT OF GEAR ferences.
(b) Gearshift rods out of adjustment. (b) Adjust gearshift rods as outlined in
"Gearshift Linkage Adjustments."
(c) Synchronizer clutch teeth worn. (c) Disassemble transmission and replace
parts as necessary.
(d) Clutch housing bore or face out of (d) Refer to Clutch Group for correction
alignment. procedures.
TRANSMISSION NOISES (a) Excessive end play in countershaft (a) Replace thrust washers.
gear.
(b) Loose synchronizer hub spline fit on (b) Inspect mainshaft and synchronizer
ma¡nshaft. hub and replace parts as necessary.
(c) Damaged, broken or excessively worn (c) Replace worn gears.
gear teeth.
(d) Rough or pitted bearing races or (d) Replace worn bearing.
balls.

SERVICE PROCEDURES
SERVICE IN VEHICLE (6) Remove two bolts and washers which secure
shift unit to mounting plate on extension housing and
FOUR SPEED GEARSHIFT remove unit.
Removal (Figs. 4 , 5 and 6)
(1) Disconnect negative (ground) cable from bat- Installation (Figs. 4,5 and 6)
tery. (1) Fasten unit to extension housing mounting
(2) Remove console and wiring if so equipped. plate with two bolts and lock washers and tighten to
(See Body Book). 30 foot-pounds.
(3) Remove retaining screws from floor pan boot (2) Install shift rods, washers and clips.
and slide up and off shift lever. (3) See next paragraph for adjustment procedure.
(4) Remove attaching bolts and shift lever from (4) Fasten shift lever to shift mechanism with two
shift control mechanism. bolts.
(5) Remove retaining clips, washers and control (5) Slide boot down over lever and fasten to floor
rods from shift unit levers. pan.

NH735B
Fig. I—A-833 Four Speed Transmission—Cross Section
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 4-SPEED (A-833) MANUAL—TRANSMISSION 21-21

LUBRICATION 4 N 3 2 N 1
FILL PLUG TRANSMISSION
DRIVE PINION

3-4 SHIFT
RETAINER DRIVE REVERSE
LEVER LEVER
PINION
BEARING AND SEAL
RN

IDENTIFICATION PAD NU37 DRAIN PLUG PD367A

Fig. 2—Four Speed Transmission—Right Side Fig. 3—Four Speed Transmission—Left Side
Identification Pad
shifter end to rotate this rod).
(6) Install console and connect wiring if so (4) Replace washers and clips.
equipped (See Body Book). Reconnect battery cable. (5) Remove aligning tool and test shifting action.

GEARSHIFT LINKAGE ADJUSTMENT SPEEDOMETER PINION GEAR

(1) Install floor shift lever aligning tool (Fig. 7) to Removal and Installation
hold the levers in neutral-crossover position. Rear axle gear ratio and tire size determines pinion
(2) With all rods removed from transmission shift gear size requirements. Refer to "Speedometer Pin-
levers, place levers in neutral detent positions. ion Gear Chart" in Specifications for pinion usage.
(3) Rotate threaded shift rods to make length ex- (1) Place drain pan under adapter.
actly right to enter transmission levers. Start with (2) Remove bolt and retainer securing speedome-
1-2 shift rod (it may be necessary to pull clip at ter pinion adapter to extension housing (Fig. 8).

FIRST & SECOND ROD

KNOB

ASSEMBLY
GEAR SHIFT
CONTROL
MECHANISM

THIRD AND BOOT ASSEMBLY

FOURTH ROD

SWIVEL
BOLT (2)

CONED WASHER (2)

<;rRFW n\ TRANSMISSION
SCREW (3) E X T E N S,ON

^ ^ I CLIP (3)
LOCK WASHER (2)
REVERSE ROD PD 161

Fig. 4-A-833 Floor Shift Linkage (Carline V,L)

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21-22 4-SPEED (A-833) MANUAL—TRANSMISSION
FIRST AND SECOND ROD

BOOT ASSEMBLY
LEVER AND
GRIP ASSEMBLY
TRANSMISSION
IEXTENSION

SCREW (4)
THIRD AND FOURTH ROD REVERSE ROD
SCREW AND BOLT (2)
LOCK WASHER (3)
CONED WASHER (2)
FIRST AND SECOND ROD.

LOCK WASHER PLATE

ASSEMBLY GEAR
SWIVEL SHIFT CONTROL
MECHANISM

THIRD AND FOURTH ROD

LOCK WASHER
BOLT

REVERSE ROD PD 162

Fig. 5-A-833 Floor Shift Linkage (Cariine k,W)

LEVER AND GRIP
ASSEMBLY
COVER

ASSEMBLY
GEAR SHIFT
CONTROL FIRST AND çrppw tA\
MECHANISM SECOND ROD , W (4)

SCREW (4)

THIRD AND BOOT ASSEMBLY

FOURTH ROD
THIRD AND
FOURTH ROD
FIRST AND
BOLT (2) I SECOND ROD
SWIVEL
PLATE / _ j ¡ i TRANSMISSION
EXTENSION
^ PLATE
, CONED"
SWIVEL (2) ÌWASHER(2) N SCREW(3)

LOCK WASHER (2)

REVERSE
ROD
Boiî(2,
SIDE RAIL FLOOR PAN
REVERSE ROD
PD 163
Fig. 6-A-833 Floor Shift Linkage (Cariine BJ)
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 4-SPEED (A-833) MANUAL—TRANSMISSION 21-23

CROSSOVER ADAPTER LOCK RING

ALIGNMENT
TOOL,
MAKE FROM
¼"DIA. ROD
2¼" LONG

TOOL
SEAL
NP2

Fig. ¶O-lnstalling Speedometer Pinion Seal

REVERSE ROD ADJUsÌABLE
ADJUSTABLE SWIVEL SWIVELS PD299 corresponding to the number of teeth on the gear, is
in the 6 o'clock position as the assembly is installed
Fig. 7—Gearshift Linkage Adjustment (Fig. 8).
(7) Install retainer and bolt, with retainer tangs in
(3) With cable housing connected, carefully work adapter positioning slots. Tap adapter firmly into ex-
adapter and pinion out of extension housing. tension housing and tighten retainer bolt to 100 inch-
(4) If transmission fluid is found in cable housing, pounds.
replace seal in the adapter (Fig. 9). Start seal and (8) Fill transmission to level of fill plug (Refer to
retainer ring in adapter, then push them into adapter Lubrication Group "0").
with Tool C-4004 until tool bottoms (Fig. 10).
(5) Note number of gear teeth and install EXTENSION HOUSING YOKE SEAL
speedometer pinion gear into adapter (Fig. 9).
CAUTION: Before installing pinion and adapter as- Replacement
sembly, make sure adapter flange and its mating area (1) Place drain pan under yoke seal.
on extension housing are perfectly clean. Dirt or sand (2) Disconnect propeller shaft at rear universal
will cause mis-alignment resulting in speedometer joint. Mark both parts to reassemble in same posi-
pinion gear damage. tion. Carefully pull shaft yoke out of transmission
(6) Rotate the speedometer pinion gear and adapt- extension housing.
er assembly so that the number on the adapter, CAUTION: Be careful not to scratch or nick ground
surface on sliding spline yoke during removal and
installation of the shaft assembly.
(3) Cut boot end of extension housing yoke seal,
then screw the tapered thread of Tool C-748 into the
seal. Turn the screw of the tool to remove the seal
(Fig. 11).
(4) To install a new seal, position seal in opening
of extension housing and drive it into housing with
Tool C-3972 (Fig. 12).
(5) Carefully guide front universal joint yoke into
'ADAPTER extension housing and on the mainshaft splines. Align
NN9OA • H H H H H H E 6 O'CLOCK POSITION
marks made at removal and connect propeller shaft
to rear axle pinion shaft yoke.
Fig. 8-Speedometer Pinion and Adapter—Installed
SEAL
TOOL
RETAINER
ADAPTER

" O " RING

PINION

BOLT AND
WASHER OIL SEAL
RETAINER
RING
NN362 PF336

Fig. 9—Speedometer Pinion and Adapter— Fig. lì -Removing Extension Housing Yoke
Disassembled Seal
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21-24 4-SPEED (A-833) MANUAL—TRANSMISSION

(4) Disconnect speedometer cable and back-up

TOOL
light switch leads.
(5) Some models have exhaust systems which will
have to be partially removed for clearance. See Ex-
haust Systems, Group 11.
(6) Install engine support fixture C-3487-A. Be
sure support ends are up against underside of oil pan
NN125 flange.
(7) Raise engine slightly with support fixture. Dis-
Fig. 12—Installing Extension Housing Yoke
Seal connect extension housing from removable center
crossmember (Figs. 13 or 14).
(6) Fill transmission to level of fill plug. (Refer to (8) Support transmission with a suitable jack and
Lubrication Group "0"). remove center crossmember.
(9) Remove transmission to clutch housing bolts.
SERVICE OUT OF VEHICLE Slide transmission toward rear until drive pinion
shaft clears clutch disc, before lowering transmission.
TRANSMISSION REMOVAL (10) Lower transmission and remove from under
vehicle. Thoroughly clean exterior of unit, preferably
(1) Remove console and 4-speed gearshift com- by steam. Mount transmission in repair stand (Fig.
ponents, refer to "Four Speed Gearshift." 15).
(2) Drain fluid from transmission.
(3) Disconnect propeller shaft at rear universal DISASSEMBLING TRANSMISSION (Fig. 16)
joint marking parts to reinstall in same position.
Carefully pull shaft yoke out of transmission exten- Gearshift Housing and Mechanism
sion housing. (1) Remove reverse shift lever from shaft. Re-
CAUTION: Be careful not to scratch or nick ground move bolts that attach gearshift housing to transmis-
surface on sliding spline yoke during removal and sion case (Fig. 17).
installation of the shaft assembly. (2) With levers in neutral detent position, pull
TRANSMISSION EXTENSION
HOUSING

SPACER (2)

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS.

30 FT. LBS.

IT 50 FT. LBS.

PF335

Fig. 13—Confer Crossmember and Rear Engine Mount (Carline V,L)

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 4¯SPEED (A-833) MANUAL—TRANSMISSION 21-25

TRANSMISSION EXTENSION
HOUSING

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS.

30 FT. LBS.

50 FT. LBS.

PY171A

Fig. 14—Center Crossmember and Rear Engine Mount (Carline B,J,R,W)

housing out and away from the case. (The two shift or the interlock levers are cracked.
forks may remain in engagement with synchronizer (3) Remove nuts that attach shift operating levers
sleeves.) Work forks out of sleeves and remove from to the shafts. Disengage levers from flats on shafts
the case. The following three steps need only be done, and remove.
if oil leakage is visible around gearshift lever shafts, CAUTION: Make sure shafts are free of burrs before

M A I N DRIVE PINION , GEARSHIFT HOUSING

PINION BEARING RETAINER

BREATHER

EXTENSION HOUSING

SEAL

3RD A N D 4TH BACK-UP LIGHT SWITCH

OPERATING LEVER

REVERSE OPERATING LEVER

NH738A

Fig. 15—A-833 Transmission in Repair Stand

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21-26 4-SPEED (A¯833) MANUAL—TRANSMISSION

NH74OG

Fig. I ó—A-833 Transmission Disassembled

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 4-SPEED (A-833) MANUAL—TRANSMISSION 21-27
LEGEND FOR FIGURE 16 (A-833)
1. Bearing Retainer 26. Lockwasher 49. Needle Bearing Rollers 69. Reverse Operating Lever
2. Bearing Retainer Gasket 27. Bolt 50. Bearing Spacer 70. Flatwasher
3. Bearing Retainer Oil Seal 28. Extension Housing 51. Countershaft Gear (Cluster) 71. Lockwasher
4. Snap Ring, Bearing (Inner) 29. Mainshaft Yoke Bushing 52. Needle Bearing Rollers 72. Nut
5. Snap Ring, Bearing (Outer) 30. Oil Seal 53. Spacer Ring Needle Roller 73. Gearshift Control Housing
6. Pinion Bearing 31. Main Drive Pinion Bearing 74. 1st and 2nd Operating Lever
7. Transmission Case 33. Needle Bearing Rollers 54. Thrustwasher, Gear (1) 75. Flatwasher
8. Filler Plug 34. Snap Ring 55. Backup Light Switch 76. Lockwasher Lever
9. Gear, 2nd Speed 35. Stop Ring 56. Backup Light Switch Gasket 77. Nut, Lever
10. Stop Ring 36. Snap Ring 57. Plug 78. Lockwasher, Lever
11. Shift Strut Springs 37. Shift Strut Spring 58. Retainer, Reverse Detent 79. Flatwasher, Lever
12. Clutch Gear 38. Clutch Gear Ball Spring 80. 3rd and 4th Operating Lever
13. Shift Struts (3) 39. Shift Strut Spring 59. Gasket 83. Interlock Lever (2)
14. Shift Strut Spring 40. Clutch Sleeve 60. Spring, Reverse Detent Ball 84. " E " Ring
15. Snap Ring 41. Stop Ring 61. Ball, Reverse Detent 85. Spring
16. 1st and 2nd Clutch Sleeve 42. 3rd Speed Gear 62. Woodruff Key 86. Oil Seal (2)
Gear 43. Mainshaft (Output) 63. Reverse Idler Gear Shaft 87. 3rd and 4th Lever
17. Stop Ring 44. Shift Struts (3) 64. Bushing, Reverse Idler Gear 88. 1st and 2nd Lever
18. 1st Speed Gear 45. Woodruff Key 65. Gear, Reverse Idler 89. 3rd and 4th Speed Fork
19. Bearing Retainer Ring 46. Countershaft 66. Fork, Reverse Shifter 90. 1st and 2nd Speed Fork
20. Rear Bearing 47. Thrustwasher, Gear (1) 67. Reverse Lever 91. Drain Plug
21. Snap Ring 48. Spacer Ring Needle Roller 68. Oil Seal, Reverse Lever 92. Gasket, Shift Control
24. Baffle Bearing Shaft Housing
25. Gasket, Case to Extension
Housing

removal otherwise the bores may be scored resulting tension housing (in a rearward direction). Slide hous-
in leakage after reassembly. ing and mainshaft assembly out and away from the
(4) Pull gearshift lever shafts out of housing. case (Fig. 18).
(5) Remove "E" Ring from interlock lever pivot (4) Refer to (Fig. 19) for location of various
pin and remove interlock levers and spring from gears, synchronizer sleeves and clutches before disas-
housing. sembling mainshaft.
(5) Remove snap ring (Fig. 20), that retains 3rd
Extension Housing and Mainshaft and 4th synchronizer clutch gear and sleeve assembly
(1) Remove bolt and retainer securing speedome- to the mainshaft then slide 3rd and 4th synchronizer
ter pinion adapter in extension housing (Fig. 8). assembly off end of mainshaft.
Carefully work adapter and pinion out of extension (6) Slide 3rd speed gear and stop ring off main-
housing. shaft. (Do not separate 3rd and 4th speed synchro-
(2) Remove bolts that attach extension housing to nizer clutch gear, sleeve, shift struts or springs unless
transmission case. inspection reveals a replacement part is required).
(3) Slide third and fourth synchronizer sleeve (7) Using a long nose pliers, compress snap ring
slightly forward, slide reverse idler gear to center of that retains mainshaft ball bearing in extension hous-
its shaft, then using a soft faced hammer, tap on ex- ing (Fig. 21).
1ST-2ND SHIFT
(8) Holding snap ring compressed, pull mainshaft
assembly and bearing out of extension housing (Fig.
22). Transmission used in carline shown in (Fig. 23)

1ST-2ND GASKET EXTENSION HOUSING

LEVER SHAFT

SHIFT FORK

3RD-4TH
LEVER SHAFT

INTERLOCK
SPRING
NH74l
PB3O7B
Fig. 18—Removing or Installing Extension Hous-
17-Shift Housing Assembly ing and Mainshaft Assembly
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21-28 4-SPEED (A-833) MANUAL—TRANSMISSION
1ST SPEED GEAR EXTENSION SNAP RING GROOVE
1ST AND 2ND CLUTCH
SLEEVE GEAR`` HOUSING BEARING
SECOND SPEED GEAR . L SNAP RING

MAINSHAFT

SNAP
RING
MAINSHAFT
STOP RING
EXTENSION HOUSING I
3RD AND 4TH
3RD SPEED
CLUTCH SLEEVE `"`" `" `^`¯"GEAR
`"¯^'` ' NH742A Fig. 22—Removing or Installing Mainshaft
(Carline V,L)
Fig. 19-Mainshaft Gear Identification
drive mainshaft through bearing. (Be careful not to
3RD AND 4TH SPEED SYNCHRONIZER CLUTCH GEAR damage gear teeth.)
3RD SPEED GEAR (10) Remove bearing, bearing retainer ring, 1st
speed gear, and first speed stop ring from the shaft.
(11) Remove snap ring that retains 1st and 2nd
clutch gear and sleeve assembly to mainshaft (Fig. 25).
(12) Slide 1st and 2nd clutch gear and sleeve as-
sembly from mainshaft. (Do not separate synchronizer
SNAP RING REMAINS IN SNAP
EXTENSION HOUSING GROOVE RING PLIERS

NH743B

Fig. 20-Disassembling Mainshaft

has snap ring in outer race of bearing. Use snap ring
pliers to expand and hold this ring while removing SNAP
GROOVE IN BEARING
mainshaft and bearing from extension housing.
(9) Remove snap ring that retains mainshaft bear- NU4O
ing on the shaft (Fig. 24).
Remove bearing from mainshaft by inserting steel Fig. 23—Removing or Installing Mainshaft
(Carline B,J,R,W)
plates on front side of 1st speed gear, then press or
CLUTCH GEAR SHIFT STRUTS (3) 1ST SPEED GEAR
1ST AND 2ND CLUTCH \ STOP RING
SLEEVE GEAR

PLIERS

BEARING

SNAP RING
2ND SPEED GEAR

BEARING
1ST AND 2ND SYNCHRONIZER
RETAINING RING
CLUTCH GEAR
NH744B EXTENSION HOUSING PLIERS NH746

Fig. 21 -Removing or Installing Mainshaft Bear- Fig. 24—Removing or Installing Mainshaft Bearing
ing Snap Ring (Carline V,L) Snap Ring—Rear

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 4-SPEED (A-833) MANUAL—TRANSMISSION 21-29

‰ _. -REVERSE IDLER
PLIERS REVERSE SHIFTER
REVERSE IDLER SHAFT A N D DETENT
SNAP RING / m
GEAR SHAFT PLATE
1ST SPEED GEAR
BACKUP LIGHT
RETAINING RING SWITCH

PLUG
2ND SPEED
GEAR

1ST AND 2ND CLUTCH SLEEVE GEAR

BEARING REVERSE LEVER
NH747A DETENT SPRING
RETAINER
Fig. 25—Removing or Installing Clutch Gear REVERSE SPEED
Snap Ring GEARSHIFT FORK REVERSE GEAR
SHIFTER SHAFT NH749B
parts unless inspection reveals a replacement part is
required.) Remove 2nd speed gear. Fig. 28—Gear, Shaft and Lever Identification
(13) (Fig. 26) shows various mainshaft bearing
Reverse Gear, Lever and Fork
surfaces for the gears. Inspect these surfaces for
(1) Remove reverse gearshift lever detent spring
signs of wear, scoring, or any condition that would
not allow shaft to be used at reassembly. retainer, gasket, plug and detent ball spring from
(14) Using a feeler gauge, measure end play of rear of the case (Fig. 28).
countershaft gear, by inserting gauge between thrust (2) The reverse idler gear shaft is a very tight fit
washer and gear (Fig. 27). This measurement should in the case (Fig. 29).
be .015 to .029 inch. If measurement is greater than (3) To remove, place a 7/16 socket (1/4 or 3/8 inch
that specified, new thrust washers must be installed drive) on end of C-3638 Power Steering "Worm Shaft
at reassembly. Seal Remover" (Fig. 30).
(4) Place tool in case with socket against end of
shaft and other end of tool against the case. Turn
SNAP RING SNAP RING screw of tool to press shaft out of the case. Remove
GROOVE GROOVE
woodruff key from shaft. In some cases, a 7/16 deep
socket and/or a 3 in. extension may be required to
press shaft completely out of the case.
The following step need only be done if oil leakage
is visible around reverse gearshift lever shaft.
(5) Remove any burrs from shaft so as not to
damage the case bore, then carefully push reverse
SNAP RING
GROOVE NH748 gearshift lever shaft inward and remove it from case
(Fig. 31). Retrieve detent ball from bottom of case.
Fig. 26—Mainshaft Bearing Surfaces
Remove shift fork from shaft and detent plate.

REVERSE IDLER
GEAR SHAFT
FEELER GAUGE

THRUST WASHER

.COUNTERSHAFT GEAR

NH75OA NH751A

Fig. 27—Measuring Countershaft Gear End Play Fig. 29—Removing or Installing Reverse Idler Gear

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21-30 4-SPEED (A-833) MANUAL—TRANSMISSION

[THIS HOLE COUNTERSHAFT GEAR IN CASE

COUNTERBORED TO ACCEPT SHOULDER BOLT' BUT NOT INSTALLED
I WHICH ACTS AS A COVER LOCATING DOWEL¿

1
, IDLER

DRIVE PINION AND

BEARING ASSEMBLY

DRAIN PLUG
NU41

F¡g. 32—Removing or Installing Drive Pinion

Assembly (large bearing shown)
an arbor press, remove bearing from pinion.
(5) Remove snap ring and 16 bearing rollers from
cavity in drive pinion.
TOOL ASSEMBLY REVERSE SHIFTER
REMOVED ASSEMBLY
BACK-UP (6) Remove countershaft gear from bottom of
NU42 LIGHT SWITCH case (Fig. 33).
Fig. 30—Removing Reverse Idler Gear Shaft (A-833) (7) Remove arbor and 76 needle type bearings,
thrust washers and spacer, from center of counter-
Drive Pinion and Countershaft Gear shaft gear.
(1) Using countershaft arbor C-3938, and a soft
faced hammer, drive countershaft out of case, allow- CLEANING AND INSPECTION
ing countershaft gear to be lowered to bottom of case.
Clean transmission case thoroughly, using a suit-
(This will permit removal of main drive pinion.)
able solvent, dry with compressed air. The accumula-
(2) Remove drive pinion bearing retainer at-
tion of chips on magnetic disc located on bottom of
taching bolts, then slide retainer and gasket from
case near the rear, should be removed with a clean
pinion shaft (Fig. 2). Pry pinion oil seal from bearing
cloth. Inspect case for cracks, stripped threads in var-
retainer. To avoid leakage around the new seal, do
ious bolt holes and machined mating surfaces for
not nick or scratch the bore in which the seal is
burrs, nicks or any condition that would render the
pressed, or the surface on which seal bottoms.
case unfit for further service. The front mating sur-
(3) Remove snap ring from outer race of pinion
face should be smooth; if any burrs are present, dress
bearing and, using a soft faced hammer, tap the pinion
them off with a fine mill file. If threads are stripped,
and bearing assembly into the case to remove it
install Helicoil inserts.
through rear of case. Heavy duty models have a bear-
ing larger than the gear diameter and the assembly Bail Bearings
can be removed through front of case (Fig. 32). Wash ball bearings, using a clean solvent and blow
(4) Remove pinion bearing inner snap ring. Using dry with compressed air.

C-3938
ARBOR

OIL SEAL NH753A

Fig. 3ì—Removing or Installing Reverse Shift Fig. 33—Removing or Installing Countershaft

Fork and Lever Gear and Arbor

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 4¯SPEED (A¯833) MANUAL—TRANSMISSION 21-31

CAUTION: Do not spin bearings with air pressure; requires a grease which will stay in place during high
turn slowly by hand. Spinning unlubricated bearings temperature operation. Use Mult¡-Purpose Grease,
may cause damage to races and balls. Part Number 2932524, or equivalent, which is a grease
Be sure ball bearings are clean, then lubricate of this type and is recommended for all clutch lubri-
them with light grade engine oil. Inspect bearings for cation points and the following reassembly proce-
roughness. This can best be determined by slowly dures.
turning outer race by hand. Measure fit of bearings
on their respective shafts. Countershaft Gear and Drive Pinion
(1) Using heavy grease, coat inside bore of gear at
Needle Type Bearing Rollers and Spacers each end, then install roller bearing spacer. Insert
Inspect all bearing rollers for flat spots or brinel- arbor Tool C-3938, into gear and through spacer.
ling. Inspect all bearing roller spacers for signs of Center spacer and arbor.
wear or galling. Inspect roller contact surfaces of (2) Coat needle type roller bearings with heavy
gear and shaft. Install new parts as required. grease, then at each end of gear, install 19 rollers,
Gears followed by a spacer ring and 19 more roller bearings
Inspect countershaft gear and all gear teeth for and 1 spacer ring (Fig. 16).
chipped or broken teeth, or showing signs of exces- (3) If countershaft gear end play exceeded .029 in.
sive wear. Small nicks or burrs must be stoned off. when measured during disassembly (Fig. 27), install
Inspect teeth on main drive pinion. If excessively new thrust washers. Coat thrust washers with heavy
worn, broken or chipped, a new pinion should be grease and install them over arbor with tang side
installed. If the oil seal contact area on drive pinion toward the case boss (Fig. 34).
shaft is pitted, rusted or scratched, a new pinion is (4) Install countershaft gear assembly into the
recommended for best seal life. case (Fig. 33). Allow gear assembly to rest on bot-
Inspect interlock levers for cracks at detent and tom of case. (Be sure thrust washers stay in posi-
clearance notches at each end of levers. Inspect shift tion.)
forks for wear on pads and shafts. (5) Press main drive pinion bearing on pinion
Inspect the fork shaft bore in the shift levers for shaft. Be sure outer snap ring groove is toward front
galling. (Fig. 35). Seat bearing fully against shoulder on
gear.
Synchronizer Assemblies (6) Install a new inner snap ring on shaft to retain
Inspect spline teeth on synchronizer clutch gears bearing. Be sure snap ring is seated. This snap ring is
and stop rings. If there is evidence of chipping or ex- a select fit for minimum end play (Fig. 32).
cessively worn teeth, install new parts at reassembly. (7) Place pinion shaft in a vise (with soft jaws),
Be sure clutch sleeve slides easily on the clutch gear. then install 16 bearing rollers in cavity of shaft. Coat
Inspect stop rings for cracks and wear. If rings are bearing rollers with heavy grease, then install bear-
cracked or show signs of extreme wear on threaded
ing retaining snap ring in its groove.
bore, install new rings at reassembly. Test new rings
(8) Install drive pinion and bearing through rear
for good fit on gear cones with minimum wobble.
of case and position in front bore. Tap lightly into
Check synchronizer struts for wear or breakage.
place, using a soft faced hammer. Install outer snap
Synchronizers have been revised for 1973 and parts
ring in bearing groove. 400 cu. in. model (Fig. 32) be-
are not interchangeable with prior models except for
stop rings. Synchronizers will be serviced as an as- THRUST WASHER COUNTER SHAFT
sembly. TANG GEAR

Mainshaft
Inspect mainshaft gear and bearing mating sur-
faces. If gear contact surfaces show signs of galling
or are excessively worn, a new mainshaft should be
installed.
Inspect snap ring grooves for burred edges. If
rough or burred, remove condition using a fine file or
crocus cloth. Inspect synchronizer clutch gear splines
on shaft for burrs.
JHRUST WASHER .lü7r.
ASSEMBLING TRANSMISSION TANG NH754

The transmission pilot bushing in end of crankshaft Fig. 34—Countershaft Gear and Arbor Assembly
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21-32 4-SPEED (A-833) MANUAL—TRANSMISSION
SNAP RING (OUTER) BEARING MAIN DRIVE
(4) With reverse idler gear correctly positioned,
TOWARD THE FRONT PINION drive reverse gear shaft into case far enough to in-
stall woodruff key. Drive in shaft, flush with end of
SNAP RING
case (Fig. 29).
(5) Install back-up light switch and gasket. Torque
to 15 foot-pounds.

Extension Housing Bushing Replacement

(1) Remove extension housing yoke seal.
(2) Drive the bushing out of housing (Fig. 37)
with Tool C-3974.
(3) Slide a new bushing on installing end of Tool
ROLLER BEARINGS (16) •m`« NH755A
C-3974. Align oil hole in bushing with oil slot in hous-
Fig. 35—Main Drive Pinion and Bearing Assem- ing, then drive bushing into place (Fig. 37).
bly (4) To install a new seal, position seal in opening
cause of larger bearing can be installed through front of extension housing and drive it into housing with
of case. Tool C-3972 (Fig. 12).
(9) Start countershaft in its bore at rear of case.
Raise countershaft gear until teeth mesh with main Mainshaft
drive pinion gear. (Be sure thrust washers remain in (1) Sub assemble the synochronizer parts in the
position on ends of arbor and tangs aligned with slots order shown in (Figs. 38 and 39) as follows: Place a
in the case.) stop ring flat on the bench followed by the clutch
(10) Align countershaft arbor with bores in case, gear and sleeve. Drop the struts in their slots and
then drive countershaft into the gear. Install the snap in a strut spring placing the tang inside one
woodruff key. Continue to drive shaft into case until strut. Turn the assembly over on the stop ring and
end of shaft is flush with rear face of the case. Re- install second strut spring tang in a different strut.
move arbor Tool C-3938. (2) Slide second speed gear over mainshaft (syn-
(11) Using Tool C-3789 (Fig. 36), install a new oil chronizer cone toward rear) and down against shoul-
seal in retainer bore. der on shaft (Fig. 25).
(3) Slide first and second synchronizer assembly
Reverse Gear, Lever and Fork (including stop ring with lugs indexed in hub slots,
The following step need only be done if the reverse Fig. 38) over mainshaft, down against second gear
shaft was removed because of oil leak. cone and secure with a new snap ring (Fig. 25). Slide
(1) Install a new oil seal "0" ring on reverse gear- next stop ring over shaft and index lugs into clutch
shift lever shaft. Coat lever shaft with Multi-purpose hub slots.
grease, then carefully install lever shaft into bore in (4) Slide first speed gear (synchronizer cone
the case (Fig. 31). Install reverse fork in the lever. toward clutch sleeve gear just installed) over main-
(2) Install reverse detent spring retainer and gas- shaft into position against clutch sleeve gear.
ket. Torque to 50 foot-pounds. Insert ball and spring. (5) Install mainshaft bearing retaining ring, fol-
Install plug and gasket. Torque to 24 foot-pounds. lowed by mainshaft rear bearing. Using an arbor and
(3) Place reverse idler gearshaft in position in end a suitable tool, drive or press bearing down into posi-
of case, and drive it in far enough to position reverse tion. Install a new snap ring on shaft to secure bear-
idler gear on protruding end of shaft with shift slot ing (Fig. 24). This snap ring is a select fit for mini-
toward rear (Fig. 29). At same time, engage slot mum end play.
with reverse shift fork. (6) Install partially assembled mainshaft into ex-
DRIVE PINION BEARING RETAINER TOOL INSTALLING
BUSHING

> REMOVING
f END
SEAL INSTALLING TOOL
NU44 INSTALLING END NU43
Fig. 36-Replacing Seal in Drive Pinion Bearing Fig. 37—Replacing Bushing in Extension Hous-
Retainer ing

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 4¯SPEED (A¯833) MANUAL—TRANSMISSION 21-33
SNAP RING mainshaf† be correct, or mating of extension housing
CLUTCH GEAR to the case will not be possible without damage.
STOP RING
(POSITION LONG (10) Coat a new extension housing to case gasket
HUB FORWARD) with grease (both sides) then place in position on the
case.
(11) To provide clearance so that assembly will be
possible, slide reverse idler gear to center of its shaft
and move the 3rd and 4th synchronizer sleeve as far
forward as practical (do not lose struts).
CLUTCH SLEEVE (12) Move drive pinion as far forward as possible
AND REVERSE GEAR to give maximum clearance for mainshaft pilot end.
STRUTS
(13) Now slowly insert mainshaft assembly into
STRUT SPRINGS (2)
case (Fig. 18) tilting it as required to clear idler and
FORWARD
STOP RING PY201 cluster gears and finally entering the pilot rollers in
the drive pinion gear.
Fig. 38—1st-2nd Synchronizer—Disassembled (14) Place 3rd and 4th synchronizer sleeve in neu-
tension housing far enough to engage bearing retain- tral position.
ing ring in slot in extension housing (Fig. 22). Now (15) If everything is in proper position the exten-
compress ring with pliers so that mainshaft ball bear- sion housing will bottom to the case gasket without
ing can move in to bottom against its thrust shoulder force. If not, check to see if a strut, pinion roller, or
in extension housing. Release ring and seat it all stop ring is out of position.
around its groove in extension housing (Fig. 21). (16) Install extension housing bolts and tighten to
On models shown in (Fig. 23). Install mainshaft as- 50 foot-pounds.
sembly into extension housing until bearing touches (17) Install main drive pinion bearing retainer and
snap ring in housing groove. Then expand ring with gasket. Coat threads with sealing compound, then
pliers so that mainshaft ball bearing can slide in install attaching bolts and tighten to 30 foot-pounds
against shoulder in extension housing. Release snap (Fig. 2).
ring and see that it seats in bearing groove.
(7) Slide third speed gear over mainshaft (with Gearshift Housing and Mechanism (Fig. 40)
synchronizer cone toward front) followed by third (1) Install interlock levers on pivot pin and fasten
gear stop ring (Fig. 20). with "E" Ring. Use pliers to install spring on inter-
(8) Install third and fourth speed synchronizer lock lever hangers.
clutch gear assembly (including sleeve, shift struts (2) Grease and install new "O" ring oil seals on
and springs) on mainshaft (shift fork slot toward both shift shafts. Grease housing bores and push each
rear) against third speed gear (Fig. 20). Be sure to shaft into its proper bore.
index rear stop ring with clutch gear shift struts. (3) Install operating levers and tighten retaining
(9) Install retaining snap ring (Fig. 20). Then, nuts to 18 foot-pounds.
using heavy grease, position front stop ring over (4) Rotate each shift shaft fork bore to neutral
clutch gear, again indexing ring lugs with shift struts.
CAUTION: It is very important that indexing of all SHIFT INTERLOCK LEVERS 3RD-4TH
stop rings and positioning of gears and clutches on HOUSING "E" RING SHIFT FORK
CLUTCH GEAR SLEEVEv STOP RING- " O " RING
STRUT SPRINGS (2) 3RD-4TH
SHIFT LEVER
SHAFT
STRUTS
STOP RING

(POSITION LONG
FORWARD
HUB FORWARD)
1ST-2ND
LUG-STOP RING LEVER SHAFT
SNAP RING TO CLUTCH GEAR PY2O2 1ST-2ND SHIFT FORK PB3O8B

Fig. 39—3rd-4th Synchronizer—Disassembled Fig. 40—Shift Housing—Disassembled

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21-34 4-SPEED (A-833) MANUAL—TRANSMISSION
position (straight up) and install the 3-4 shift fork in (11) Grease reverse shaft and install operating
its bore and under both interlock levers. lever and nut. Tighten to 18 foot-pounds (Fig. 15).
(5) In the transmission, position both synchronizer (12) Install speedometer drive pinion gear and
sleeves in neutral. Place the 1-2 shift fork in groove adapter being sure range number, representing num-
of 1-2 synchronizer sleeve. ber of teeth on gear, is in 6 o'clock position (Fig. 8).
(6) Lay transmission on its right side and position
gasket using grease to retain it. TRANSMISSION INSTALLATION
(7) As the shift housing is lowered in place, guide
the 3-4 shift fork into its synchronizer groove, then The transmission pilot bushing in end of crankshaft
lead the shaft of the 1-2 shift fork into its bore in the requires a grease which will stay in place during high
1-2 shift lever. temperature operation. Use Multi-Purpose Grease,
To finish the installation a screwdriver must be Part Number 2932524, or equivalent, which is a grease
used to raise the interlock lever against its spring of this type and is recommended for all clutch lubri-
tension to allow the 1-2 shift fork shaft to slip under cation points.
the levers. The shift housing will now seat against the Place a small amount of Multi-Purpose lubricant
case gasket. around inner end of pinion shaft pilot bushing in
(8) Install housing retaining bolts finger tight and flywheel and on pinion bearing retainer release bear-
shift through all gears to insure proper operation. ing sleeve area. Do not lubricate end of pinion shaft,
(9) Eight of the shift housing retaining bolts are clutch disc splines or clutch release levers.
shoulder bolts for accurately locating the mechanism (1) With transmission on a suitable jack, slide as-
on the transmission. One bolt shoulder is longer and sembly under vehicle.
acts as a dowel, passing through the cover and into (2) Raise transmission until drive pinion is cen-
the transmission case at center of rear flange (Fig. tered in clutch housing bore.
(3) Roll transmission slowly forward until pinion
30). Two bolts are standard, located at lower rear of
shaft enters clutch disc. With transmission in gear,
cover. Tighten all bolts evenly to 15 foot-pounds.
turn output shaft until splines are aligned, then push
(10) The reverse shift lever and 1-2 shift lever
transmission forward until seated against clutch
have cam surfaces which mate in reverse position housing. Do not allow transmission to "hang" after
(Fig. 41) to lock the 1-2 lever, fork and synchronizer pinion has entered the clutch disc.
in neutral position. (4) Install transmission to clutch housing bolts and
Test for correct action by placing transmission in tighten to 50 foot-pounds. Remove the jack.
reverse. Then, while turning input shaft, move 1-2 (5) Using a pointed drift, align crossmember bolt
lever in each direction. If input shaft locks or be- holes, then install attaching bolts. Tighten to 30 foot-
comes harder to turn, the synchronizer is partly en- pounds (Fig. 13 or 14).
gaging caused by too much cam clearance. Select new (6) Remove engine support fixture. Install exten-
1-2 shift lever, size "A" or "B" as required (Fig. 41). sion housing to rear engine mount bolts and tighten
If too little cam clearance exists it will be difficult or to 50 foot-pounds. The engine mount to center cross-
impossible to shift to reverse. member bolt and nut, loose assembled to this point,
1-2 SHIFT FORK
1-2 SHIFT LEVER should now be torqued to 50 foot-pounds.
AAARKED " A " = MORE
NEUTRAL CLEARANCE (7) Fasten shift unit to extension housing mount-
POSITION MARKED " B " = LESS ing plate with two bolts and lock washers and tight-
CLEARANCE
en to 30 foot-pounds. Referring to "Gearshift Link-
-CAM CLEARANCE
age Adjustment" connect shift control rods to trans-
REVERSE
(REVERSE POSITION) mission levers and connect speedometer cable.
LEVER (8) Carefully guide front universal joint yoke into
NEUTRAL
REVERSE DETENT extension housing and onto mainshaft splines. Con-
POSITION
BALL-SPRING nect propeller shaft to rear axle pinion yoke aligning
RETAINER marks made at removal.
(9) Reconnect exhaust pipes (if removed).
(10) Fill transmission with "DEXRON" type Au-
tomatic Transmission Fluid. See Lubrication Group
REVERSE IDLER GEAR
"O" for details.
SHIFT FORK SPRING
(11) Lower vehicle, install gearshift lever and con-
PLUG
sole, refer to "Four Speed Gearshift."
DETENT DETENT
NN200B
BALL SPRING
(12) Road test vehicle to make sure transmission
Fig. 41—Reverse Interlock shifts smoothly and operates quietly.
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 3-SPEED (A-250) MANUAL—TRANSMISSION 21-35

MANUAL TRANSMISSION-THREE SPEED (A-250)

INDEX
Page Page
General Information 35 Service Out of Vehicle 41
Service Diagnosis 35 Assembling Transmission 44
Service in Vehicle 36 Cleaning and Inspection 44
Extension Housing Bushing 38 Disassembling Transmission 41
Extension Housing Yoke Seal 39 Transmission Installation 46
Gearshift Interlock 36 Transmission Removal 41
Gearshift Linkage Adjustment 36 Service Tools 130
Speedometer Pinion Gear 37 Specifications 124
Tightening Reference 128
GENERAL INFORMATION

The vehicle identification number on the instrument shaft gear is in contant mesh with the drive pinion and
panel starts with a capital letter which indicates the second speed gear and is supported by a double row
carl¡ne or sales name of vehicle (see Introduction of of needle roller bearings at each end. Thrust loads
this manual). These code letters are also used to in- are taken by a needle roller thrust bearing at the
dicate the vehicle to which the service information front and a steel backed bronze thrust washer at the
applies. rear of the gear. The reverse idler gear is also sup-
The A-250 transmission (Fig. 1, 2, and 3) is used ported on needle type roller bearings.
on models with 198 or 225 cu. in. 6 cylinder engines. The mainshaft front end is piloted in roller bear-
A pad has been provided on the right side of the ings in the end of the main drive pinion, and is sup-
transmission (Fig. 2) for identification numbers. ported by a ball bearing in the rear of the case. The
Sample Number: PP 250 3262 2220 rear end of the mainshaft is supported by the sliding
The first two letters identify the manufacturing yoke and bushing in the extension housing. The
plant. The next three numbers are the transmission speedometer drive gear is integral with the main-
model number. The following four numbers are a
shaft.
date of manufacture code. The last four numbers are
a sequence number. The main drive pinion (input shaft) is supported
This transmission has the following gear ratios: by a ball bearing in the transmission case and an olite
First—3.18 to 1; Second—1.83 to 1; Third or High—1 bushing pressed in the end of the crankshaft.
to 1; Reverse—3.97 to 1. A magnetic disc is attached to bottom of case below
A synchronizing clutch is provided between second the countershaft gear. This magnet collects and pre-
and third gears to prevent gear clash. The counter- vents circulation of chips in the transmission oil.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
HARD SHIFTING (a) Incorrect clutch adjustment. (a) Refer to Clutch Group for corrections.
(b) Improper linkage adjustment. (b) Perform linkage adjustment as out-
lined in "Gearshift Linkage Adjust-
ments."
(c) Synchronizer clutch sleeve damaged. (c-d-e) Causes noted can only be correct-
(d) Synchronizer spring improperly in- ed by disassembling transmission
stalled. and replacing damaged or worn parts.
(e) Broken or worn synchronizer stop
rings.
TRANSMISSION SLIPS (a) Linkage interference. (a) Inspect and remove all linkage inter-
OUT OF GEAR ferences.
(b) Gearshift rods out of adjustment. (b) Adjust gearshift rods as outlined in
"Gearshift Linkage Adjustments."
(c) Second or direct speed gear synchro- (c) Disassemble transmission and replace
nizer clutch teeth worn. parts as necessary.
(d) Clutch housing bore or face out of (d) Refer to Clutch Group for correction
procedures.
alignment.
TRANSMISSION NOISES (a) Excessive end play in countershaft (a) Replace thrust washers.
gear.
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21-36 3¯SPEED (A¯25O) MANUAL—TRANSMISSION

Condition Possible Cause Correction

(b) Loose synchronizer hub spline fit on (b) Inspect mainshaft and synchronizer
mainshaft. hub and replace parts as necessary.
(c) Loose spline fit on low speed sliding (c) Inspect low speed sliding gear and
gear to mainshaft spline. ma¡nshaft. Replace parts as neces-
sary.
(d) Damaged, broken or excessively worn (d) Replace worn gears,
gear teeth.
(e) Drive pinion bearing worn. (e) Replace worn bearings.

SERVICE PROCEDURES

SERVICE IN VEHICLE column and shift through all gears to check adjust-
ment and cross-over smoothness.
GEARSHIFT LINKAGE ADJUSTMENT (10) Check for proper operation of steering
column lock in reverse. With proper linkage adjust-
A-250 Column Shift (Fig. 4) ment, ignition should lock in reverse position only,
with hand off gearshift lever.
(1) Loosen both shift rod swivels.
(2) Make sure transmission shift levers are in neu- Gearshift Interlock (Fig. 6)
tral (middle detent) position (Fig. 3). (1) Disconnect clutch rod swivel from interlock
(3) Move shift lever to line up locating slots in pawl.
bottom of steering column shift housing and bearing (2) Adjust clutch pedal free play as specified in
housing. Install suitable tool in slot. clutch section.
(4) Place screwdriver or suitable tool between (3) When first-reverse lever on transmission is in
cross-over blade and 2nd-3rd lever at steering column neutral (middle detent) position, the interlock pawl
so that both lever pins are engaged by cross-over will enter the slot in first-reverse lever.
blade (Fig. 5). (4) Loosen swivel clamp bolt and slide swivel on
(5) Set lst-Reverse lever on transmission to re- rod to enter pawl. Install washers and clip. Hold in-
verse position (Fig. 3). terlock pawl forward and tighten swivel clamp bolt to
(6) Adjust lst-reverse rod swivel by loosening 125 inch-pounds. Clutch pedal has to be in full re-
clamp bolt and sliding swivel along rod so it will enter turned position during this adjustment.
lst-reverse lever at transmission. Install washers and CAUTION: Do not pull clutch rod rearward to en-
clip. Tighten swivel bolt to 125 inch-pounds. gage swivel in the pawl.
(7) Remove gearshift housing locating tool and shift (5) Shift transmission in normal manner from
column lever to neutral position. neutral to first, and from neutral to reverse (disen-
(8) Adjust 2nd-3rd rod swivel by loosening clamp gage clutch while shifting and engage clutch when in
bolt and sliding swivel along rod so it will enter 2nd- gear). Clutch action should be normal.
3rd lever. Install washers and clip. Tighten swivel bolt (6) Disengage clutch and shift halfway to first or
to 125 inch-pounds. reverse. Clutch should now be held down by interlock
(9) Remove tool from cross-over blade at steering to prevent clutch engagement.

NK315C

Fig. I —A-250 Three Speed Transmission Cutaway

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 3-SPEED (A-250) MANUAL—TRANSMISSION 21-37

VENT COVER
1ST-REVERSE
SLIDING YOKE

FILL PLUG
SPEEDOMETER
DRIVE ASSY.

CLUTCH
IDENTIFICATION PAD INTERLOCK
PAWL
DRIVE PINION BEARING A N D SEAL RETAINER

N
PY61 PY6O
Fig. 2-A-250 Transmission-Right Side Fig. 3—A-250 Transmission—Left Side
SPEEDOMETER PINION GEAR (4) If transmission fluid is found in cable housing,
Removal and Installation replace seal in the adapter (Fig. 8).
Rear axle gear ratio and tire size determines pinion (5) Start seal and retainer ring in adapter, then
gear size requirements. Refer to "Speedometer Pin- push them into adapter with Tool C-4004 until tool
ion Chart" in Specifications for pinion usage. bottoms (Fig. 9).
(1) Place drain pan under adapter to drain trans- (6) Note number of gear teeth and install
mission. speedometer pinion gear into adapter (Fig. 8).
(2) Remove bolt and retainer securing speedome- CAUTION: Before installing pinion and adapter as-
ter pinion adapter in extension housing (Fig. 7). sembly, make sure adapter flange and its mating area
(3) With cable housing connected, carefully work on extension housing are perfectly clean and lubri-
adapter and pinion out of extension housing. cated. Dirt or sand will cause mis-alignment resulting
2ND-3RD R O D - SPRING
FRONT WASHER RETAINER
SPRING
SWIVEL WASHER PLAIN WASHER
TORQUE I _ll_\ ^BUSHING
SHAFT
ASSEMBLY
WASHER
2ND-3RD ROD
' TRANSMISSION STEERING COLUMN

2ND-3RD
ROD—FRONT
1ST—REVERSE
WASHER
DETAILS A T TRANSMISSION 1ST-REVERSE
2ND-3RD
ROD
LEVER
BRACKET- ' 2ND-3RD ROD
FWD
FRAME TRANSMISSION^

TORQUE SHAFT
ASSEMBLY
PLAIN
WASHER

GROMMET
FWD
1ST-
REVERSE
BUSHING 1ST—REVERSE ROD
LEVER

PLAIN WASHER
ASSEMBLED VIEW
DETAILS AT STEERING
2ND-3RD ROD—FRONT PD300

Fig. 4-Column Gearshift Linkage (Carline V,L)

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21-38 3-SPEED (A-250) MANUAL—TRANSMISSION
¯¤
CROSS-OVER BLADE IN NEUTRAL

RETAINER
ADAPTER

" O " RING

PINION

BOLT AND
WASHER
RETAINER
RING
NN362

Fig. 8—Speedometer Pinion and Adaptor-

NP556A Disassembled
in the 6 o'clock position as the assembly is installed
Fig. 5—Holding Cross-over Blade in Neutral Posi- (Fig. 7).
tion
(8) Install retainer and bolt, with retainer tangs in
adapter positioning slots. Tap adapter firmly into ex-
tension housing and tighten retainer bolt to 100 inch-
pounds.
(9) Fill transmission to level of fill plug (Fig. 2).

EXTENSION HOUSING BUSHING

Removal
(1) Drain transmission fluid by removing
CUP speedometer adapter.
PLAIN WASHER (2) Disconnect propeller shaft at rear universal
SPRING WASHER joint. Mark both parts to reassemble in same posi-
PLAIN WASHER tion. Carefully pull shaft yoke out of transmission
extension housing.
SCREW CAUTION: Be careful not to scratch or nick ground
CLUTCH ROD
surface on sliding spline yoke during removal and
SWIVEL installation of the shaft assembly.
NN107A
(3) Cut boot end of extension housing yoke seal,
Fig. 6-Gearshift Interlock then screw the tapered thread of Tool C-748 into the
in speedometer pinion gear damage. seal. Turn the screw of the tool to remove the seal
(7) Rotate the speedometer pinion gear and adapt- (Fig. 11).
er assembly so that the number on the adapter, (4) Remove bolts securing extension housing to
corresponding to the number of teeth on the gear, is crossmember. Raise transmission slightly with serv-
ice jack and remove center crossmember (Fig. 10).
(5) Remove extension housing to transmission
bolts and slide extension housing off the mainshaft.
ADAPTER LOCK RING

•ADAPTER TOOL
SEAL
6 O'CLOCK POSITION NP2

Fig. 7—Speedometer Pinion and Adaptor Installed Fig. 9—Installing Speedometer Pinion Seal
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 3-SPEED (A-250) MANUAL—TRANSMISSION 21-39
TRANSMISSION EXTENSION
HOUSING

SPACER (2)
CENTER CROSSMEMBER'

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS.

30 FT. LBS.
<*>
50 FT. LBS.

PF335

Fig. ÌO—Center Crossntember and Rear Engine Mount (Car\ine V,L)

Bushing Replacement extension housing to rear engine mount bolts and

(1) Drive the bushing out of housing (Fig. 12) tighten to specifications.
with Tool C-3996. (3) Install the speedometer pinion and adapter.
(2) Slide a new bushing on installing end of Tool (4) Carefully guide front universal joint yoke into
C-3996. Align oil hole in bushing with oil slot in hous- extension housing and onto mainshaft splines. Align
ing, then drive bushing into place (Fig. 12). marks made at removal and connect propeller shaft
(3) Drive a new oil seal into housing with Tool to rear axle pinion yoke.
C-3995 (Fig. 13). (5) Fill transmission to level of fill plug (Fig. 2).

Installation EXTENSION HOUSING YOKE SEAL

(1) Slide extension housing, with a new gasket, Replacement
over mainshaft and down against the case. Install and (1) Place drain pan under seal.
tighten attaching bolts to 50 foot-pounds. (2) Disconnect propeller shaft at rear universal
(2) Install center crossmember and tighten retain- joint. Mark both parts to reassemble in same posi-
ing bolts to specifications. Lower transmission, install tion. Carefully pull shaft yoke out of transmission
SEAL extension housing.
TOOL
TOOL INSTALLING
BUSHING

BUSHING TOOL
REMOVING
END

PF336 INSTALLING END ' NU43

Fig. I ?— Removing Extension Housing Yoke Seal Fig. 12—Replacing Bushing in Extension Housing
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 WASHER

COVER
SCREW

RETAINER

SWITCH
•Ml"

SCREW
SHAFT

ADAPTER

CLAMP
LEVER

WASHER BOLT AND WASHER

Fig. 14-A-250 Transmission Disassembled

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 3¯SPEED (A¯25O) MANUAL—TRANSMISSION 21-41
SHIFT FORKS IN NEUTRAL DR|VE P |NION
TOOL
1ST-REVERSE GEAR

NN125

Fig. 13-Installing Extension Housing Yoke Seal

CAUTION: Be careful not to scratch or nick ground
surface on sliding spline yoke during removal and
installation of the shaft assembly.
(3) Cut boot end of extension housing yoke seal,
then screw the tapered thread of Tool C-748 into the MAINSHAFT SPUMES 2ND GEAR PY62
seal. Turn the screw of the tool to remove the seal
(Fig. 11). Fig. Ì5—A-25O Transmission—Cover Removed
(4) To install a new seal, position seal in opening
of extension housing and drive it into housing with DISASSEMBLING TRANSMISSION (Fig. 14)
Tool C-3995 (Fig. 13). (1) Remove bolts that attach cover to the case.
(5) Carefully guide front universal joint yoke into Remove cover and gasket (Fig. 15).
extension housing and on the mainshaft splines. Align (2) Using a pair of feeler gauges, measure syn-
marks made at removal and connect propeller shaft chronizer float. The measurement of the "float"
to rear axle pinion shaft yoke. should be taken before any further disassembly of
(6) Fill Transmission to level of fill plug (Fig. 2). transmission.
(3) The synchronizer "float" should be .060 to .117
SERVICE OUT OF VEHICLE inch, when measured between synchronizer outer ring
pin and opposite synchronizer outer ring (Fig. 16).
TRANSMISSION REMOVAL This measurement must be made on two pins, 180
degrees apart from equal gap on both ends for "float"
(1) Drain lubricant from the transmission by re- determination.
moving speedometer adapter. (4) There should be a snug fit between pins and
(2) Disconnect propeller shaft at rear universal feeler gauges, similar to that obtained when measur-
joint. Mark both parts to reassemble in same posi- ing with a micrometer.
tion. Carefully pull shaft yoke out of transmission
extension housing. Extension Housing
CAUTION: Be careful not to scratch or nick ground (1) Remove bolt and retainer securing speedome-
surface on sliding spline yoke during removal and
ter pinion adapter in extension housing (Fig. 7).
Carefully work adapter and pinion out of extension
installation of the shaft assembly.
housing.
(3) Disconnect speedometer cable, back-up light
switch leads, gearshift and interlock control rods.
(4) Install engine support fixture C-3487-A, mount-
ing hooks firmly into holes in the side frame mem-
bers with support ends up against underside of oil pan
flange. Use Adapter Leg C-3806 on 6-cyl. engines.
(5) Raise engine slightly with support fixture. Dis-
connect transmission extension housing from remova-
ble center crossmember. (Fig. 10).
(6) Support transmission with a suitable jack and
remove center crossmember. Remove bolts that at-
tach transmission to clutch housing.
(7) Slide transmission rearward until pinion shaft
clears clutch disc before lowering transmission. (This
precaution will avoid damaging the clutch disc.)
NH497A
(8) Lower transmission and remove from under
vehicle. Clean outside of transmission. Fig. 16—Measuring Synchronizer "Float"
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21-42 3¯SPEED (A-250) MANUAL—TRANSMISSION

TEETH OMITTED TO CLEAR CLUSTER

BEARING AND GEAR DURING ASSEMBLY
SNAP RING
WASHER

SNAP RING
(SELECT THICKNESS FOR
MINIMUM END PLAY)

SNAP RING
MAINSHAFT PILOT
BEARING ROLLERS
PY7O

Fig. 17—Drive Pinion Assembly

Fig. 19-Mainshaft Pilot Bearing in End of
(2) Remove bolts which attach extension housing Drive Pinion
to transmission case. Slide extension housing off
mainshaft.
Mainshaft
(1) Remove clutch gear retaining snap ring from
Drive Pinion mainshaft (Fig. 20).
(2) Remove mainshaft bearing retaining snap ring
(1) Remove bolts that attach drive pinion bearing
from case (Fig. 21).
retainer to case, then slide retainer off the pinion.
(3) Slide mainshaft and bearing rearward out of
Pry seal out of retainer, using a suitable tool. To
case while steadying gears as they drop free (Fig.
avoid leakage around the new seal, do not nick or
22).
scratch the bore in which the seal is pressed, oi Ahe
(4) Remove selective snap ring from shaft (Fig.
surface on which seal bottoms.
(2) Rotate drive pinion so that the omitted clutch
23) and press bearing off the mainshaft.
tooth area (Fig. 17) is next to countershaft gear for
(5) Now remove the synchronizer parts (Fig. 24)
removal clearance.
second gear, first-reverse gear, and shift forks from
(3) Grasp pinion shaft and pull assembly out of the case.
case slightly, then slide synchronizer front inner stop
ring from the short splines on pinion as assembly is Gearshift Mechanism
being removed from the case (Fig. 18). (This operation need only be done if the seals are
(4) Remove snap ring (Fig. 17), which locks bear- leaking.)
ing on pinion shaft. Remove pinion bearing washer, (1) Remove operating levers from their respective
then carefully press pinion shaft out of bearing, using shafts. Remove burrs from shafts to avoid damage to
an arbor press. Remove oil slinger. case.
(5) Remove snap ring and bearing rollers from (2) Use a hammer and 1/8 inch diameter punch to
cavity in end of drive pinion (Fig. 19). remove tapered pins which retain the shift shafts to
the transmission case. The front tapered pin drives
SYNCHRONIZER-OUTER STOP RINGS
CLUTCH GEAR SNAP RING O N MAINSHAFT
PILOT END
OF MAINSHAFT

DRIVE PINION
AND BEARING

CLUTCH GEAR SLEEVE

PY63 SPRING-SYNCHRONIZER STOP RING PY64

Fig. 20—Removing or Installing Clutch Gear

Fig. 18—Removing or Installing Drive Pinion Snap Ring
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 3¯SPEED (A-250) MANUAL—TRANSMISSION 21-43
CLUTCH GEAR SPRING
MAINSHAFT BEARING TO
SLEEVE
BACK UP LIGHT CASE SNAP RING INSTAIL STEPPED FACE
SWITCH (SELECT THICKNESS FOR OF CLUTCH GEAR
MINIMUM END PLAY) TOWARD FRONT
SNAP RING

INNER STOP RINGS PY140A

SPEEDOMETER DRIVE
WORM ON Fig. 24-A·250 Synchronizer-Disassembled
MAINSHAFT PY65 balls from the case (Fig. 25).
Fig. 21—Removing Mainshaft to Case Snap Ring (5) Drive out remaining tapered pin, then slide
lever shaft out of transmission.
(6) Using a suitable drift, drive out lever shaft oil
SYNCHRONIZER SYNCHRONIZER seals.
INNER STOP RING CLUTCH GEAR
Countershaft Gear
(1) Using a feeler gauge, measure end play of
countershaft gear (Fig. 26). The end play should be
from .005 inch to .022 inch. (This measurement will
determine if new thrust washers are to be installed at
reassembly.)
(2) Using countershaft bearing arbor, Tool C-578
and a soft faced hammer, drive countershaft toward
rear of case until woodruff key can be removed from
countershaft.
(3) Drive countershaft remaining way out of case,
MAINSHAFT BEARING PY66
keeping arbor tight against end of countershaft to
prevent loss of bearing rollers.
Fig. 22—Removing Mainshaft from Case and Gear (4) Remove countershaft gear, front thrust bearing
and rear thrust washer from the case.
out toward the front. The rear tapered pin drives out
toward the rear.
(3) Drive out tapered retaining pin from either of LOW AND REVERSE CAM
the two lever shafts, then withdraw lever shaft from
inside transmission. (The detent balls are spring load-
ed; as shaft is being withdrawn, the ball will drop to
bottom of the case.)
(4) Remove interlock sleeve, spring, pin and both
PROP SHAFT 1ST-RE VERSE 2ND-GEAR
SLIDING SLIDING GEAR BEARING CLUTCH 2ND AND
YOKE SPLINES SPLINES SURFACE GEAR DIRECT FORK
SPLINES
2ND AND
DIRECT LEVER

MAINSHAFT
BEARING LOW AND REVERSE
SNAP RING LEVER
(SELECT THICKNESS
FOR MINIMUM
END PLAY)
PY67 NY858B

Fig. 23—Mainshaft and Bearing Assembly Fig. 25-A-250 Shift Forks and Levers
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21-44 3-SPEED (A25O) MANUAL—TRANSMISSION
(5) Remove bearing rollers, washers and center of brinelling. If lever detents show signs of excessive
spacer from countershaft gear. wear to extent of not locking in gear, install a new
part. Inspect shift forks for wear on the shafts and
Reverse Idler Gear pads.
(1) Using a suitable drift, drive reverse idler gear
shaft towards rear and out of the case. Remove Synchronizer Stop Rings
woodruff key from end of shaft. Inspect gear teeth and threads on synchronizer in-
(2) Lift reverse idler gear and thrust washers out ner stop rings for broken teeth or worn threads.
of the case. Remove bearing rollers from gear. Inspect pins on synchronizer outer stop ring assembly
for being straight and attached securely. Replace
CLEANING AND INSPECTION parts as required.

Clean transmission case thoroughly, using a suit- Mainshaft

able solvent, dry with compressed air. The accumula- Inspect mainshaft gear and bearing mating sur-
tion of chips on magnetic disc located on bottom of faces. If gear contact surfaces show signs of galling
case under countershaft gear, should be removed with or are excessively worn, a new mainshaft should be
a clean cloth. Inspect case for cracks, stripped threads installed (Fig. 23).
in various bolt holes and machined mating surfaces Inspect snap ring grooves for burred edges. If
for burrs, nicks or any condition that would render rough or burred, remove condition using a fine file or
case unfit for further service. The front mating sur- crocus cloth. Inspect synchronizer clutch gear splines
face should be smooth; if any burrs are present, dress on shaft for burrs.
them off with a fine mill file. If threads are stripped,
install Helicoil inserts. ASSEMBLING TRANSMISSION (Fig. 14)

Ball Bearings The transmission pilot bushing in end of crankshaft

Wash ball bearings, using a clean solvent and fc..uw requires a grease which will stay in place during high
dry with compressed air. temperature operation. Use Multi¯Purpose Grease,
CAUTION: Do not spin bearings with air pressure; Part Number 2932524, or equivalent, which is a grease
turn slowly by hand. Spinning unlubricated bearings of this type and is recommended for all clutch lubri-
may cause damage to races and balls. cation points and the following reassembly proce-
Be sure ball bearings are clean, then lubricate dures.
them with light grade engine oil. Inspect bearings for
roughness. This can best be determined by slowly Countershaft Gear
turning outer race by hand. Measure fit of bearings (1) Slide countershaft gear bearing roller spacer
on their respective shafts. over arbor Tool C-578 for A-250 transmission. Coat
bore of gear with grease and slide tool and spacer
Needle Type Bearing Rollers and Spacers in gear bore.
Inspect all bearing rollers for flat spots or brinnel- (2) Lubricate bearing rollers with heavy grease
ling. Inspect all bearing roller spacers for signs of and install 22 rollers in each end of gear in area
wear or galling. Inspect roller contact surfaces of around arbor. Coat with heavy grease and install
gear and shaft. Install new parts as required. bearing spacer rings in each end of gear.
(3) Repeat step (2) making a total of 88 rollers and
Gears 4 spacer rings.
Inspect gear teeth on synchronizer clutch gears and (4) If countershaft gear end play was found to
stop rings. If there is evidence of chipping or exces- exceed .022 inches during disassembly, install new
sively worn teeth, install new parts at reassembly. Be thrust washers. Coat with heavy grease and install
sure clutch sleeve slides easily on the clutch gear. thrust washer at rear end of countershaft gear and
Inspect countershaft gear and all other gears for over arbor. Install needle thrust bearing and bearing
chipped or broken teeth, and signs of excessive wear. washer at front end of countershaft gear, with the
Small nicks or burrs must be stoned off. bearing washer against the case. Install gear and
Inspect teeth on main drive pinion. If excessively arbor in the case making sure tabs on thrust washer
worn, broken or chipped, a new pinion should be slide into grooves in the case.
installed. If the oil seal contact area on drive pinion (5) Using countershaft and a soft faced hammer,
shaft is pitted, rusted or scratched, a new pinion is drive arbor forward out of countershaft gear and
recommended for best seal life. through bore in front of the case. Before driving coun-
Test interlock sleeve and pin for free movement in tershaft all way into case, be sure keyway is positioned
bore of shift housing. Examine detent balls for signs in line with key recess in rear of case. Insert shaft

MyMopar.com
 3¯SPEED (A¯25O) MANUAL—TRANSMISSION 21-45
key and continue to drive countershaft forward in 1ST-REVERSE LEVER 2ND-3RD LEVER
case until key is bottomed in recess.

Reverse Idler Gear

(1) Position arbor Tool C-464 in reverse idler gear,
then grease and install 22 roller bearings in gear.
(2) Place front and rear thrust washers at each
end of reverse idler gear, and position assembly in
transmission case with chamfered end of gear teeth
toward front (Fig. 26).
(3) Insert reverse idler shaft into bore at rear of
case with keyway to rear, pushing arbor toward front
of transmission. DETENT BALL-HOLDING TOOL
(4) With keyway aligned with recess in case, drive
shaft forward, inserting key before keyway is ob-
PY142
scured. Continue driving shaft forward until key seats
in recess. Fig. 27-Installing Shift Levers and Detent Balls
Tool C-3765 and at same time install second and third
Gearshift Mechanism (Fig. 25) lever shaft, with center detent aligned with detent
(1) Place new shift lever shaft seals in their bores ball. Remove the tool. Secure lever shaft with re-
in the case. Using Tool C-3766, drive seals into case, maining tapered pin.
until tool bottoms. (6) Install operating levers and tighten retaining
(2) Install seal protector, Tool C-3767 on end of nuts to 18 foot-pounds.
low and reverse lever shaft, then slide shaft into rear
boss of case and through the seal. Lock in position
with tapered pin. Turn lever until center detent is in Mainshaft
line with interlock bore. (1) Press bearing on mainshaft then select and
(3) Slide interlock sleeve in its bore in case fol- install snap ring for minimum end play (Fig. 23).
lowed by one of the interlock balls. Install interlock (2) Move shift lever to reverse position then posi-
spring and pin. tion the lst-reverse gear and shift fork in the case
(4) Place remaining interlock ball on top of inter- (Fig. 15 and 25).
lock spring, using Tool C-3765 (Fig. 27). (A good Note that both shift forks are offset toward rear of
method of installing second ball is to stick ball in the transmission (Fig. 25).
tool recess with grease, then use tool to position ball (3) Arrange all the synchronizer parts (Fig. 24)
on the detent spring.) with second gear (Fig. 28) and shift fork, so they
(5) Install seal protector Tool C-3767, on second may be held in one hand as a package. Make sure that
and third lever shaft. Depress interlock ball, using the clutch gear hub, with the .040" step machined on
BACK-UP LIGHT SWITCH
it, is installed toward front of transmission.
(4) Position this gearset in case and enter shift
#fc fork into its lever (Fig. 25).
REVERSE IDLER
GEAR SPREADER 2ND SPEED
â SPRING GEAR

FEELER GAUGE INSERT SHIM

AGAINST THIS FACE
COUNTERSHAFT GEAR PY141 NH498

Fig. 26—Checking Countershaft Gear End Play Fig. 28—Synchronizer Shim Location
MyMopar.com
21-46 3-SPEED (A-250) MANUAL—TRANSMISSION
(5) Carefully work mainshaft through gears and fully seated when snap ring is in full contact with the
synchronizer parts until bearing bottoms in rear of case.
case (Fig. 29). (7) Install a new seal in pinion bearing retainer,
(6) Install synchronizer clutch gear snap ring using Tool C-3789 (Fig. 30).
(Fig. 20) on mainshaft. (8) Position retainer assembly and new gasket on
(7) Select and install mainshaft bearing snap ring the case. Use thread sealing compound on bolts then
(Fig. 21) in case. install and tighten to 30 foot-pounds.
(8) In cases where synchronizer "float" measure-
ment is above .117 inch, synchronizer shims should be Extension Housing
installed to reduce "float" to .117 inch or less. Install (1) Slide extension housing and a new gasket over
shim on shoulder of second speed gear, before spread- mainshaft while guiding shaft through bushing and
er spring is installed (Fig. 28). oil seal. Install and tighten attaching bolts to 50 foot-
If synchronizer "float" is below .060 inch, an equal pounds. Use sealing compound on bolt used in one
amount of material should be removed from ends of hole tapped through transmission case.
all six synchronizer pins until synchronizer "float" is (2) Install transmission gasket and cover, install
above .060 inch. and tighten cover bolts to 12 foot-pounds.
(3) Rotate the speedometer pinion gear and adapt-
Drive Pinion er assembly so that the number on the adapter,
(1) Slide oil slinger over pinion shaft and down corresponding to the number of teeth on the gear, is
against gear (Fig. 17). in the 6 o'clock position as the assembly is installed.
(2) Slide bearing over pinion shaft (snap ring (4) Install and tighten back-up light switch to 15
groove away from gear end), then seat on shaft, foot-pounds.
using an arbor press.
(3) Install keyed washer between bearing and re- TRANSMISSION INSTALLATION
taining snap ring groove.
(4) Secure bearing and washer with selected thick- The transmission pilot bushing in end of crankshaft
ness snap ring. Four snap rings are available to requires a grease which will stay in place during high
eliminate end play. Be sure snap ring is properly temperature operation. Use Multi-Purpose Grease,
Part Number 2932524, or equivalent, which is a grease
seated. If large snap ring around bearing was re-
of this type and is recommended for all clutch lubri-
moved, install at this time.
cation points.
(5) Place pinion shaft in a vise (with soft jaws),
Place a small amount of Multi-Purpose Grease
then install 14 bearing rollers in cavity of shaft (Fig.
around inner end of pinion shaft pilot bushing in
19). Coat bearing rollers with heavy grease, then crankshaft and on pinion bearing retainer release
install bearing retaining ring in its groove. bearing sleeve area. Do not lubricate end of the pin-
(6) Rotate drive pinion so that the omitted clutch ion shaft, clutch disc splines or clutch release levers.
tooth area is next to countershaft gear for assembly (1) Place transmission on a suitable jack and slide
clearance (Fig. 17). Guide drive pinion through front assembly under vehicle.
of case and engage inner stop ring with clutch teeth, (2) Raise transmission until drive pinion shaft is
then seat pinion bearing. The pinion shaft bearing is centered in clutch housing bore.
(3) Roll transmission slowly forward until pinion
shaft enters clutch disc. With transmission in gear,
turn output shaft until splines are aligned, then push
transmission forward until seated against clutch
housing. Do not allow transmission to "hang" after
pinion has entered the clutch disc.
DRIVE PINION BEARING RETAINER

SUPPORTING GEARSET FOR

MAINSHAFT INSTALLATION

SEAL INSTALLING TOOL

PY68 NU44

Fig. 29-fns†af ling Mainshaft into Gears and Case Fig. 30—Drive Pinion Seal Replacement
MyMopar.com
 TORQUEFLITE—TRANSMISSION 21-47

(4) Install transmission attaching bolts and tight- and back-up light switch wires. Refer to "Gearshift
en to 50 foot-pounds. Remove the jack. Linkage Adjustment" and "Gearshift Interlock," in
(5) Using a pointed drift, align crossmember bolt this section.
holes, then install attaching bolts. Tighten to specifi- (8) Carefully guide front universal joint yoke into
cations (Fig. 10). extension housing and onto mainshaft splines. Con-
(6) Remove engine support fixture and disengage nect propeller shaft to rear axle pinion yoke aligning
hooks from holes in frame side rails. Install extension the marks made during removal. Tighten clamp
housing to rear engine mount bolts and tighten to screws to 15 foot-pounds.
specifications. The engine mount to center crossmem- (9) Fill transmission to level of fill plug (Refer to
ber bolt and nut, loose assembled to this point, should Lubrication Group "0").
now be torqued to 50 foot-pounds. (10) Road test vehicle, making sure transmission
(7) Reconnect speedometer cable, gearshift rods shifts smoothly and operates quietly.

TORQUEFLITE TRANSMISSIONS
(A-904 and A-727)

SECTIONS INDEX
Page
GENERAL INFORMATION 47 SERVICE IN VEHICLE 85
DIAGNOSIS AND TESTS 68 SERVICE TOOLS 131
MAINTENANCE AND ADJUSTMENTS ... 78 SERVICE OUT OF VEHICLE 97

GENERAL INFORMATION
INDEX

Page Page
Hydraulic Control System . 50 Operating Instructions 50

GENERAL INFORMATION
The vehicle identification number on the instrument three foward ratios and a reverse ratio. The common
panel starts with a capital letter which indicates the sun gear of the planetary gear sets is connected to
carline or sales name of vehicle (see Introduction of the front clutch by a driving shell which is splined to
this manual). These code letters are also used to in- the sun gear and to the front clutch retainer. The
dicate the vehicle to which the service information hydraulic system consists of an oil pump, and a single
applies. valve body which contains all of the valves except the
The identification markings and usage of the governor valve.
TorqueFlite Transmissions is charted in Specifica- Venting of the transmission is accomplished by a
tions at end of this section. drilled passage through the upper part of the oil
Because of the similarity in design and in servicing pump housing.
the transmissions, the procedures have been com- The torque converter is attached to the crankshaft
bined in this Manual. Where variations in procedures through a flexible driving plate. Cooling of the con-
occur, application is indicated (Fig. 1 or 2). verter is accomplished by circulating the transmission
CAUTION: Transmission operation requirements are fluid through an oil-to-water type cooler, located in
different for each vehicle and engine combination and the radiator lower tank. The torque converter assem-
some internal parts will be different to provide for bly is a sealed unit which cannot be disassembled.
this. Therefore, when replacing parts, refer to the The transmission fluid is filtered by an internal
seven digit part number stamped on left side of the "Dacron Type" filter attached to the lower side of the
transmission oil pan flange. valve body assembly.
The transmission combines a torque converter and Engine torque is transmitted to the torque convert-
a fully-automatic 3-speed gear system. The converter er then, through the input shaft to the multiple disc
housing and transmission case are an integral alumi- clutches in the transmission. The power flow depends
num casting. The transmission consists of two multi- on the application of the clutches and bands. Refer to
ple disc clutches, an over-running clutch, two servos "Clutch Engagement and Band Application Chart" in
and bands, and two planetary gear sets to provide specifications.
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 FRONT CLUTCH FRONT PLANETARY GEAR SET IS)

REAR CLUTCH ¡ R E A R PLANETARY GEAR SET

L O W A N D REVERSE BAND
O

OUTPUT SHAFT

50
Z
¢/>

c/>
CO

BUSHING

PARKING LOCK ASSEMBLY

EXTENSION HOUSING

FLEXIBLE DRIVE PLATE

ENGINE CRANKSHAFT KICKDOWN BAND SUN GEAR DRIVING SHELL NN152B

Fig. I —TorqueFlite Transmission and Torque Converter (A·9O4)

MyMopar.com
 STATOR FRONT PLANETARY GEAR SET
¤
TURBINE,

REAR CLUTCH REAR PLANETARY GEAR SET

FRONT CLUTCH
LOW AND REVERSE BAND

OVERRUNNING CLUTCH

BEARING OUTPUT SHAFT

SPEEDOMETER PINION O
20
EXTENSION HOUSING
PARKING LOCK ASSEMBLY

KICKDOWN BAND OIL FILTER

SUN GEAR
20
INPUT SHAFT DRIVING SHELL >

FLEXIBLE DRIVE PLATE

00
¢/>

ENGINE CRANKSHAFT
NN116B

Fig. 2-TorqueFlite Transmission and Torque Converter (A-727) i

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21-50 TORQUEFLiTE—TRANSMISSION -¤
HYDRAULIC CONTROL SYSTEM capacity on 1-2 upshifts and 3-2 downshifts. The limit
valve determines the maximum speed at which a 3-2
The hydraulic control circuits (Figs. 3 through 19) part throttle kickdown can be made.
show the position of the various valves with color The shuttle valve has two separate functions and
coded passages to indicate those under hydraulic performs each independently of the other. The first is
pressure for all operations of the transmission. that of providing fast release of the kickdown band,
The hydraulic control system makes the transmis- and smooth front clutch engagement when the driver
sion fully automatic, and has four important func- makes a ' 'lift-foot" upshift from second to direct. The
tions to perform. In a general way, the components of second function of the shuttle valve is to regulate the
any automatic control system may be grouped into application of the kickdown servo and band when
the following basic groups: making direct to second kickdowns.
The pressure supply system, the pressure regulat-
ing valves, the flow control valves, and the clutches Clutches, Band Servos and Accumulator
and band servos. The front and rear clutch pistons, and both servo
Taking each of these basic groups or systems in pistons are moved hydraulically to engage the
turn, the control system may be described as follows: clutches and apply the bands. The pistons are re-
leased by spring tension when hydraulic pressure is
Pressure Supply System released. On the 2-3 upshift, the kickdown servo pis-
The pressure supply system consists of an oil pump ton is released by spring tension and hydraulic pres-
driven by the engine through the torque converter. sure.
The single front pump furnishes pressure for all the The accumulator controls the hydraulic pressure on
hydraulic and lubrication requirements. the apply side of the kickdown servo during the 1-2
shift; thereby, cushioning the kickdown band applica-
Pressure Regulating Valves tion at any throttle position.
The pressure regulating valves consist of a regula-
tor valve which controls line pressure at a value de- OPERATING INSTRUCTIONS
pendent on throttle opening.
The torque converter control valve maintains The transmission will automatically upshift and
torque converter operating pressure and transmission downshift at approximately the speeds shown in the
lubricating pressure. "Automatic Shift Speed Chart." All shift speeds giv-
The governor valve transmits regulated pressure to en in the "Chart" may vary somewhat due to produc-
the transmission (in conjunction with vehicle speed) tion tolerances and rear axle ratios. The quality of
to control upshift and downshift speeds. the shifts is very important. All shifts should be
The throttle valve transmits regulated pressure to smooth and positive with no noticeable engine runa-
the transmission (in conjunction with throttle posi- way. See "Specifications" for chart.
tion) to control upshift and downshift speeds.
Gearshift and Parking Lock Controls
Flow Control Valves The transmission is controlled by a "lever type"
The manual valve provides the different transmis- gearshift incorporated within the steering column.
sion drive ranges as selected by the vehicle operator. The control has six selector lever positions: P (park),
The 1-2 shift valve automatically shifts the trans- R (reverse), N (neutral), and D (drive), 2 (second)
mission from low to second or from second to low and 1 (low). Some vehicles are equipped with a "lev-
depending on the vehicle operation. er type" console gearshift which has the same selec-
The 2-3 shift valve automatically shifts the trans- tor lever positions. The parking lock is applied by
mission from second to direct or from direct to sec- moving the selector lever past a gate to the P posi-
ond depending on the vehicle operation. tion.
The kickdown valve makes possible a forced down- CAUTION: Never apply the parking lock until the
shift from direct to second-second to breakaway or vehicle has stopped; otherwise, a severe ratcheting
direct to breakaway (depending on vehicle speed) by noise will occur.
depressing the accelerator pedal past the detent
"feel" near wide open throttle. Starting the Engine
The throttle pressure plug at the end of the 2-3 The engine will start with the selector lever in ei-
shift valve, provides a 3-2 downshift with varying ther the P (park) or N (neutral) positions.
throttle openings depending upon vehicle speed. (1) As a safety precaution when starting in the N
A-727 and A-9O4-LA only: The 1-2 shift control valve (neutral) position, apply the parking or foot brake.
transmits 1-2 shift control pressure to the transmis- (2) Depress the accelerator pedal fully, then re-
sion accumulator piston to control the kickdown band lease, to insure proper choke operation.
MyMopar.com
 -TORQUEFLITE—TRANSMISSION 21-51

LINE 5-30 psi

PUMP SUCTION

PUMP SELECTOR LEVER IN

PARK CONVERTER 5-30 psi
ENGINE RUNNING
LUBRICATION 5-30 psi J

TO
LUBRICATION

LINE 55 ps! y

PUMP SUCTION
SELECTOR LEVER IN
PUMP NEUTRAL
ENGINE RUNNING CONVERTER 30-55 psi

LUBRICATION 5-30 psi

Fig. 3—Park and Neutral (6 and 8 Cylinder)

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21-52 TORQUEFLITE—TRANSMISSION-
FRONT SERVO
REAR SERVO

OIL PRESSURES

LINE 75 psi !¯¯

PUMP SUCTION

THROTTLE 40 psi

GOVERNOR 0-20 ps¡

TO
CONVERTER 30-75 psi
LUBRICATION

LUBRICATION 5-30 psi

;,SSS¾JLY
1-2 SHIFT CONTROL 25-35 psi

SELECTOR LEVER IN
DRIVE (BREAKAWAY)
PUMP
HALF THROTTLE

Fig. 4—Drive—Breakaway (8 Cylinder) MyMopar.com

 -TORQUEFLITE—TRANSMISSION 21-53

OIL PRESSURES

LINE 75psijï

LTH
THROTTLE 40 psi

GOVERNOR 5-40 psi I

CONVERTER 30-75 psi |

30 S¦
LUBRICATION 5-
» | I
1-2 SHIFT CONTROL 25-35 psi

SELECTOR LEVER IN
DRIVE (SECOND)
PUMP
HALF THROTTLE
` :

Fig. S-Drive-Second (8 Cylinder) MyMopar.com

21-54 TORQUEFUTE—TRANSMISSION-
FRONT
REAR SERVO

PUMP SUCTION

THROTTLE 0-90 ps¡

GOVERNOR 3-90 ps¡

CONVERTER 30-75 ps¡

0 PS' | |

SELECTOR LEVER IN
DRIVE(DIRECT)
PUMP
i'.U·

Fig. 6—Drive-Direct (8 Cylinder) MyMopar.com

 -TORQUEFLITE—TRANSMISSION 21-55
FRONT :`.···.·í SERVO
REAR SERVO

:
¦¡í «•••.:.::'; H:?K¡O:>·¾::Í:::¾·.

OIL PRESSURES

LINE 55-90 psi f¯

PUMP SUCTION

THROTTLE 25-45 psi F

GOVERNOR 3-40 psi F

CONVERTER 30-75 psi R

LUBRICATION 5-30 psi í™

1-2 SHIFT CONTROL 25-35 psi

SELECTOR LEVER IN DRIVE

PUMP (PART THROTTLE KICKDOWN)
BELOW 4OM.P.H.

Fig. 7—Drive—Part Throttle Kkkdown (8 Cylinder) MyMopar.com

•—TRANSMISSION

OIL PRESSURES

LINE 90 psi j¯¯

PUMP SUCTION

THROTTLE 90 psi §
GOVERNOR 40-75 psi • WÊi

CONVERTER 30-75 psi I

LUBRICATION 5-30 psi ¦ I

1-2 SHIFT CONTROL 55-65 psi [¯¯j

SELECTOR LEVER IN
DRIVE (FULL THROTTLE KICKDOWN)
ABOVE 50 M.P.H.
PB6

8—Drive—Full Throttle Kiekdown (8 Cylinder)

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 I Piìisríüne :;££ULA`'OS V,*,LV£l · . i
-í ___„ i j t ; `í i " J

1-2 SHIFT CONTROL 25-35 ps¡ •

SELECTOR LEVER IN
TWO (MANUAL SECOND)
PUMP CLOSED THROTTLE

Sector lever—Two (8 Cyiinder)

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21-58 TORQUEFLITE—TRANSMISSION-
FRONT SERVO
REAR SERVO

OIL PRESSURES

LINE 55ps¡

PUMP SUCTION

GOVERNOR
EH
CONVERTER 30- 55 psi F¯

LUBRICATION
¯ ¯"''"l 1
1-2 SHIFT CONTROL 45-55 psi

SELECTOR LEVER IN
ONE (MANUAL LOW)
CLOSED THROTTLE

Fig. ÌO—Selector Lever—One (8 Cylinder)

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 •TORQUEFLITE—TRANSMISSION 21-59
FRONT SERVO
REAR SERVO

OIL PRESSURES

LINE 230-260 psi

CONVERTER 30-75 psi

LUBRICATION 5-30 psi

SELECTOR LEVER IN
REVERSE
PUMP

Fig. 11 —Reverse (8 Cylinder}

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21-60 TORQUEFÜTE—TRANSMISSION-
FRONT SERVO

REAR SERVO

THROTTLE 40 PSI

GOVERNOR 0-20 PSI

CONVERTER 30-75 PSI

LUBRICATION 5-30 PSI

PUMP
SELECTOR LEVER IN
DRIVE (BREAKAWAY)
HALF THROTTLE

PB10

Fig. ¶2—Drive—'Breakaway (6 Cylinder)

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 -TORQUEFLITE—TRANSMISSION 21-61

TO FRONT
3 `*¯"¯-\ I CLUTCH
W j.3l LUBRICATION
1/ "

TO
LUBRICATION
dbl1
GOVERNOR
HIGH / GOVERNOR 5-40 PSl|

3
00
PRESSURE
00 RELIEF CONVERTER 30-75 PSI
ASSEMBLY
VALVE
LUBRICATION 5-30 PSI

PUMP
Q!L F'tVER SELECTOR LEVER IN
DRIVE 2ND
HALF THROTTLE

Fig. 13—Drive—Second (6 Cylinder)

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21-62 TORQUEFÜTE—TRANSMISSION

OIL PRESSURES

LINE 55-90 PSI

PUMP SUCTION

THROTTLE 0-90 PSI

/ GOVERNOR 3-90 PSI

WEIGHT
CONVERTER 30-75 PSI ¡
ASSEMBLY

LUBRICATION 5-30 PSI

PUMP
SELECTOR LEVER IN
DRIVE(DIRECT)

PB12

Fig. I4-ÐriVe-Direct (6 Cylinder)

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 -TORQUEFÜTE—TRANSMISSION 21-63

OIL PRESSURES

55-90 PSII

PUMP SUCTION

THROTTLE 40-75 PSI I

/ GOVERNOR 3-55 PSI j

WEIGHT rOKIVFRTFP 'ÌO-7"i PQI

ASSEMBLY CONVERTER JU-75 PSI|
LUBRICATION 5-30 PSI |

SELECTOR LEVER
IN DRIVE
(PART THROTTLE KICKDOWN)

Fig. 15—Drive—Part Throttle K¡ckdown (6 Cylinder) A-`À?¡

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21-64 TORQUEFLITE—TRANSMISSION

LINE 90 PSì

PUMP SUCTION

THROTTLE 90 PS!

GOVERNOR 3-75 PSI

CONVERTER 30-75 PSI

LUBRICATION 5-30 PSli

PUMP
SELECTOR LEVER
IN DRIVE
(FULL THROTTLE KICKDOWN)

Fig. 16—Drive—Full Throttle Ki¢kdown (6 Cylinder) PB14

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 -TORQUEFÜTE—TRANSMISSION 21-e

FRONT m SERVO

OIL PRESSURES

LINE 55 PSI

PUMP SUCTION

GOVERNOR 3-55 PSI ¦

CONVERTER 30-55 PSI

LUBRICATION 5 30 P S I
ASSEMBLY ¯ I

SELECTOR LEVER
PUMP IN TWO
(MANUAL 2ND) CLOSED
THROTTLE

Fig. 17—Selector Lever—Two (6 Cylinder) PB15

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21-66 TORQUEFLITE—TRANSMISSION-
FRONT SERVO

REAR SERVO

55 PSl (

GOVERNOR 0-30 " ^ ' J H U H l

CONVERTER 30-55 PSI \_

LUBRICATION 5-30 PSI

ASSEMBLY

SELECTOR LEVER
PUMP IN ONE
(MANUAL LOW) CLOSED
THROTTLE

Fig. ì 8—Selector Lever—One (6 Cylinder)

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¤'¯ -TORQUEFLITE—TRANSMISSION 21-67
FRONT SERVO

OIL PRESSURES

230-260 PSI

PUMP SUCTION

CONVERTER 30-75 PSI { _

17
WEIGHT
LUBRICATION 5-30 PSlfl[

Â8Sæ¡ï£LY
SELECTOR LEVER
PUMP IN REVERSE

PBT7
MyMopar.com
21-68 TORQUEFLITE—TRANSMISSION
(3) Turn the ignition key all the way to the right Towing Vehicle
to START position. When the engine starts, release Transmission Inoperative: Tow the vehicle with a
the key and it will return to the ON position. The rear end pickup or remove the propeller shaft.
TorqueFlite transmission will not permit starting the Transmission Operating Properly: The vehicle may
engine by pushing or towing. be towed safely in N (neutral) with rear wheels on
the ground at a speed not to exceed 30 mph. If the
Mountain Driving vehicle is to be towed for extended distances, it
When driving in the mountains with either heavy should be done with a rear end pickup or the propel-
loads or when pulling trailers, the 2 (second) or 1 ler shaft removed. Because the transmission receives
(low) position should be selected on upgrades which lubrication only when the engine is running, it is good
require heavy throttle for 1/2 mile or more. This practice to always tow a disabled vehicle with a rear
reduces possibility of overheating the transmission end pickup or remove the propeller shaft.
and converter under these conditions.

SERVICE DIAGNOSIS AND TESTS

INDEX
Page Page
Charts 73 Fluid Leakage 70
Clutch and Servo Air Pressure Tests 70 Hydraulic Control Pressure Tests 68
Converter Stall Test 69

SERVICE DIAGNOSIS AND TESTS low line pressure up to kickdown point and should not
be more than 3 psi below line pressure.
The transmission should not be removed nor disas- If pressure is not 54-60 psi at 1,000 rpm, see "Hy-
sembled until a careful diagnosis is made to deter- draulic Control Pressure Adjustments."
mine the source of trouble and all possible external If front servo release pressures are less than pres-
corrections performed. In diagnosing any abnormal sures specified and line pressures are within limits,
shift condition, always make the hydraulic pressure
there is excessive leakage in the front clutch and/or
tests before disassembly or replacement of parts.
front servo circuits. Always inspect external transmis-
HYDRAULIC CONTROL PRESSURE TESTS sion throttle lever for looseness on the valve body
shaft when making the pressure tests.
Line Pressure and Front Servo Release
Pressure Lubrication Pressures
Line pressure and front servo release pressure tests The lubrication pressure test should be made at
must be made in D (drive) position with rear wheels same time that line pressure and front servo release
free to turn. The transmission fluid must be at oper- pressure are tested.
ating temperature (150 to 200 degrees F.).
(1) Install an engine tachometer, raise vehicle on a
hoist and position tachometer so it can be read under
the vehicle. LINE PRESSURE
(2) Connect two 0-100 psi pressure gauges C-3292,
to pressure take-off-points at side of accumulator and
at front servo release (Fig. 1).
(3) With control in D (drive) position, speed up
engine slightly until transmission shifts into direct.
(Front servo release will be pressurized in direct.)
Reduce engine speed slowly to 1,000 rpm. Line pres-
sure at this time (1,000 rpm) must be 54-60 psi, and
front servo release pressure must not be more than 3
psi below the line pressure.
(4) Disconnect throttle rod from transmission
throttle lever and move throttle lever gradually to LOW-REVERSE
the full rearward position. Line pressure must rise to SERVO K!CKDOWN SERVO RELEASE
PB324
a maximum of 90-96 psi just before or at kickdown
into low gear. Front servo release pressure must fol- F¡g. I—Pressure Test Locations (Right Side of Case)
MyMopar.com
 TORQUEFUTE—TRANSMISSION 21-69

(1) Install a "tee" fitting between cooler return throttle pressure setting.
line fitting and fitting hole in transmission case at CAUTION: In no case should throttle pressure be
rear left side of the transmission (Fig. 2). Connect a adjusted until the transmission throttle linkage ad-
0-100 psi pressure gauge, to the "tee" fitting. justment has been verified to be correct.
(2) At 1,000 engine rpm, with throttle lever for-
ward and transmission in direct, lubrication pressure CONVERTER STALL TEST
should be 5-15 psi. Lubrication pressure will be ap-
proximately doubled as the throttle lever is moved to WARNING: During test let no one stand in front of
full rearward position. vehicle.
The stall test consists of determining the engine
Rear Servo Apply Pressure speed obtained at full throttle in D position. This test
(1) Connect a 0-300 psi pressure gauge C-3293, to checks the torque converter stator clutch operation,
"apply pressure" take-off point at rear servo (Fig. 2). and the holding ability of the transmission clutches.
(2) With transmission control in R (reverse) posi- The transmission oil level should be checked and the
tion and engine speed set at 1600 rpm, reverse servo engine brought to normal operating temperature be-
fore stall operation. Both the parking and service
apply pressure should be 230 to 260 psi.
brakes must be fully applied and front wheels blocked
while making this test.
Governor Pressure
Do not hold the throttle open any longer than is
(1) Connect a 0-100 psi pressure gauge, to gover-
necessary to obtain a maximum engine speed read-
nor pressure take-off point, located at lower left side
ing, and never longer than five seconds at a time. If
of extension near the mounting flange (Fig. 2).
more than one stall check is required, operate the
(2) Governor pressures should fall within the lim-
engine at approximately 1,000 rpm in neutral for 20
its given in the "Governor Pressure Chart" in specifi-
seconds to cool the transmission fluid between runs. If
cations.
engine speed exceeds the maximum limits shown in
If governor pressures are incorrect at the given
Specifications, release the accelerator immediately
vehicle speeds, the governor valve and/or weights are
since transmission clutch slippage is indicated.
probably sticking. The governor pressure should re-
spond smoothly to changes in mph and should return
to 0 to 1-1/2 psi when vehicle is stopped. High pres- Stall Speed Above Specification
sure at stand still (above 2 psi) will prevent the If stall speed exceeds the maximum specified in
transmission from downshifting. chart by more than 200 rpm, transmission clutch
slippage is indicated. Follow the transmission oil
Throttle Pressure pressure and air pressure checks outlined in this sec-
tion to determine the cause of slippage.
No provisions are made to test the throttle pres-
sure. Incorrect throttle pressure should only be sus-
Staff Speed Below Specification
pected if part throttle up-shift speeds are either Low stall speeds with a properly tuned engine indi-
delayed or occur too early in relation to vehicle cate torque converter stator clutch problems. A road
speeds. Engine runaway on either up shifts or down test will be necessary to identify the exact problem.
shifts can also be an indicator of incorrect (low) If stall speeds are 250-350 rpm below specification,
and the vehicle operates properly at highway speeds,
LUBRICATION
PRESSURE but has poor through-gear acceleration, the stator
(COOLER RETURN GOVERNOR overrunning clutch is slipping.
FITTING) PRESSURE If stall speed and acceleration are normal, but ab-
normally high throttle opening is required to
REAR SERVO maintain highway speeds, the stator clutch has
APPLY
PRESSURE seized.
Both of these stator defects require replacement of
the torque converter.

Noise
A whining or siren-like noise due to fluid flow is
normal during stall operation with some converters;
however, loud metallic noises from loose parts or
interference within the assembly indicate a defective
torque converter. To confirm that the noise originates
Fig. 2—Pressure Test Locations (Rear End of Case) within the converter, operate the vehicle at light
MyMopar.com
21-70 TORQUEFLITE—TRANSMISSION-
throttle in D and N on a hoist and listen under the sage. Operation of servo is indicated by a tightening
transmission bell housing. of front band. Spring tension on servo piston should
release the band.
CLUTCH AND SERVO AIR PRESSURE TESTS
Low and Reverse Servo (Rear)
A "NO DRIVE" condition might exist even with Direct air pressure into rear servo "apply" pas-
correct fluid pressure, because of inoperative clutches sage. Operation of servo is indicated by a tightening
or bands. The inoperative units, clutches, bands and of rear band. Spring tension on servo piston should
servos can be located through a series of tests by release the band.
substituting air pressure for fluid pressure (Fig. 3). If clutches and servos operate properly, no up-shift
The front and rear clutches, kickdown servo, and or erratic shift conditions indicate that malfunctions
low-reverse servo may be tested by applying air pres- exist in the valve body.
sure to their respective passages after the valve body
assembly has been removed. To make air pressure FLUID LEAKAGE—TRANSMISSION
tests, proceed as follows: CONVERTER HOUSING AREA
CAUTION: Compressed air supply must be free of all
dirt or moisture. Use a pressure of 30 to 100 psi. (1) Check for Source of Leakage.
Since fluid leakage at or around the converter area
Front Clutch may originate from an engine oil leak, the area
Apply air pressure to front clutch "apply" passage should be examined closely. Factory fill fluid is dyed
and listen for a dull "thud" which indicates that front red and, therefore, can be distinguished from engine
clutch is operating. Hold air pressure on for a few oil.
seconds and inspect system for excessive oil leaks. (2) Prior to removing the transmission, perform
the following checks:
Rear Clutch When leakage is determined to originate from the
Apply air pressure to rear clutch "apply" passage transmission, check fluid level and torque converter
and listen for a dull "thud" which indicates that rear drain plug torque prior to removal of the transmis-
clutch is operating. Also inspect for excessive oil sion and torque converter.
leaks. If a dull " t h u d " cannot be heard in the High oil level can result in oil leakage out the vent
clutches, place finger tips on clutch housing and again located at the top of the front pump housing. If the
apply air pressure. Movement of piston can be felt as fluid level is high, adjust to proper level.
the clutch is applied. Oil leakage can also occur at the torque converter
drain plug. Torque the drain plug to 110 inch-pounds.
Kickdown Servo (Front) After performing these two operations, re-check
Direct air pressure into front servo "apply" pas- for leakage. If a leak persists, perform the following
FRONT SERVO APPLY - T T . _ y ^ · FRONT operation on the car to determine whether it is the
REAR SERVO APPLY / ^ \ * ¿ ^ \ SERVO converter or transmission that is leaking.
RELEASE
Leakage Test Probe
(1) Remove converter housing dust shield.
LINE PRESSURE TO
(2) Position vehicle with front lower than back so
ACCUMULATOR that accumulated fluid in converter housing will drain
PUMP out. Wipe bottom inside of converter housing as dry
PRESSURE as possible. A solvent spray followed by compressed
œ¯ air drying is preferable.
FRONT
CLUTCH
(3) Fabricate and fasten test probe (Fig. 4) se-
APPLY curely to convenient dust shield bolt hole. Make cer-
••111 tain converter is cleared by test probe. Tool must be
REAR
CLUTCH
clean and dry.
APPLY (4) Run engine at approximately 2,500 rpm with
m
TO TORQUE] transmission in neutral, for about 2 minutes. Trans-
CONVERTER! mission must be at operating temperature.
TO GOVERNOR Ik (5) Stop engine and carefully remove tool.
FROM TORQUE (6) If upper surface of test probe is dry, there is
GOVERNOR PRESSURE TO COOLER CONVERTER no converter leak. A path of fluid across probe indi-
PB328
I? cates a converter leak. Oil leaking under the probe is
Fig. 3—Air Pressure Tests coming from the transmission converter area (Fig. 5).
MyMopar.com
 TORQUEFUTE—TRANSMISSION 21-71

OUTSIDE DIAMETER TORQUE CONVERTER

WELD WELD

BOTTOM OF
DUST CONVERTER HOUSING
SHIELD MATERIAL: 5-1/2" X 1-1/2" X DRAIN
BOLT 1/32" SHEET METAL PY3OO RING GEAR CRANKSHAFT PILOT WELD PLUG PY1Ó

F¡g, 4—leak Locating Test Probe Tool Fig. 6—Torque Converter Cross Section
(7) Remove transmission and torque converter as- WELD OR BREAK EDGE
sembly from vehicle for further investigation. The BRAZE
fluid should be drained from the transmission and
converter. Re-install converter drain plug and oil pan
(with new gasket) at specified torque.
Possible sources of transmission converter area
fluid leakage shown in (Fig. 5) are: SEAL THIS END AIR TIGHT
(1) Converter Hub Seal
(a) Seal lip cut, check converter hub finish.
(b) Bushing moved and/or worn.
(c) Oil return hole in front pump housing OUTSIDE OF OPEN
plugged or omitted. END FOR THIS
MATERIAL: 1-7/8 INCH O.D. DISTANCE ON TUBE
(d) Seal worn out (high mileage cars). THIN WALLED STEEL TUBING
AND 1/8 INCH STEEL DISC PY3O4
(2) Fluid leakage at the outside diameter from
pump housing "0" ring seal. Fig. 7-A-727 Converter Hub Seal Cup
(3) Fluid leakage at the front pump to case bolts. (a) Torque converter weld leaks at the outside di-
(4) Fluid leakage due to case or front pump hous- ameter (peripheral) weld.
ing porosity. (b) Front pump hub weld.
(5) Oil leakage out the vent. (c) Crankshaft pilot weld.
(6) Kickdown lever shaft access plug. (d) Fluid leakage from the converter drain plug.
These leaks appear at the outside diameter of the
Converter Leakage (Fig. 6) converter on the engine side.
Possible sources of converter leakage are:
Air Pressure Test of Transmission
Fabricate equipment needed for test as shown in
(Figs. 7 through 11).
WELD BREAK EDGE 1/16" MIN.
OR BRAZE /

SEAL THIS END AIR TIGHT

POLISH
OUTSIDE
l-3/4"-»- OF OPEN
`END FOR
5"
THIS DISTANCE
ON TUBE
MATERIAL: 1-1/2 INCH O.D. THIN
WALLED STEEL TUBING AND
1/8 INCH STEEL DISC PY3O5
PD9l

Fig. 5—Transmission Converter Area Fig. 8-A-904 Converter Hub Seal Cup

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21-72 TORQUEFLITE—TRANSMISSION-

15/32" DRILL 4 HOLES VENT PLUG

RETAINER RETAINER

SLIDING YOKE
WIRED IN PLACE

MATERIAL: 1/4" STEEL STOCK

M / 4 " WIDE PY3O6
Fig. 9-Hüb Seal Cup Retaining Strap SPRING
CONVERTER
SEAL CUP
3/8" DRILL PLUG — MADE FROM
2 HOLES OLD FILLER TUBE PY3O2
WELD OR
Fig. 12—Transmission Prepared for Test
BRAZE
The transmission should be prepared for pressure
1/4" ROD
test as follows after removal of the torque converter:
1/4" ROD
(1) Install filler tube bore plug, propeller shaft
\ yoke (tie in with cord or wire), flared tube fitting cap
(on front cooler line fitting), and pipe nipple (in case
at rear cooler line fitting) (Fig. 12 and 13).
4-21/32" RADIUS 2" (2) Remove necessary front pump housing bolts,
and vent shield (in A-727 transmission). Install vent
plug (rubber stopper), and vent plug retainer prefer-
5" RADIUS
ably using longer bolts than those removed.
(3) With rotary motion, install converter hub seal
cup over input shaft, and through the converter hub
seal until the cup bottoms against the pump rotor
lugs. Secure with cup retainer strap (Fig. 9), using
MATERIAL: 3/16" STEEL STOCK PY3O7
converter housing to engine block retaining bolts.
Fig. 10-A-727 Vent Plug Retainer (4) Attach and clamp hose from nozzle of Tool
C-4080 to pipe nipple, which is in the rear cooler line
13/32" DRILL 2 HOLES fitting position in case (Fig. 13).
(5) Pressurize the transmission using Tool C-4080

FLARE CAP
5/8"
WELD OR
BRAZE

3-3/4"
RADIUS
AIR PUMP

1/4" ROD 2".

MATERIAL : 3/16" STEEL STOCK PY3O8 HOSE CLAMP PY3O3A

Fig. I l-A-904 Vent Plug Retainer Fig. 13—Pressurizing Transmission

MyMopar.com
¤¯ TORQUEFLITE—TRANSMISSION 21-73
until the pressure gauge reads 8 psi. Position trans- follows after removal from the transmission:
mission so that pump housing and case front may be (1) Drain all oil from the converter. If flushing is
covered with soapy solution or water. Leaks are required, flush before checking for leakage.
sometimes caused by porosity in the case or pump (2) Install tool C-4102 and tighten.
housing. (3) Apply a maximum of 100 psi air pressure to
CAUTION: Do not, under any circumstances, pres- the converter.
surize a transmission to more than 10 psi. (4) Submerge the converter in a tank of water and
If a leak source is located, that part and all associ- observe the hub, ring gear, and seam welds for bub-
ated seals and gaskets should be replaced with new bles. Five to ten minutes may be required for bubbles
parts. to develop from small leaks.
If no bubbles are observed, it can be assumed that
Torque Converter Pressure Test the welds are not leaking. If leakage occurs, the con-
If fluid leakage has occurred in the bell housing verter should be replaced.
area, the torque converter can be leak checked as

SERVICE DIAGNOSIS
Condition Possible Cause Correction
HARSH ENGAGEMENT IN (a) Engine idle speed too high. (a) Adjust engine idle speed to specifica-
D, 1,2 AND R tions. Re-adjust throttle linkage.
(b) Hydraulic pressures too high or low. (b) Inspect fluid level, then perform hy-
draulic pressure tests and adjust to
specifications.
(c) Low-reverse band out of adjustment. (c) Adjust low-reverse band.
(d) Valve body malfunction or leakage. (d) Perform pressure tests to determine
cause and correct as required.
(e) Accumulator sticking, broken rings or (e) Inspect accumulator for sticking, bro-
spring. ken rings or spring. Repair as re-
quired.
(f) Low-reverse servo, band or linkage (f) Inspect servo for damaged seals,
malfunction. binding linkage or faulty band lining.
Repair as required.
(g) Worn or faulty front and/or rear (g) Disassemble and inspect clutch. Re-
clutch. pair or replace as required.
DELAYED ENGAGEMENT (a) Low fluid level. (a) Refill to correct level with "Dexron"
IN D, 1,2 AND R type Automatic Transmission Fluid.
(b) Incorrect gearshift control linkage ad- (b) Adjust control linkage.
justment.
(c) Hydraulic pressures too high or low. (c) Perform hydraulic pressure tests and
adjust to specifications.
(d) Oil filter clogged. (d) Replace oil filter.
(e) Valve body malfunction or leakage. (e) Perform pressure tests to determine
cause and correct as required.
(f) Accumulator sticking, broken rings or (f) Inspect accumulator for sticking, bro-
spring. ken rings or spring. Repair as re-
quired.
(g) Clutches or servos sticking or not op- (g) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(h) Faulty oil pump. (h) Perform hydraulic pressure tests. Ad-
just and repair as required.
(i) Worn or faulty front and/or rear (i) Disassemble and inspect clutch. Re-
clutch, pair or replace as required.
(j) Worn or broken input shaft and/or (j) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bore
for wear. Replace parts as required.
(k) Aerated fluid. (k) Inspect for air leakage into pump suc-
tion passages.
(I) Engine idle speed too low. (I) Adjust idle speed to specifications
and readjust transmission throttle rod.
RUNAWAY OR HARSH (a) Low fluid level. (a) Refill to correct level with "Dexron"
UPSHIFT type Automatic Transmission Fluid.
(b) Incorrect throttle linkage adjustment. (b) Adjust throttle linkage.
MyMopar.com
21-74 TORQUEFLITE—TRANSMISSION
Condition Possible Cause Correction
(c) Hydraulic pressures too high or low. (c) Perform hydraulic pressure tests and
adjust to specifications.
(d) K¡ckdown band out of adjustment. (d) Adjust kickdown band.
(e) Valve body malfunction or leakage. (e) Perform pressure tests to determine
cause and correct as required.
(f) Governor malfunction. (f) Inspect governor and repair as re-
quired.
(g) Accumulator sticking, broken rings or (g) Inspect accumulator for sticking, bro-
spring. ken rings or spring. Repair as re-
quired.
(h) Clutches or servos sticking or not op- (h) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(i) Kickdown servo, band or linkage mal- (¡) Inspect servo for sticking, broken seal
function. rings, binding linkage or faulty band
lining. Repair as required.
(j) Worn or faulty front clutch. (j) Disassemble and inspect clutch. Re-
pair or replace as required.
(k) Worn or broken input shaft and/or (k) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.

NO UPSHIFT (a) Low fluid level. (a) Refill to correct level with "Dexron"
type Automa¡tc Transmission Fluid.
(b) Incorrect throttle linkage adjustment. (b) Adjust throttle linkage.
(c) Kickdown band out of adjustment. (c) Adjust k¡ckdown band.
(d) Hydraulic pressures too high or low. (d) Perform hydraulic pressure tests and
adjust to specifications.
(e) Governor sticking or leaking. (e) Remove and clean governor. Replace
parts if necessary.
(f) Valve body malfunction or leakage. (f) Perform pressure tests to determine
cause and correct as required.
(g) Clutches or servos sticking or not op- (g) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(h) Faulty oil pump. (h) Perform hydraulic pressure tests, ad-
just or repair as required.
(i) K¡ckdown servo, band or linkage mal- (i) Inspect servo for sticking, broken seal
function. rings, binding linkage or faulty band
lining. Repair as required.
(j) Worn or faulty front clutch. (j) Disassemble and inspect clutch. Re-
pair or replace as required.
(k) Worn or broken input shaft and/or (k) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.
3-2 KICKDOWN RUNAWAY (a) Low Fluid Level. (a) Refill to correct level with
"DEXRON" type Automatic Transmis-
sion Fluid.
(b) Incorrect throttle linkage adjustment. (b) Adjust throttle linkage to specifica-
tions.
(c) Kickdown band out of adjustment. (c) Adjust kickdown band to specifica-
tions.
(d) Hydraulic pressures too low. (d) Perform hydraulic pressure tests and
correct as required.
(e) Valve body malfunction or leakage. (e) Perform pressure tests to determine
cause and correct as required.
(f) Worn or faulty front clutch. (f) Disassemble and inspect clutch. Re-
pair or replace as required.
(g) Kickdown servo, band or linkage mal- (g) Inspect servo for sticking or broken
function. seal rings, binding linkage or faulty
band and repair as required.
(h) Accumulator sticking, broken or stick- (h) Inspect accumulator for sticking, bro-
ing seal rings. ken rings. Repair as required.
(i) Worn or broken reaction shaft support (i) Inspect and replace seal rings as re-
seal rings. quired. Inspect respective bores for
wear. Replace parts as required.

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¤- TORQUEFLITE—TRANSMISSION 21-75

Condition Possible Cause Correction

NO KICKDOWN OR (a) Incorrect throttle linkage adjustment. (a) Adjust throttle linkage.
NORMAL DOWNSHIFT (b) Incorrect gearshift control linkage ad- (b) Adjust control linkage.
justment.
(c) K¡ckdown band out of adjustment. (c) Adjust kickdown band.
(d) Hydraulic pressures too high or low. (d) Perform hydraulic pressure tests and
adjust to specifications.
(e) Governor sticking or leaking. (e) Remove and clean governor. Replace
parts if necessary.
(f) Valve body malfunction or leakage. (f) Perform pressure tests to determine
cause and correct as required.
(g) Clutches or servos sticking or not op- (g) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(h) Kickdown servo, band or linkage mal- (h) Inspect servo for sticking, broken seal
function. rings, binding linkage or faulty band
lining. Repair as required.
(i) Overrunning clutch not holding. (¡) Disassemble transmission and repair
overrunning clutch as required.

SHIFTS ERRATIC (a) Low fluid level. (a) Refill to correct level with "Dexron"
type Automatic Transmission Fluid.
(b) Aerated fluid. (b) Inspect for air leakage into pump suc-
tion passages.
(c) Incorrect throttle linkage adjustment. (c) Adjust throttle linkage.
(d) Incorrect gearshift control linkage ad- (d) Adjust control linkage.
justment.
(e) Hydraulic pressures too high or low. (e) Perform hydraulic pressure tests and
adjust to specifications.
(f) Governor sticking or leaking. (f) Remove and clean governor. Replace
parts if necessary.
(g) Oil filter clogged. (g) Replace oil filter.
(h) Valve body malfunction or leakage. (h) Perform pressure tests to determine
cause and correct as required.
(i) Clutches or servos sticking or not op- (i) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(j) Faulty oil pump. (j) Perform hydraulic pressure tests, ad-
just or repair as required.
(k) Worn or broken input shaft and/or (k) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.

SLIPS IN FORWARD DRIVE (a) Low fluid level. (a) Refill to correct level with "Dexron"
POSITIONS type Automatic Transmission Fluid.
(b) Aerated fluid. (b) Inspect for air leakage into pump suc-
tion passages.
(c) Incorrect throttle linkage adjustment. (c) Adjust throttle linkage.
(d) Incorrect gearshift control linkage ad- (d) Adjust control linkage.
justment.
(e) Hydraulic pressures too low. (e) Perform hydraulic pressure tests and
adjust to specifications.
(f) Valve body malfunction or leakage. (f) Perform pressure tests to determine
cause and correct as required.
(g) Accumulator sticking, broken rings or (g) Inspect accumulator for sticking, bro-
spring. ken rings or spring. Repair as re-
quired.
(h) Clutches or servos sticking or not op- (h) Remove valve body assembly and per-
erating. form air pressure tests. Repair as re-
quired.
(i) Worn or faulty front and/or rear (i) Disassemble and inspect clutch. Re-
clutch, pair or replace as required.
(j) Overrunning clutch not holding. (j) Disassemble transmission and repair
overrunning clutch as required.
(k) Worn or broken input shaft and/or (k) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.
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21-76 TORQUEFLITE—TRANSMISSION
Condition Possible Cause Correction
(I) Engine ¡dle speed too low. (I) Adjust idle speed to specifications
and readjust transmission throttle rod.
SLIPS IN REVERSE ONLY (a) Low fluid level. (a) Refill to correct level with "Dexron"
type Automatic Transmission Fluid.
(b) Aerated fluid. (b) Inspect for air leakage into pump suc-
tion passages.
(c) Incorrect gearshift control linkage ad- (c) Adjust control linkage.
justment.
(d) Hydraulic pressures too high or low. (d) Perform hydraulic pressure tests and
adjust to specifications.
(e) Low-reverse band out of adjustment. (e) Adjust low-reverse band.
(f) Valve body malfunction or leakage. (f) Perform pressure tests to determine
cause and correct as required.
(g) Front clutch or rear servo, sticking or (g) Remove valve body assembly and
not operating. perform air pressure tests. Repair as
required.
(h) Low-reverse servo, band or linkage (h) Inspect servo for damaged seals,
malfunction. binding linkage or faulty band lining.
Repair as required.
(i) Faulty oil pump. (i) Perform hydraulic pressure tests, ad-
just or repair as required.
(j) Engine ¡dle speed too low. (j) Adjust idle speed to specifications
and readjust transmission throttle rod.
SLIPS IN ALL POSITIONS (a) Low fluid level. (a) Refill to correct level with "Dexron"
type Automatic Transmission Fluid.
(b) Hydraulic pressures too low. (b) Perform hydraulic pressure tests and
adjust to specifications.
(c) Valve body malfunction or leakage. (c) Perform pressure tests to determine
cause and correct as required.
(d) Faulty oil pump. (d) Perform hydraulic pressure tests, ad-
just or replace as required.
(e) Clutches or servos sticking or not op- (e) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.
(f) Engine idle speed too low. (f) Adjust idle speed to specifications
and readjust transmission throttle rod.
(g) Worn or broken input shaft and/or (g) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.
NO DRIVE IN ANY (a) Low fluid level. (a) Refill to correct level with "Dexron"
POSITION type Automatic Transmission Fluid.
(b) Hydraulic pressures too low. (b) Perform hydraulic pressure tests and
adjust to specifications.
(c) Oil filter clogged. (c) Replace oil filter.
(d) Valve body malfunction or leakage. (d) Perform pressure tests to determine
cause and correct as required.
(e) Faulty oil pump. (e) Perform hydraulic pressure tests, ad-
just or repair as required.
(f) Clutches or servos sticking or not op- (f) Remove valve body assembly and
erating. perform air pressure tests. Repair as
required.

NO DRIVE IN FORWARD (a) Hydraulic pressures too low. (a) Perform hydraulic pressure tests and
DRIVE POSITIONS adjust to specifications.
(b) Valve body malfunction or leakage. (b) Perform pressure tests to determine
cause and correct as required.
(c) Clutches or servos, sticking or not op- (c) Remove valve body assembly and per-
erating. form air pressure tests. Repair as re-
quired.
(d) Worn or faulty rear clutch. (d) Disassemble and inspect clutch. Re-
pair or replace as required.
(e) Overrunning clutch not holding. (e) Disassemble transmission and repair
overrunning clutch as required.
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¤- TORQUEFUTE—TRANSMISSION 2177
Condition Possible Cause Correction
(f) Worn or broken input shaft and/or (f) Inspect and replace seal rings as re-
reaction shaft support seal rings. quired, also inspect respective bores
for wear. Replace parts as required.
NO DRIVE IN REVERSE (a) Incorrect gearshift control linkage ad- (a) Adjust control linkage.
justment.
(b) Hydraulic pressures too low. (b) Perform hydraulic pressure tests and
adjust to specifications.
(c) Low reverse band out of adjustment. (c) Adjust low-reverse band.
(d) Valve body malfunction or leakage. (d) Perform pressure tests to determine
cause and correct as required.
(e) Front clutch or rear servo, sticking (e) Remove valve body assembly and
or not operating. perform air. pressure tests. Repair as
required.
(f) Low-reverse servo, band or linkage (f) Inspect servo for damaged seals,
malfunction. binding linkage or faulty band lining.
Repair as required.
(g) Worn or faulty front clutch. (g) Disassemble and inspect clutch. Re-
pair or replace as required.
DRIVES IN NEUTRAL (a) Incorrect gearshift control linkage ad- (a) Adjust control linkage.
justment.
(b) Valve body malfunction or leakage. (b) Perform pressure tests tc· determine
cause and correct as required.
(c) Rear clutch dragging. (c) Inspect clutch and repair as required.
DRAGS OR LOCKS (a) K¡ckdown band out of adjustment. (a) Adjust kickdown band.
(b) Low-reverse band out of adjustment. (b) Adjust low-reverse band.
(c) K¡ckdown and/or low-reverse servo, (c) Inspect servo for sticking, broken seal
band, linkage malfunction. rings, binding linkage or faulty band
lining. Repair as required.
(d) Front and/or rear clutch faulty. (d) Disassemble and inspect clutch. Re-
pair or replace as required.
(e) Planetary gear sets broken or seized. (e) Inspect condition of planetary gear
sets and replace as required.
(f) Overrunning clutch worn, broken or (f) Inspect condition of overrunning
seized. clutch and replace parts as required.
GRATING, SCRAPING (a) Kickdown band out of adjustment. (a) Adjust kickdown band.
GROWLING NOISE (b) Low-reverse band out of adjustment, (b) Adjust low-reverse band.
(c) Output shaft bearing and/or bushing (c) Remove extension housing and re-
damaged. place bearing and/or bushing.
(d) Governor support binding or broken (d) Inspect condition of governor support
seal rings. and repair as required.
(e) Oil pump scored or binding. (e) Inspect condition of pump and repair
as required.
(f) Front and/or rear clutch faulty. (f) Disassemble and inspect clutch. Re-
pair or replace as required.
(g) Planetary gear sets broken or seized, (g) Inspect condition of planetary gear
sets and replace as required.
(h) Overrunning clutch worn, broken or (h) Inspect condition of overrunning
seized. clutch and replace parts as required.
BUZZING NOISE (a) Low fluid level. (a) Refill to correct level with "Dexron"
type Automatic Transmission Fluid.
(b) Pump sucking air. (b) Inspect pump for nicks or burrs on
mating surfaces, porous casting, and/
or excessive rotor clearance. Replace
parts as required.
(c) Valve body malfunction. (c) Remove and recondition valve body
assembly.
(d) Overrunning clutch inner race dam- (d) Inspect and repair clutch as required.
aged.
HARD TO FILL, OIL BLOWS (a) High fluid level. (a) Drain fluid to correct level.
OUT FILLER TUBE (b) Breather clogged. (b) Inspect and clean breather vent open-
ing in oil pump housing.
(c) Oil filter clogged. (c) Replace oil filter.

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21-78 TORQUEFUTE—TRANSMISSION -¤
Condition Possible Cause Correction
(d) Aerated fluid. (d) Inspect for air leakage into pump suc-
tion passage.
OIL LEAKAGE (a) Speedometer Adaptor (a) Replace rubber " 0 " ring seal. Inspect
for bore porosity.
(b) Speedometer Drive Pinion Seal (b) Replace rubber seal.
(c) Oil Pan Gasket. (c) Can often be stopped by tightening
the attaching bolts to proper torque
(150 in-lbs.). If necessary, replace gas-
ket. Inspect oil pan gasket mounting
face for flatness. CAUTION: Do not
overtorque pan bolts.
(d) Fluid Filler Tube (d) Replace " 0 " ring seal. Inspect for
tube damage, and bore porosity.
(e) Fluid Lines and Fittings (e) If leakage cannot be stopped by tight-
ening a fitting, replace the defective
part.
(f) Manual Control Lever (f) Replace either or both the manual
lever or throttle lever shaft seal.
(g) Pipe Plugs (g) Torque to specified torque. If leak
persists, replace plug.
(h) Rear Extension Seal (h) Check for O.D. Bore damage and re-
place seal.
(¡) Rear Bearing Access Plate (i) Replace gasket.
(j) Extension Bolts Replace bolt.
(k) Extension Gasket Replace gasket and check for sealing
surface damage on case and exten-
sion.
(I) K¡ckdown Band Adjusting Screw (I) Apply sealer.
(m) Neutral Switch (m) Replace switch and/or gasket.
(n) Fluid Leakage in Converter Housing (n) See section on Fluid Leakage.
Area
TRANSMISSION (a) Low fluid level. (a) Refill to correct level with "Dexron"
OVERHEATS type Automatic Transmission Fluid.
(b) Kickdown band adjustment too tight. (b) Adjust kickdown band.
(c) Low-reverse band adjustment too (c) Adjust low-reverse band.
tight.
(d) Faulty cooling system. (d) Inspect transmission cooling system,
clean and repair as required.
(e) Crimped or restricted oil cooler line or (e) Inspect, repair or replace as required.
fitting.
(f) Faulty oil pump. (f) Inspect pump for incorrect clearance,
repair as required.
(g) Insufficient clutch plate clearance in (g) Measure clutch plate clearance and
front and/or rear clutches. correct with proper size snap ring.
STARTER WILL NOT (a) Incorrect gearshift control linkage ad- (a) Adjust control linkage.
ENERGIZE IN NEUTRAL OR justment.
PARK (b) Faulty neutral starting switch. (b) Test operation of switch with a test
lamp. Replace if required.
(c) Broken lead to neutral switch. (c) Inspect lead and test with a test
lamp. Repair broken lead.

MAINTENANCE AND ADJUSTMENTS

INDEX
Page Page
Band Adjustments 84 Lubrication 78
Gearshift Linkage Adjustments 79 Throttle Rod Adjustments 81
Hydraulic Control Pressure Adjustments 85

LUBRICATION (FiS· *) w i t n engine idling and transmission in neu-

tral position. A properly filled transmission will read
Inspect fluid level on dipstick every six months near the "add one pint" mark when fluid temperature

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 TORQUEFUTE—TRANSMISSION 21-79

Fig. 2—Converter Drain Plug

(7) Pour six quarts of "DEXRON" type Automat-
ic Transmission Fluid through the filler tube.
ND167A (8) Start engine and allow to idle for at least two
Fig. 1-Dipstick Markings minutes. Then, with parking brake on, move selector
lever momentarily to each position, ending in the
is 70 degrees and near (but not over) the "full" mark
neutral position.
at 180 degrees (average operating temperature).
(9) Add sufficient fluid to bring level to the "ADD
ONE PINT" mark.
Fluid and Filter Changes Recheck fluid level after transmission is at normal
Fluid and filter changes or band adjustments are operating temperature. The level should be between
not required for average passenger car usage. the "FULL" mark and "ADD ONE PINT" mark (Fig.
Severe usage as defined below, requires that fluid 1).
and filter be changed and bands adjusted every 24,000 CAUTION: To prevent dirt from entering transmis-
miles. sion, make certain that dip stick cap is fully seated
(1) More than 50% operation in heavy city traffic onto the filler tube.
during hot weather (above 90 F.).
(2) Police, Taxi, Limousine, Commercial Type Op- GEARSHIFT LINKAGE ADJUSTMENT
eration, Trailer Tow. (Column Shift) (Figs. 3 or 4)
NOTES:
(1) When the factory fill fluid is changed as rec- (1) Assemble all linkage parts leaving adjustable
ommended above, only fluids of the type labeled rod swivel lock bolt loose.
"DEXRON" Automatic Transmission Fluid should be (2) Place gearshift selector lever in PARK posi-
used. A band adjustment and filter change should be tion and lock steering column with ignition key.
made at the time of the oil change. (3) Move shift control lever on transmission all
(2) If the transmission is disassembled for any the way to rear (in Park detent).
reason, the fluid and filter should be changed, and the
bands adjusted. STEERING COLUMN LEVER

Drain and Refill

(1) Raise vehicle on a hoist. Place a drain con-
tainer with a large opening, under transmission oil
pan.
(2) Loosen pan bolts and tap the pan at one corner TRANSMISSION
CONTROL LEVER
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Remove access plate in front of converter and
remove drain plug allowing fluid to drain (Fig. 2).
Install and tighten converter drain plug to 110 inch-
pounds and install the access plate.
(4) If necessary, adjust the reverse band. SWIVEL ASSEMBLY

(5) Install a new filter on bottom of the valve

REAR ROD
body, and tighten retaining screws to 35 inch-pounds.
NN551
(6) Clean the oil pan, and reinstall using a new
gasket. Tighten oil pan bolts to 150 inch-pounds. Fig. 3-Column Gearshift Linkage (Cariine V,L)
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21-80 TORQUEFLITE—TRANSMISSION-

STEERING COLUMN
TRANSMISSION
FRONT ROD TORQUE SHAFT
ASSEMBLY
TORQUE SHAFT
ASSEMBLY

ADJUSTABLE ROD
SWIVEL ASSEMBLY
ADJUSTABLE
PY227
SWIVEL
fig. 4—Column Gearshift Linkage (Carline LOWER ROD PB32l
BJ,R,W,P,D,C,Y)
Fig. 6-Console Gearshift Linkage (Carline V,LJ)
(4) Set adjustable rod to proper length and install
with no load in either direction on linkage. (2) Place console lever in PARK and move shift
(5) Tighten adjustment swivel lock bolt to 125 inch- control lever on transmission all the way to the rear
pounds. (in PARK detent).
(6) Check Adjustment as follows: (3) Set adjustable rod to proper length with no
(a) Shift effort must be free and detents feel load applied in either direction on linkage.
crisp. All gate stops must be positive. (4) Tighten adjustment swivel lock bolt to 125 inch-
(b) Detent position must be close enough to pounds.
gate stops in neutral and drive to assure that hand (5) Check Adjustment as follows:
lever will not remain out of detent position when (a) Shift effort must be free and detents feel
placed against gate and then released. crisp. All gate stops must be positive.
(c) Key start must occur only when shift lever (b) Detent position must be close enough to gate
is in park or neutral positions. stops in neutral and drive to assure that hand lever
will not remain out of detent position when placed
LINKAGE ADJUSTMENT (Console Shift) against gate and then released.
(Figs. 5,6 and 7) (c) Key start must occur only when shift lever
is in park or neutral positions.
(1) Assemble all linkage parts leaving adjustable (6) If console removal is required, disconnect bat-
rod swivel lock bolt loose.
tery ground cable. Remove set screw and shift knob
or handle. Proceed as outlined in Body Book.
(7) After console is in place, install shift knob as
follows: with gearshift lever in NEUTRAL, thread
button, spring and knob assembly on the cable end

UPPER ROD
KNOB

SET SCREW TORQUE SHAFT

•CABLE END ASSEMBLY
SHIFT LEVER

LOWER ROD
NN177B ^ADJUSTABLE SWIVEL pB322

Fig. 5-Conso/e Gearshift Unit Fig. 7-Conso/e Gearshift Linkage (Carline BJ,R,W)
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 TORQUEFLITE—TRANSMISSION 21-81

until dimension from top of button to top of knob is spring to hole in tool and hook spring to front end of
13/32 in. (Fig. 5). Secure knob with set screw. The the transmission case (Fig. 9).
"T" type handle requires no adjustment and is re- It is important that the transmission lever remain
tained to lever with a screw (Fig. 7). firmly against the stop during the next step to insure
(8) Connect battery ground cable. a correct adjustment.
If a tool is not available, an assistant can hold the
THROTTLE ROD ADJUSTMENT transmission throttle lever forward against its stop
while the adjustment is made.
With engine at operating temperature and carburet- (4) To make transmission rod length adjustment,
or off fast idle cam, adjust idle speed of engine using loosen the slotted link lock bolt (12). Pull forward on
a tachometer. Refer to "Fuel System" Group 14, for the slotted adjuster link (7) so that it contacts car-
idle speed Specifications and carburetor linkage ad- buretor lever pin and all backlash is removed.
justment. (5) Tighten transmission rod adjustment lock bolt
(12) to 100 in. lbs.
Transmission Throttle Linkage Adjustment (6) Remove Tool Assembly (with spring) at trans-
6 Cylinder Models (Fig. 8) mission throttle lever. To check transmission linkage
(1) Follow detailed instructions in Lubrication freedom of operation, move slotted adjustor link (7)
Section for linkage lubrication of all models. to the full rearward position, then allow it to return
(2) Disconnect choke (4) at carburetor or block slowly, making sure it returns to the full forward
choke valve in full open position. Open throttle slight- position.
ly to release fast idle cam, then return carburetor to (7) Connect choke rod (4) or remove blocking
curb idle. fixture.
(3) Use Special Tool Assembly (with spring) C- NOTE: The special tool can be used on past as well
4160 to hold the transmission throttle lever forward as present models to obtain correct linkage adjust-
against its stop while adjusting linkage, making sure ment. However, you may run into a condition where
that no other force is exerted against the lower end the end of the throttle shaft does not extend enough
of the rod. It may be necessary to loosen the throttle above the throttle lever to accommodate the special
lever, move it downward, and retighten to allow in- tool. (Fig. 10). This is not because the shaft is too
stallation of the tool on the throttle shaft. Attach short but is caused by the throttle lever being posi-

NP5O4C

Fig. 8-Throttle Rod Adjustment (6 Cylinder Models)

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 21-82 TORQUEFUTE—TRANSMISSION-

o
LEVER HIGH O N SHAFT LEVER INSTALLED CORRECTLY

SPRING TO HOLD
¡¦S. LEVER FORWARD

PD252
PB364
Fig. 10-Repos¡tion Throttle Lever on Shaft
Fig. 9-Transm¡ss¡on Throttle Lever Holding Tool Section for linkage lubrication of all models.
tioned too near the end of the shaft. If you run into (2) Disconnect choke (8) at carburetor or block
this condition, loosen the transmission throttle lever choke valve in full open position. Open throttle slight-
and move it down where it belongs so that there is ly to release fast idle cam, then return carburetor to
room enough on the end of the shaft to take the curb idle.
special tool. (3) Use Special Tool Assembly (with spring) C-
4160 to hold the transmission throttle lever forward
Transmission Throttle Linkage Adjustment against its stop while adjusting linkage, making sure
8 Cylinder Model with Three Section Throttle that no other force is exerted against the lower end
Rod (Fig. ìì) of the rod. It may be necessary to loosen the throttle
(1) Follow detailed instructions in Lubrication lever, move it downward, and retighten (Fig. 10) to

NP5O3B

Fig. 11-Throttle Rod Adjustment (8 Cylinder Models with 3 Section Throttle Rod)

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 TORQUEFLITE—TRANSMISSION 21-83

allow installation of the tool on the throttle shaft. its normal operating position.
Attach spring to hole in tool and hook spring to (7) Assemble slotted adjustment (1) to carburetor
front end of the transmission case. See Figure 9. (On lever pin and install washer and retainer clip. Assem-
engines with solenoid idle stops, the solenoid plunger ble transmission linkage return spring (13) in place.
must also be in its fully extended position.) (8) Remove Tool Assembly (with spring) at trans-
It is important that the transmission lever remain mission throttle lever. Check freedom of operation by
firmly against the stop during the next steps to insure moving the slotted link at the carburetor to full rear-
a correct adjustment. ward position, then allow it to return slowly, making
If a tool is not available, an assistant can hold the sure it returns to the full forward position.
transmission throttle lever forward against its stop (9) Connect choke rod (8) or remove blocking
while the adjustment is made. fixture.
(4) With a 3/16 in. diameter rod (9) placed in the
holes provided in the upper bellcrank (6) and lever, Transmission Throttle Linkage Adjustment
adjust length of intermediate transmission rod (10) 8 Cylinder Models with Single Section Throt-
by means of threaded adjustment (2) at upper end. tle Rod (Fig. ¶2)
The ball socket (2) must line up with the ball end (1) Follow detailed instructions in Lubrication
with a slight downward effort on rod. Section for linkage lubrication of all models.
(5) Assemble ball socket (2) to ball end and re- (2) Disconnect choke at carburetor or block choke
move 3/16 in. rod (9) from upper bellcrank and valve in full open position. Open throttle slightly to
lever. release fast idle cam, then return carburetor to curb
(6) Disconnect return spring (13), clip and wash- idle.
er, then adjust length of carburetor rod (12) by (3) Loosen the transmission throttle rod adjust-
pushing rearward on rod with a slight effort (to re- ment lock screw.
move all backlash) and turning the threaded adjust- (4) Use Special Tool Assembly (with spring) C-
ment (1). The rear end of slot should contact carburet- 4160 to hold the transmission lever forward against
or lever pin (no backlash) without exerting any for- its stop while adjusting linkage, making sure that no
ward force on pin when slotted adjuster link (1) is in other force is exerted against the lower end of the

CHOKE
TRANSMISSION THROTTLE
ROD ADJUSTMENT
LOCK SCREW
..A

TRANSMISSION
THROTTLE ROD

TRANSMISSION
THROTTLE LEVER

PY369
Fig. 12-Throttíe Rod Adjustment (8 Cylinder Models with Single Section Throttle Rod)
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21-84 TORQUEFLITE—TRANSMISSION ¯¤
rod. It may be necessary to loosen the throttle lever, TO COOLER KICKDOWN BAND ADJUSTING SCREW
move it downward, and retighten (Fig. 10) to allow
installation of the tool on the throttle shaft. Attach
spring to hole in tool and hook spring to front end of
the transmission case. See Figure 9. (On engines with
solenoid idle stops, the solenoid plunger must also be
in its fully extended position.)
It is important that the transmission lever remain BACK UP LIGHT AND
NEUTRAL-PARK
firmly against the stop during the next step to insure STARTING SWITCH
a correct adjustment.
If a tool is not available, an assistant can hold the
transmission throttle lever forward against its stop
while the adjustment is made.
(5) Adjust the transmission rod at the carburetor GEARSHIFT CONTROL LEVER NN68A
by pushing forward on the retainer and rearward on
F¡g. 14—External Controls and Adjustments
the rod (opposite directions) with a slight force to
remove all backlash (Fig. 13). Tighten transmis- turns. Test adjusting screw for free turning in the
sion rod adjustment locking screw. Tool must be in transmission case.
place at the transmission lever, and all backlash re- (2) Using wrench, Tool C-338O-A with adapter C-
moved while locking screw is being tightened to 100 3705, tighten band adjusting screw 47 to 50 inch-
inch-pounds. pounds. If adapter C-3705 is not used, tighten adjust-
NOTE: The rear edge of link slot must be against the ing screw to 72 inch-pounds which is the true torque.
carburetor lever pin during this adjustment. (3) Back off adjusting screw the number of
(6) Remove Tool Assembly (with spring) at trans- turns listed in "Specifications". Hold adjusting screw
mission throttle lever. Check linkage freedom of op- in this position and tighten lock nut to 35 foot-
eration by moving the slotted link at the carburetor pounds.
to full rearward position, then allow it to return slow-
ly, making sure it returns to the full forward posi- Low and Reverse Band
tion. (1) Raise vehicle, drain transmission fluid from
(7) Connect choke or remove blocking fixture. loosened oil pan and remove the oil pan.
(2) Loosen adjusting screw lock nut and back off
BAND ADJUSTMENTS nut approximately five turns (Fig. 15). Test adjusting
screw for free turning in the lever.
K¡ckdown Band (3) Using wrench, Tool C-338O-A with adapter C-
The kickdown band adjusting screw is located on 3705, tighten band adjusting screw 47 to 50 inch-
left side of the transmission case (Fig. 14). pounds. If adapter C-3705 is not used, tighten adjust-
(1) Loosen lock nut and back off approximately five ing screw to 72 inch-pounds which is the true torque.
(4) Back off adjusting screw the number of turns
listed in "Specifications". Hold adjusting screw in
this position and tighten lock nut to 30 foot-pounds.
(5) Reinstall oil pan using a new gasket. Tighten
LOW-REVERSE BAND ADJUSTMENT

SQUEEZE LIGHTLY AND PUSH

FORWARD WHILE TIGHTENING PB3Ó5
F¡g. 13-T¡ghten¡ng Adjuster on Single Section
Throttle Rod F¡g. 15—Low-Reverse Band Adjustment

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 TORQUEFLITE—TRANSMISSION 21-85

PF424
Fig. 16—Line Pressure Adjustment Fig. I7—Throttle Pressure Adjustment
oil pan bolts to 150 inch-pounds. es closed throttle line pressure approximately 1-2/3
(6) Fill transmission with "DEXRON" type Auto- psi. Turning adjusting screw counter-clockwise in-
matic Transmission Fluid. creases pressure, and clockwise decreases pressure.

HYDRAULIC CONTROL PRESSURE Throttle Pressure

ADJUSTMENTS Throttle pressures cannot be tested accurately;
therefore, the adjustment should be measured if a
Line Pressure malfunction is evident.
An incorrect throttle pressure setting will cause (1) Insert gauge pin of Tool C-3763 between the
incorrect line pressure readings even though line throttle lever cam and kickdown valve (Fig. 17).
pressure adjustment is correct. Always inspect and (2) By pushing in on tool, compress kickdown
correct throttle pressure adjustment before adjusting valve against its spring so throttle valve is completely
the line pressure. bottomed inside the valve body.
The approximate adjustment is 1-5/16 inches, mea- (3) As force is being exerted to compress spring,
sured from valve body to inner edge of adjusting nut turn throttle lever stop screw with alien wrench until
(Fig. 16). However, due to manufacturing tolerances, head of screw touches the throttle lever tang with
the adjustment can be varied to obtain specified line throttle lever cam touching tool and the throttle valve
pressure. bottomed. Be sure adjustment is made with spring
The adjusting screw may be turned with an Allen fully compressed and valve bottomed in the valve
wrench. One complete turn of adjusting screw chang- body.

SERVICE IN VEHICLE

INDEX
Page Page
Aluminum Thread Repair 128 Speedometer Pinion Gear 85
Extension Housing Bushing and Output Shaft Valve Body and Accumulator Piston Installation .. 97
Bearing 87 Valve Body and Accumulator Piston Removal 89
Extension Housing Yoke Seal 87 Valve Body Disassembly (A-904) 90
Governor and Parking Gear 88 Valve Body Disassembly (A-727 and A-9O4-LA) .. 91
Manual Lever Shaft Seal 90 Valve Body Reassembly (A-904) 94
Neutral Starting and Back-Up Switch 86 Valve Body Reassembly (A-727 and A-9O4-LA) . . . 95
Parking Lock Components 89
SERVICE IN VEHICLE SPEEDOMETER PINION GEAR
Various transmission components can be removed Removal and Installation
for repairs without removing the transmission from Rear axle gear ratio and tire size determines pinion
the vehicle. The removal, reconditioning and installa- gear size requirements. Refer to "Speedometer Pin-
tion procedures for these components are covered ion Chart" in Specifications for pinion usage.
here. (1) Remove bolt and retainer securing speedome-

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21-86 TORQUEFLITE—TRANSMISSION

ADAPTER LOCK RING

TOOL
SEAL
ADAPTER NP2
6 O'CLOCK POSITION NN74A Fig. 3—Installing Speedometer Pinion Seal
Fig. I —Speedometer Pinion and Adapter—Installed
CONTACT
(Retainer Removed for View)
ter pinion adapter in the extension housing (Fig. 1).
(2) With cable housing connected, carefully work
adapter and pinion out of the extension housing.
(3) If transmission fluid is found in cable housing,
replace seal in the adapter (Fig. 2). Start seal and re-
tainer ring in the adapter, then push them into adap- WIRING
CONNECTOR
ter with Tool C-4004 until tool bottoms (Fig. 3). SWITCH
NU45O
CAUTION: Before installing pinion and adapter as-
sembly make sure adapter flange and its mating area Fig. 4-Neutral-Park Starting Switch and Back-Up
Light Switch
on extension housing are perfectly clean. Dirt or sand
will cause mis-alignment resulting in speedometer only Park and Neutral positions.
pinion gear damage. (1) To test switch, remove wiring connector from
(4) Note number of gear teeth and install switch and test for continuity between center pin of
speedometer pinion gear into adapter (Fig. 2). switch and transmission case. Continuity should exist
(5) Rotate the speedometer pinion gear and adapt- only when transmission is in Park or Neutral.
er assembly so that the number on the adapter, (2) Check gearshift linkage adjustment before re-
corresponding to the number of teeth on the gear, is placing a switch which tests bad.
in the 6 o'clock position as the assembly is installed (3) Unscrew switch from transmission case allow-
(Fig. 1). ing fluid to drain into a container. Move selector lever
(6) Install retainer and bolt, with retainer tangs in to Park and then to Neutral positions, and inspect to
adapter positioning slots. Tap adapter firmly into the see that the switch operating lever fingers are cen-
extension housing and tighten retainer bolt to 100 tered in switch opening in the case.
inch-pounds. (4) Screw switch and new seal into transmission
case and tighten to 24 foot-pounds. Retest switch
NEUTRAL STARTING AND BACK-UP LIGHT with the test lamp.
SWITCH (Figs. 4 and 5)

Replacement and Test MANUAL LEVER AND

The Neutral Starting Switch is the center terminal SWITCH PLUNGER IN I
REVERSE POSITION!
of the 3 terminal switch. It provides ground for the
starter solenoid circuit through the selector lever in

RETAINER ADAPTER

•O" RING

PINION

OIL SEAL
RETAINER
RING PARK
NN362 SWITCH ' CONTACT ~"¯^"PF425

Fig. 2—Speedometer Drive—Disassembled Fig. 5-Start and Back-Up Switch-Installed

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¤¯ TORQUEFLITE—TRANSMISSION 21-87

(5) Add fluid to transmission to bring up to proper

TOOL
level.
(6) The Back-Up Light Switch Circuit is through
the two outside terminals of the 3 terminal switch.
(7) To test switch, remove wiring connector from
switch and test for continuity between the two out-
side pins.
(8) Continuity should exist only with transmission NN125
in Reverse position. Fig. 7—Installing Extension Housing Yoke Seal
(9) No continuity should exist from either pin to
the case. (2) Cut boot end of extension housing yoke seal,
then screw the tapered thread of Tool C-748 into the
EXTENSION HOUSING YOKE SEAL seal. Turn the screw of the tool to remove the seal
(Fig. 6).
Replacement (3) Remove speedometer pinion and adapter as-
(1) Mark parts for reassembly then disconnect sembly (Fig. 1). Drain approximately two quarts of
propeller shaft at rear universal joint. Carefully pull fluid from the transmission.
shaft yoke out of the transmission extension housing. (4) Remove bolts securing extension housing to
CAUTION: Be careful not to scratch or nick ground the crossmember. Raise transmission slightly with
surface on sliding spline yoke during removal and service jack, then remove center crossmember and
installation of the shaft assembly. support assembly.
(2) Cut boot end of extension housing yoke seal, (5) Remove extension housing to transmission
then screw the tapered thread of Tool C-748 into the bolts.
seal. Turn the screw of the tool to remove the seal Console Shift: Remove two bolts securing gearshift
(Fig. 6). torque shaft lower bracket to extension housing.
(3) To install a new seal, position seal in opening Swing bracket out of way for extension housing re-
of extension housing and drive it into the housing moval.
with Tool C¯3995 or C-3972 (Fig. 7). IMPORTANT: In removing or installing extension
(4) Carefully guide front universal joint yoke into housing (step 6), the gearshift lever must be in " 1 "
extension housing and on the mainshaft splines. Align (low) position. This positions parking lock control
marks made at removal and connect propeller shaft rod rearward so it can be disengaged or engaged with
to rear axle pinion shaft yoke. the parking lock sprag.
(6) Remove two screws, plate and gasket from
EXTENSION HOUSING BUSHING bottom of extension housing mounting pad. Spread
AND OUTPUT SHAFT BEARING large snap ring from output shaft bearing (Fig. 8).
With snap ring spread as far as possible, carefully
Extension Removal tap extension housing off the output shaft bearing.
NOTE: Carlines R, W, and Y require unloading of Carefully pull extension housing rearward, to remove
both torsion bars and dropping of one side of torsion
bar crossmember for clearance. Refer to Group 2 for
details and illustrations.
(1) Mark parts for reassembly then disconnect
propeller shaft at rear universal joint. Carefully pull
shaft assembly out of the extension housing.
SEAL
TOOL

PF336
•SNAP RING -TK.] NN76

Fig. 6—Removing Extension Housing Yoke Seal Fig. 8—Removing or Installing Extension Housing
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21-88 TORQUEFLITE—TRANSMISSION
parking lock control rod knob past the parking sprag, TOOL INSTALLING
then remove the housing. BUSHING

Bearing Replacement
(1) Using heavy duty snap ring pliers, remove out-
put shaft bearing rear snap ring and remove bearing
from the shaft (Fig. 9).
(2) Install a new bearing on shaft with outer race
ring groove toward front, then install rear snap ring.
INSTALLING END NU43
A-727 has a snap ring in front of bearing, A-904 does
not. Fig. 10—Replacing Extension Housing Bushing
to 50 foot-pounds.
Bushing Replacement Console Shift: Align gearshift torque shaft lower
(1) A-904: Press or drive out bushing with Tool bracket with the extension housing. Install the two
C-3996 (Fig. 10). retaining bolts and tighten securely.
A-727: Remove bushing in the same manner with (5) Install the speedometer pinion and adapter.
Tool C-3974. (6) Carefully guide front universal joint yoke into
(2) A-904: Slide a new bushing on installing end of extension housing and on the output shaft splines.
Tool C-3996. Align oil hole in bushing with oil slot in Align marks made at removal and connect propeller
the housing, then press or drive bushing into place shaft to rear axle pinion shaft yoke.
(Fig. 10). (7) Add fluid to transmission to bring up to proper
A-727: Using Tool C-3974, install a new bushing in level.
same manner.
(3) A-904: Drive a new oil seal into housing with GOVERNOR AND PARKING GEAR
Tool C-3995 (Fig. 7).
A-727: Using Tool C-3972, install a new oil seal in Removal
same manner. (1) Remove extension housing and output shaft
bearing as previously described.
Extension Installation (2) Carefully pry snap ring from weight end of
(1) Place a new extension housing gasket on the governor valve shaft (Fig. 11). Slide valve and shaft
transmission case. Position output shaft bearing re- assembly out of governor body.
taining snap ring in extension housing. Slide exten- (3) Remove large snap ring from weight end of
sion housing on output shaft guiding the parking lock governor body, lift out governor weight assembly.
control rod knob past the parking sprag. While (4) Remove snap ring from inside governor
spreading large snap ring in housing (Fig. 8), care- weight, remove inner weight and spring from the
fully tap housing into place, then release the snap outer weight. Figure 12 shows a disassembled view of
ring. Make sure snap ring is fully seated in bearing the governor assembly.
outer race ring groove. (5) Remove snap ring from behind governor body,
(2) Install and tighten extension housing bolts to
24 foot-pounds. GOVERNOR SUPPORT
AND PARKING GEAR
(3) Install gasket, plate and two screws on bottom
of the extension housing mounting pad.
(4) Install center crossmember and rear mount as-
sembly, tighten retaining bolts. Lower transmission to
install extension housing to support bolts and tighten

BEARING SNAP RING

GROOVE

GOVERNOR BODY

BOLTS (4)
REAR
PARK IOCK
SNAP
CONTROL ROD LOCK STRAPS
NNlì9B RING NN77

Fig. 9—Output Shaft Bearing Fig, 11—Governor Shaft and Weight Snap Rings

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 TORQUEFLITE—TRANSMISSION 21-89

SPRING assembly into the body and through governor

weights. Install valve shaft retaining snap ring. In-
BODY spect valve and weight assembly for free movement
after installation.
SNAP VALVE SHAFT (5) Install output shaft bearing and extension
RINGS housing.

INNER WEIGHT VALVE PARKING LOCK COMPONENTS

Removal
(1) Remove extension housing as previously de-
SNAP RING scribed.
NB 358A
(2) Slide shaft out of extension housing to remove
Fig. 72—Governor Assembly the parking sprag and spring (Fig. 13). Remove snap
then slide governor and support assembly off the out- ring and slide the reaction plug and pin assembly out
put shaft. If necessary remove the four bolts and of the housing.
separate governor body from the parking gear. (3) To replace the parking lock control rod, refer
to "Valve Body—Removal and Installation."
Cleaning and Inspection
Figure 12 shows a disassembled view of the gover- Inspection
nor assembly. Inspect sprag shaft for scores and free movement
Inspect all parts for burrs and wear. Inspect inner in the housing and sprag. Inspect sprag and control
weight for free movement in outer weight, and outer rod springs for distortion and tension. Inspect square
weight for free movement in governor body. Inspect lug on sprag for broken edges, also lugs on parking
valve for free movement in governor body. The gear for damage. Inspect knob on end of control rod
weights and valve should fall freely in the bores when for nicks, burrs and free turning.
clean and dry. Rough surfaces may be removed with Assembly
crocus cloth. (1) Install reaction plug and pin assembly in the
Inspect governor weight spring for distortion. In- housing and secure with snap ring (Fig. 13).
spect lugs on support gear for broken edges or other (2) Position sprag and spring in housing and insert
damage. Thoroughly clean all governor parts in clean the shaft. Make sure square lug on sprag is toward
solvent and test for free movement before assembly. parking gear, and spring is positioned so it moves
sprag away from the gear.
Assembly (3) Install extension housing.
Assemble governor weights and spring, and secure
with snap ring inside of large governor weight. Place VALVE BODY AND ACCUMULATOR PISTON
weight assembly in governor body and install snap REMOVAL
ring.
(1) Raise vehicle on a hoist.
Installation (2) Loosen oil pan bolts, tap the pan to break it
(1) Assemble governor body to the support (if loose allowing fluid to drain, then remove oil pan.
disassembled) and tighten bolts finger tight. Make (3) Disconnect throttle and gearshift linkage from
sure oil passage of governor body aligns with passage EXTENSION
in the support. HOUSING
(2) Position support and governor assembly on SPRAG
the output shaft. Align assembly so valve shaft hole
in governor body aligns with hole in the output shaft,
then slide assembly into place. Install snap ring be-
hind governor body (Fig. 11). Tighten the body to
support bolts to 100 inch-pounds. Bend ends of lock SPRING / l

straps over bolt heads. /SNAP RING

(3) Assemble governor weights and spring, and PLUG AND PIN
secure with snap ring inside of large governor
weight. Place weight assembly in governor body and CONTROL ROD NN78B
install snap ring.
(4) Place governor valve on the valve shaft, insert Fig. 13—Parking Lock Components

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2190 TORQUEFLITE—TRANSMISSION
levers on the transmission. Loosen clamp bolts and FLUID FILTER SPRING RETAINER REGULATOR VALVE
remove the levers. AND ADJUSTMENT^ SPRING
SCREW BRACKET T.C.
(4) Remove E-clip securing parking lock rod to CONTROL
the valve body manual lever. VALVE
(5) Remove Back-Up Light and Neutral Start SPRING
Switch.
(6) Place a drain pan under transmission, then
remove the ten hex-head valve body to transmission
case bolts. Hold valve body in position while remov-
ing the bolts.
(7) While lowering valve body down out of trans-
mission case, disconnect parking lock rod from the THROTTLE PRESSURE
lever. ADJUSTMENT
To remove parking lock rod, pull it forward out of
REPAIR
the case. If necessary, rotate propeller shaft to align STAND
parking gear and sprag to permit knob on end of THROTTLE LEVER AAANIIAI
M ANUAL
U N E PRESSURE
ADJUSTMENT
control rod to pass the sprag. A N D SHAFT LEVER ASSEMBLY
(8) Remove accumulator piston and spring from PF426
transmission case. Inspect piston for nicks, scores and
wear. Inspect spring for distortion. Inspect rings for F¡g. Ì5-Valve Body Assembly
freedom in piston grooves and wear or breakage. ing valves, excessive leakage or both. When removing
Replace parts as required. or installing valves or plugs, slide them in or out
carefully. Do not use force.
Manual Lever Shaft Seal
(1) If valve body manual lever shaft seal requires Filter, Transfer Plate and Ball Valves
replacement, drive it out of the case with a punch. (1) Place valve body assembly on repair stand,
(2) Drive a new seal into the case with a 15/16 Tool C¯3749, (Fig. 15). Remove three screws from
inch socket and hammer (Fig. 14). fluidfilterand lift off the filter.
NOTE: This seal can be replaced without removing (2) Remove transfer plate retaining screws and
the valve body from transmission by using a small top and bottom spring retainer mounting screws.
screwdriver to pry seal out of its bore. Be careful not (3) Lift off transfer plate and separator plate as-
to scratch manual lever shaft or the seal bore in sembly. Remove (4) screws from stiffener and sepa-
transmission. rator plate and separate parts for cleaning (Fig. 16).
(4) Remove the seven balls and spring from valve
VALVE BODY DISASSEMBLY (A¯9O4) body shown in (Fig. 17).
CAUTION: Tag all springs as they are removed for
CAUTION: Never clamp any portion of valve body or reassembly identification.
transfer plate in a vise. Any slight distortion of the
aluminum body or transfer plate will result in stick- STIFFENER PLATE

15/16' SOCKET

TRANSFER PLATE

SEPARATOR PLATE
¶£NNI27
PB335
f¡g. 14-1 nstailing Valve Body Manual Lever Shaft
Oil Seal F¡g. 16-Transfer and Separator Plate (A-904)
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 TORQUEFLITE—TRANSMISSION 21-91
SHUTTLE VALVE
11 32" 3 8" DIAMETER E-CL!P
DIAMETER BALL AND
SMALL ORF!ΠBAIL SPRING
INTO )-2 SHIFT
CONTROL BORE
(A~727 AND
A-9O4-LA ONLY)

1-2 SHIFT VALVE

GOVERNOR PLUG

•2-3 SHIFT VALVE

GOVERNOR PLUG
SHUTTLE VALVE

SHUTTLE VALVE SPRING

•SHUTTLE VALVE
THROTTLE PLUG
GOVERNOR PLUG
END PLATE PB339
l··4" DIAMETER BALLS (5) PS336
Fig. 19-Shuttle Valve and Governor Plugs (A-904)
Fig, 17—Steel ßaí/ locations
(2) Remove spring retainer, with line and throttle
Shuttle Valve and Governor Plugs pressure adjusting screws (do not disturb setting) and
(1) Turn valve body over (Fig. 18) and remove the line pressure and torque converter regulator
shuttle valve cover plate. springs.
(2) Remove governor plug end plate (Fig. 19) and (3) Slide torque converter and line pressure valves
slide out the shuttle valve throttle plug and spring, out of their bores.
the 1-2 shift valve governor plug and the 2-3 shift (4) Remove E-clip and washer from throttle lever
valve governor plug. shaft (Fig. 20). Remove any burrs from shaft, then
(3) Remove shuttle valve "E" clip and slide shut- while holding manual lever detent ball and spring in
tle valve out of its bore. their bore with Tool C-3765 or similar tool, slide
manual lever off the throttle shaft. Remove the de-
Pressure Regulators and Manual Control tent ball and spring.
(1) Hold spring retainer firmly against spring force (5) Slide manual valve out of its bore.
while removing last retaining screw from side of valve (6) Slide out the kickdown detent, kickdown valve,
body (Fig. 20). throttle valve spring and the throttle valve.
WASHER - THROTTLE
AND SEAL Shift Valves and Regulator Valve Pressure
MANUAL Sensing Plugs
THROTTLE LEVER
LEVER STOP SCREW (1) Remove the line pressure regulator valve end
ASSEMBLY
plate (Fig. 21) and slide out the regulator valve
DETENT BAIL sleeve, line pressure plug, and throttle pressure plug.
.11 32" DIAMETER)
(2) Remove throttle plug housing and slide throttle
plug out of it.
MANUAL
VALVE (3) Remove the shift valve springs and slide both
shift valves from their bores.

VALVE BODY DISASSEMBLY (A-727 and

A-9O4-LA)

CAUTION: Never clamp any portion of valve body or

transfer plate in a vise. Any slight distortion of the
aluminum body or transfer plate will result in stick-
SHUTTLE VALVE ing valves, excessive leakage or both. When removing
COVER PLATE PB338 or installing valves or plugs, slide them in or out
Fig. 18-Valve Body Controls (A-904) carefully. Do not use force.

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21-92 TORQUEFLITE—TRANSMISSION

"E" CLIP
WASHER
SEAL
MANUAL LEVER ASSEMBLY

DETENT BALL AND SPRING

TORQUE CONVERTER
CONTROL VALVE

SPRING
LINE PRESSURE
REGULATOR VALVE

THROTTLE LEVER ASSEMBLY

LINE PRESSURE REGULATOR SPRING
THROTTLE VALVE
LINE PRESSURE
ADJUSTING SCREW THROTTLE VALVE SPRING
ASSEMBLY MANUAL VALVE

'J KICKDOWN VALVE

THROTTLE PRESSURE KICKDOWN DETENT

ADJUSTING SCREW
SPRING RETAINER AND ADJUSTING SCREW BRACKET
PB34OA

Fig. 20—Pressure Regulators and Manual Control (A-904)

Filter, Transfer Plate and Ball Valves force while removing last retaining screw from side
(1) Place valve body assembly on repair stand, of valve body (Fig. 25).
Tool C-3749, (Fig. 15). Remove three screws from (2) Remove spring retainer, with line and throttle
fluid filter and lift off the filter. pressure adjusting screws (do not disturb setting)
(2) Remove transfer plate retaining screws and top and the line pressure and torque converter regulator
and bottom spring retainer mounting screws. springs.
(3) Lift off transfer plate and separator plate as- (3) Slide torque converter and line pressure valves
sembly. Remove (4) screws from stiffener and sepa- out of their bores.
rator plate and separate parts for cleaning (Fig. 22). (4) Remove E-clip and washer from throttle lever
(4) Remove the seven balls and spring from valve shaft (Fig. 25). Remove any burrs from shaft, then
body shown in (Fig. 17). while holding manual lever detent ball and spring in
CAUTION: Tag all springs as they are removed for
their bore with Tool C-3765 or similar tool, slide
reassembly identification.
manual lever off the throttle shaft. Remove the de-
tent ball and spring.
Shuttle Valve and Governor Plugs
(5) Slide manual valve out of its bore.
(1) Turn valve body over (Fig. 23) and remove
shuttle valve cover plate. (6) Slide out the kickdown detent, kickdown valve,
(2) Remove governor plug end plate (Fig. 24) and throttle valve spring and the throttle valve.
slide out the shuttle valve throttle plug and spring,
the 1-2 shift valve governor plug and the 2-3 shift Shift Valves and Regulator Valve Pressure
valve governor plug. Sensing Plugs
(3) Remove shuttle valve "E" clip and slide shut- (1) Remove the line pressure regulator valve end
tle valve out of its bore. Also remove the secondary plate (Fig. 26) and slide out the regulator valve
spring and guides which were retained by "E" clip. sleeve, line pressure plug, and throttle pressure plug.
(2) Remove end plate and downshift housing as-
Pressure Regulators and Manual Control sembly.
(1) Hold spring retainer firmly against spring (3) Remove throttle plug from housing.

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 TORQUEFLITE—TRANSMISSION 21-93

2-3 SHIFT VALVE

THROTTLE PLUG

REGULATOR VALVE
THROTTLE PRESSURE PLUG

REGULATOR V A V E
LINE PRESSURE PLUG

LINE PRESSURE
REGULATOR VALVE THROTTLE PLUG HOUSING
END PLATE PB34Ì

Fig. 21-Shift Valves and Pressure Regulator Valve Plugs (A-904)

(4) Slide retainer from housing and remove limit loose on its shaft, it may be silver soldered only, or
valve and spring. lever and shaft assembly should be replaced. Do not
(5) Remove the three springs and shift valves attempt to straighten bent levers.
from the valve body. Inspect all mating surfaces for burrs, nicks and
scratches. Minor blemishes may be removed with
Cleaning and Inspection crocus cloth, using only a very light pressure. Using a
Allow all parts to soak a few minutes in a suitable straight edge, inspect all mating surfaces for warpage
clean solvent. Wash thoroughly and blow dry with
WASHER THROTTLE LEVER SHAFT
compressed air. Make sure all passages are clean and A N D SEAL
free from obstructions. MANUAL DETENT BALL
Inspect manual and throttle valve operating levers LEVER •11 32" DIAMETER)
ASSEMBLY
and shafts for being bent, worn or loose. If a lever is

THROTTLE
LEVER
STOP
SCREW

MANUAL
VALVE .

E-CLIP

SEPARATOR PLATE TRANSFER PLATE

PB334 SHUTTLE VALVE
COVER PLATE PB337
Fig. 22-Transfer and Separator Plate (A-727 and
A-9O4-LA) Fig. 23-Valve Body Controls (A-727 and A-9O4-LA)
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21-94 TORQUEFLITE—TRANSMISSION
SPRING SHUTTLE VALVE
GUIDES (2` E-CLIP

SHUTTLE VALVE
SECONDARY
SPRING
1-2 SHIFT VALVE GOVERNOR PLUG

SHUTTLE VALVE
PRIMARY SPRING
SHUTTLE VALVE
THROTTLE PLUG

2-3 SHIFT
VALVE GOVERNOR PLUG
GOVERNOR PLUG
END PLATE PB342A

Fig. 24-Shuttle Valve and Governor Plugs (A-727 and A-9O4-LA)

or distortion. Slight distortion may be corrected, VALVE BODY REASSEMBLY (A-904)
using a surface plate. Make sure all metering holes in
steel plate and valve body are open. Using a pen light, Shift Valves and Regulator Valve Pressure
inspect bores in valve body for scores, scratches, pits Sensing Plugs (Fig. 21)
and irregularities. (1) Slide shift valves and springs into proper valve
Make sure orifice referred to in (Fig. 17) is open by body bores.
inserting a 1/32 in. dia. drill through it into the 1-2 (2) Insert throttle plug into its housing and install
shift control valve bore. housing on valve body. Tighten screws to 28 inch-
Inspect all valve springs for distortion and col- pounds.
lapsed coils. Inspect all valves and plugs for burrs, (3) Install throttle pressure plug, line pressure
nicks and scores. Small nicks and scores may be re- plug and sleeve, then fasten end plate to valve body.
Torque to 28 inch-pounds.
moved with crocus cloth, providing extreme care is
taken not to round off sharp edges. The sharpness of
Pressure Regulators and Manual Control
these edges is vitally important because it prevents (Fig. 20)
foreign matter from lodging between valve and valve (1) Install throttle valve, throttle valve spring,
body, thus reducing possibility of sticking. Inspect all kickdown valve and kickdown detent.
valves and plugs for freedom of operation in valve (2) Slide manual valve into its bore.
body bores. (3) Install throttle lever and shaft on valve body
When bores, valves and plugs are clean and dry, (Fig. 20). Insert detent spring and ball in its bore in
the valves and plugs should fall freely in the bores. valve body. Depress ball and spring with Tool C-3765
The valve body bores do not change dimensions My (Fig. 27) or similar tool and slide manual lever over
with use. Therefore, a valve body that was function- throttle shaft so that it engages manual valve and
ing properly when vehicle was new, will operate cor- detent ball. Install seal, retaining washer and E-clip
rectly if it is properly and thoroughly cleaned. There on throttle shaft.
is no need to replace valve body unless it is damaged (4) Insert torque converter control valve and
in handling. spring into valve body.
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 TORQUEFLITE—TRANSMISSION 21-95

" E " CLIP

WASHER
SEAL

M A N U A L LEVER ASSEMBLY

DETENT BALL A N D SPRING

TORQUE CONVERTER
CONTROL VALVE

CONVERTER PRESSURE
REGULATOR SPRING

LINE PRESSURE REGULATOR VALVE THROTTLE LEVER ASSEMBLY

THROTTLE VALVE
LINE PRESSURE REGULATOR SPRING
THROTTLE VALVE SPRING

LINE PRESSURE M A N U A L VALVE

ADJUSTING SCREW
ASSEMBLY
^ K I C K D O W N VALVE

SPRING RETAINER A N D
ADJUSTING SCREW
KICKDOWN DETENT
BRACKET

•THROTTLE PRESSURE ADJUSTING SCREW

PB343A

Fig. 25—Pressure Regulators and Manual Control (A·727 and A-9O4-LA)

(5) Insert line pressure regulator valve and spring (3) Place transfer plate assembly on valve body.
into valve body. Be careful to align the spring loaded ball as the 17
(6) Install pressure adjusting screw and bracket shorter screws are installed (3 longer screws are for
assembly on the springs and fasten with one screw oil filter).
for now. Use screw which goes into side of valve body. (4) Starting at the center and working outward,
This screw is to be tightened first, after starting the tighten screws to 35 inch-pounds.
top and bottom screws in a later step. (5) Check spring engagement with tang and adjust-
ing nut and install remaining top and bottom screws
Shuttle Valve and Governor Plugs (Fig. Ì9) in adjusting screw bracket, tightening side screw first,
(1) Place 1-2 and 2-3 shift valve governor plugs in to 28 inch-pounds, then tighten top and bottom screws.
their respective bores. (6) Install oil filter and tighten to 35 inch-pounds.
(2) Install shuttle valve, spring and shuttle valve (7) After valve body has been serviced and com-
throttle plug. pletely assembled, adjust throttle and line pressures.
(3) Install governor plug end plate and tighten the However, if pressures were satisfactory prior to
five retaining screws to 28 inch-pounds.
disassembly, use original settings.
(4) Install E-clip on end of shuttle valve.
(5) Install shuttle valve cover plate and tighten
the four retaining screws to 28 inch-pounds. VALVE BODY REASSEMBLY
(A-727 and A-9O4-LA)
Ball Valves, Transfer Plate and Filter
(1) Install the spring and seven balls in the valve Shift Valves and Regulator Valve Pressure
body as shown in (Fig. 17). Sensing Plugs (Fig. 26)
(2) Place separator plate on the transfer plate (1) Slide shift valves and springs into proper valve
(Fig. 17). Install stiffener plate and retaining screws body bores.
exactly as shown. Make sure all bolt holes are (2) Sub-assemble the downshift housing as follows:
aligned, then tighten two transfer plate screws and (a) Insert limit valve and spring into housing.
two stiffener plate screws to 28 inch-pounds. (b) Slide spring retainer into groove in housing.

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21-96 TORQUEFLITE—TRANSMISSION

1-2 SHIFT VALVE

2-3 SHIFT VALVE

2-3 SHIFT SPRING

1-2 SHIFT
CONTROL
VALVE
REGULATOR VALVE HOUSING
THROTTLE PRESSURE
PLUG 1-2 SHIFT
CONTROL THROTTLE
REGULATOR VALVE SPRING PLUG
LINE PRESSURE
PLUG

SLEEVE

END PLATE END PLATE

3-2 DOWNSHIFT A N D LIMIT

VALVE ASSEMBLY PB344

F¡g. 26-Sh¡ft Valves and Pressure Regulator Valve Plugs (A-727 and A-9O4-LA)
(c) Insert throttle plug in housing bore. Position This screw is to be tightened first, after starting the
assembly against the shift valve springs. top and bottom screws in a later step.
(3) Install end plate and tighten screws to 28 inch-
pounds. Shuttle Valve and Governor Plugs (Fig. 24)
(4) Install throttle pressure plug, line pressure (1) Place 1-2 and 2-3 shift valve governor plugs in
plug and sleeve, then fasten end plate to valve body. their respective bores.
Torque to 28 inch-pounds.
DETENT BALL
THROTTLE
Pressure Regulators and Manual Control LEVER SHAFT
A N D SPRING TOOL
(F¡g. 25)
(1) Install throttle valve, throttle valve spring,
kickdown valve and kickdown detent.
(2) Slide manual valve into its bore.
(3) Install throttle lever and shaft on valve body
(Fig. 25). Insert detent spring and ball in its bore in
valve body. Depress ball and spring with Tool C-3765
(Fig. 27) or similar tool and slide manual lever over
throttle shaft so that it engages manual valve and
detent ball. Install seal, retaining washer and E-clip on
throttle shaft.
(4) Insert torque converter control valve and
spring into valve body.
(5) Insert line pressure regulator valve and spring
LEVER SHAFT
into valve body.
PF427
(6) Install pressure adjusting screw and bracket
assembly on the springs and fasten with one screw for F¡g. 27-lnstall¡ng Detent Ball, Spring and Control
now. Use screw which goes into side of valve body. Levers

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 TORQUEFLITE—TRANSMISSION 2197

(2) Install shuttle valve and hold it in bore with VALVE BODY AND ACCUMULATOR
index finger while installing on the other end of it the PISTON INSTALLATION
secondary spring with guides and retaining "E" clip. (1) Make sure Back-Up Light and Neutral Start
(3) Install primary shuttle valve spring and throt- Switch has been removed. If parking lock rod was
tle plug. removed, insert it through opening in rear of case
(4) Install governor plug end plate and tighten the with knob positioned against the plug and sprag.
five retaining screws to 28 inch-pounds. Move front end of rod toward center of transmission
(5) Install shuttle valve cover plate and tighten while exerting rearward pressure on the rod to force
the six retaining screws to 28 inch-pounds. it past the sprag. (Rotate propeller shaft if neces-
sary).
(2) Install accumulator piston in the transmission
Ball Valves, Transfer Plate and Filter case.
(1) Install the spring and seven balls in the valve (3) Position accumulator spring on the valve body.
body as shown in (Fig. 17). (The accumulator spring is longer and is installed
(2) Place separator plate on the transfer plate before the piston in 440-4 dual exhaust models.)
(Fig. 22). Install stiffener plate and retaining screws (4) Place valve body manual lever in LOW position.
exactly as shown. Make sure all bolt holes are Lift valve body into its approximate position, connect
aligned, then tighten two transfer plate screws and parking lock rod to manual lever and secure with E-
two stiffener plate screws to 28 inch-pounds. clip. Position valve body in the case, install retaining
(3) Place transfer plate assembly on valve body. Be bolts finger tight.
careful to align the spring loaded ball as the 17 short- (5) With neutral starting switch installed, place
er screws are installed (3 longer screws are for oil manual lever in the neutral position. Shift valve body
filter). if necessary to center neutral finger over the neutral
(4) Starting at the center and working outward, switch plunger. Snug bolts down evenly, then tighten
tighten screws to 35 inch-pounds. to 100 inch-pounds.
(5) Check spring engagement with tang and adjust- (6) Install gearshift lever and tighten clamp bolt.
Check lever shaft for binding in the case by moving
ing nut and install remaining top and bottom screws
lever through all detent positions. If binding exists,
in adjusting screw bracket, tightening side screw first, loosen valve body bolts and re-align.
to 28 inch-pounds, then tighten top and bottom screws. (7) Make sure throttle shaft seal is in place, then
(6) Install oil filter and tighten to 35 inch-pounds. install flat washer, lever and tighten the clamp bolt.
(7) After valve body has been serviced and com- Connect throttle and gearshift linkage and adjust as
pletely assembled, adjust throttle and line pressures. required.
However, if pressures were satisfactory prior to (8) Install oil pan, and a new gasket. Add trans-
disassembly, use original settings. mission fluid to bring it up to proper level.

SERVICE OUT OF VEHICLE

INDEX

Page Page
Assembly—Sub-Assembly Installation 118 Oil Pump and Reaction Shaft Support—A-727 . 104
Disassembly—Sub-Assembly Removal 100 Overrunning Clutch 115
Installation—Transmission, Converter and Planetary Gear Train—A-904 112
Drive Plate 122 Planetary Gear Train—A-727 114
Pump Oil Seal 99 Rear Clutch—A-904 110
Recondition Sub-Assemblies 102 Rear Clutch—A-727 Ill
Front Clutch—A-904 106 Removal—Transmission and Converter 97
Front Clutch—A-727 107 Service Tools 130
Kickdown Servo and Band 117 Specifications 125
Low-Reverse Servo and Band 118 Starter Ring Gear 98
Oil Pump and Reaction Shaft Support—A-904 . 102 Tightening Reference 129
Torque Converter Flushing 99
SERVICE OUT OF VEHICLE
plate, pump bushing, or oil seal may be damaged. The
TRANSMISSION AND CONVERTER REMOVAL drive plate will not support a load; therefore, none of
(1) The transmission and converter must be re- the weight of the transmission should be allowed to
moved as an assembly; otherwise, the converter drive rest on the plate during removal.

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21-98 TORQUEFUTE—TRANSMISSION

(2) Disconnect negative (ground) cable from the TORSION BAR CROSSMEMBER
battery for safety.
(3) Some models require that the exhaust system
be dropped for clearance, (see Group 11).
(4) Remove engine to transmission struts, if so
equipped.
(5) Remove cooler lines at Transmission.
(6) Remove starter motor and cooler line bracket.
(7) Remove converter access cover.
(8) Rotate engine clockwise, using socket wrench
on vibration dampener bolt at front of crankshaft to
bring converter drain plug to bottom. DAMPENER
WEIGHT
(9) Drain converter and loosen pan to drain trans-
SERVICE JACK
mission.
(10) Mark converter and drive plate to aid in reas-
sembly. The crankshaft flange bolt circle, inner and
outer circle of holes in the drive plate, and the four
ENGINE SUPPORT FIXTURE
tapped holes in front face of the converter all have PF428
one hole offset so these parts will be installed in the
original position. This maintains balance of the engine Fig. 1—Engine Support Fixture
and converter. small "C" clamp to edge of bell housing to hold con-
(11) Rotate engine clockwise with socket wrench verter in place during transmission removal.
on vibration dampener bolt to position the bolts at- (22) Lower transmission and remove assembly
taching torque converter to drive plate, and remove from under the vehicle.
them. (23) To remove converter assembly, remove "C"
(12) Mark parts for reassembly then disconnect clamp from edge of bell housing, then carefully slide
propeller shaft at rear universal joint. Carefully pull assembly out of the transmission.
shaft assembly out of the extension housing.
(13) Disconnect wire connector from the back up STARTER RING GEAR REPLACEMENT
light and neutral starting switch.
(14) Disconnect gearshift rod and torque shaft as- The starter ring gear is mounted directly on outer
sembly from transmission. diameter of the torque converter front cover. With
(15) Disconnect throttle rod from lever at the left torque converter removed from vehicle, replacement
side of transmission. of the gear is as follows:
(16) Remove oil filler tube and speedometer cable.
(17) Install engine support fixture, Tool C-3487-A Removal
with frame hooks or a suitable substitute, that will (1) Cut through weld material at rear side of ring
support rear of the engine (Fig. 1). gear with a hack saw or grinding wheel (Fig. 2). Be
(18) Raise transmission slightly with service jack
to relieve load on the supports.
(19) Remove bolts securing transmission mount to
crossmember and crossmember to frame, then re-
move crossmember.
NOTE: Carl¡nes R, W and Y have a torsion bar anchor
crossmember, which remains in place, requiring a
careful downward tilt of front of transmission as it is
being removed. If these models have a vibration damp-
ening weight bolted to rear of extension housing, it
must be removed to provide additional clearance.
Carlines R and W have access holes through the cross-
members for the three bolts which retain the weight
mounting bracket to the extension housing. WOOD
BLOCKS
(20) Remove all bell housing bolts.
(21) Carefully work transmission and converter WELDS
(4) NYlóO7
assembly rearward off engine block dowels and disen-
gage converter hub from end of crankshaft. Attach a F¡g. 2—Removing Starter king Gear

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¤- TORQUEFLITE—TRANSMISSION 21-99

careful not to cut or grind into front cover stamping. (4) Inspect gear teeth and remove all nicks where
(2) Scribe a heavy line on front cover next to metal is raised, weld metal splatter, etc., in order to
front face of ring gear to aid in locating the new ensure quiet starter operation.
gear.
(3) Support converter with the four lug faces rest- TORQUE CONVERTER FLUSHING
ing on blocks of wood. The converter must not rest on
the front cover hub during this operation. Using a When a transmission failure has contaminated the
blunt chisel or drift and hammer, tap downward on fluid, the torque converter should be flushed to insure
ring gear near welded areas to break any remaining that metal particles or sludged oil are not later trans-
weld material (Fig. 2). Tap around ring gear until it ferred back into the reconditioned transmission.
comes off the converter.
Hand Flushing
(4) Smooth off weld areas on the cover with a file. (1) Place converter in horizontal position and pour
two quarts of new clean solvent or kerosene into
Installation converter through the impeller hub.
Any of the following methods may be used to heat (2) Turn and shake converter so as to swirl
and expand starter ring gear for installation on the
solvent through the internal parts. Turn the turbine
converter:
and sta†or with transmission input and reaction
Oven: Place ring gear in Oven and set temperature
shafts to dislodge foreign material.
at 200 degrees F. Allow ring gear to remain in oven
(3) Position converter in its normal operation
for 15 to 20 minutes.
position with drain plug at the lowest point. Remove
Boiling Water: Place ring gear in a shallow con-
tainer, add water, and heat for approximately eight drain plug and drain solvent. Rotate turbine and sta-
minutes after water has come to a boil. tor, and shake converter while draining to prevent
Steam: Place ring gear on a flat surface and direct dirt particles from settling. Tool C-3963-A is available
a steam flow around gear for approximately two min- to do this job faster and more effectively.
utes. This tool adapts a drill motor to an input shaft to
Flame: Place ring gear squarely on a flat surface. spin the turbine and includes a drawing for a simple
Using a medium size tip, direct a slow flame evenly wooden fixture to hold the converter. This fixture will
around inner rim of the gear. Do not apply flame to hold the converter upright for the spinning and
the gear teeth. Place a few drops of water on face of draining operations.
gear at intervals during heating process. When gear (4) Repeat flushing operation at least once, or as
is hot enough to just boil the water, installation of many times as required until solvent or kerosene
gear on the torque converter can be made. drained out is clear.
(1) After ring gear is expanded by heating, place (5) After flushing, shake and rotate converter
the gear in position on converter front cover. Tap several times with drain plug out to remove any re-
gear on the cover evenly with a plastic or rawhide sidual solvent and dirt. Flush any remaining solvent
mallet until face of gear is even with scribed line from converter with two quarts of new transmission
(made during removal) on the front cover. Make sure fluid. This will prevent any adverse effect the solvent
gear is even with scribed line around full circumfer- may have on the transmission seals. Reinstall drain
ence of the front cover. plug and tighten to 110 inch-pounds.
(2) Reweld ring gear to torque converter front cov- (6) Flush and blow out the oil cooler and its lines.
er, being careful to place, as nearly as possible, same Machine Flushing
amount of weld material in exactly same location as Machine cleaning is recommended; using the type
was used in original weld. This is necessary in order which rotates the converter while pumping cleaning
to maintain proper balance of the unit. Place welds fluid through it. The machine automatically adds
alternately on opposite sides of converter to minimize timed blasts of compressed air to the cleaning fluid as
distortion. it enters the converter, providing more thorough
(3) The following suggestions are offered as an aid cleaning than the hand flushing operation.
in making the weld:
a. Do not gas weld. PUMP OIL SEAL
b. Use a D.C. welder that is set at straight polarity
or an A.C. welder if the proper electrode is available. Replacement
c. Use a 1/8 inch diameter welding rod, and a The pump oil seal can be replaced without remov-
welding current of 80 to 125 amps. ing pump and reaction shaft support assembly from
d. Direct the arc at intersection of the gear and the transmission case. The vent shield shown in
front cover from an angle of 45 degrees from rear (Figs. 3 and 4) is not used or required on the A¯9O4
face of the gear. pumps.
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21-100 TORQUEFLITE—TRANSMISSION ¯¤
ly machined; therefore, careful handling of parts
must be exercised to avoid nicks or burrs.
VENT SHIELD

Input Shaft End Play

Measuring input shaft end play before disassembly
will usually indicate when a thrust washer change is
required, (except when major parts are replaced).
The thrust washer is located between reaction shaft
support and front clutch retainer on A-727 transmis-
sions. The thrust washer is located between input and
output shafts on A-904 transmissions.
(1) Attach a dial indicator to transmission bell
housing with its plunger seated against end of input
shaft (Fig. 5).
ND183A
Move input shaft in and out to obtain end play
reading. End play specifications are .022 to .091 inch
Fig. 3—Removing Pump Oil Seal for A-904 transmissions, and .036 to .082 inch for
(1) A-904: Screw seal remover Tool C-3981 into A-727 transmissions.
seal (Fig. 3), then tighten screw portion of tool to (2) Record indicator reading for reference when
withdraw the seal. reassembling the transmission.
A-727: Using Tool C-3861, remove seal in the same
manner. Off Pan
(2) A-904: To install a new seal, place seal in open- (1) Place transmission assembly in repair stand,
ing of the pump housing (lip side facing inward). Tool C-375O-A (Fig. 6).
Using Tool C-4193, drive seal into housing until tool (2) Unscrew oil pan bolts and remove oil pan and
bottoms (Fig. 4). gasket.
A-727: Using Tool C-3860, install new seal in the
same manner. Valve Body Assembly
(1) Loosen clamp bolts and remove throttle and
DISASSEMBLY—SUB-ASSEMBLY REMOVAL gearshift levers from the transmission.
Prior to removing any transmission sub- (2) Remove Back-Up Light and Neutral Start
assemblies, plug all openings and thoroughly clean Switch.
exterior of the unit, preferably by steam. Cleanliness (3) Remove the ten hex-head valve body to trans-
through entire disassembly and assembly cannot be mission bolts. Remove E-clip securing parking lock
over-emphasized. When disassembling, each part rod to the valve body manual lever.
should be washed in a suitable solvent, then dried by (4) While lifting valve body upward out of trans-
compressed air. Do not wipe parts with shop towels. mission case, disconnect parking lock rod from the
All mating surfaces in the transmission are accurate- lever.

TRANSMISSION
VENT SHIELD

ND2OAj
Fig. 4-Installing Pump Oil Seal Fig. 5—Measuring Input Shaft End Play

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¤· TORQUEFLITE—TRANSMISSION 21-101

TRANSMISSION VE."

PB33O

Fig. 6—Transmission Installed in Repair Stand PB33l

Accumulator Piston and Spring Fig. 7—Removing Pump Reaction Shaft Support As-
(1) Lift spring off accumulator piston and with- sembly
draw piston from the case. Spring will be on opposite (2) Remove oil pump housing retaining bolts.
side of piston (at small end) on 440 dual exhaust en- (3) Attach Tool C-3752 to pump housing flange,
gines. (Fig. 7), in threaded holes in the flange.
(4) Bump outward evenly with the two "knocker
Extension Housing weights" to withdraw pump and reaction shaft sup-
Before removing extension housing, pull parking port assembly from the case.
lock rod forward out of the case. Rotate output shaft
if necessary to align parking gear and sprag to per- Front Band and Front Clutch
mit knob on end of control rod to pass the sprag. (1) Loosen front band adjuster, remove band strut
(1) Remove speedometer pinion and adapter as- and slide band out of the case.
sembly. (2) Slide front clutch assembly out of the case.
(2) Remove extension housing to transmission
bolts.
(3) Remove two screws, plate and gasket from Input Shaft and Rear Clutch
bottom of extension housing mounting pad. Spread (1) Grasp input shaft, and slide input shaft and
large snap ring from output shaft bearing. With snap rear clutch assembly out of the case.
ring spread as far as possible, carefully tap extension CAUTION: Be careful not to lose thrust washer lo-
housing off the output shaft and bearing. cated between rear end of input shaft and forward
(4) Using heavy duty snap ring pliers, remove out- end of the output shaft.
put shaft bearing rear snap ring. Remove bearing
from shaft, then remove front snap ring (A-727). Planetary Gear Assemblies, Sun Gear and
The A-904 has no front snap ring. Driving Shell
(1) While supporting output shaft and driving
Governor and Support shell, carefully slide assembly forward and out
(1) Carefully pry snap ring from weight end of through the case.
governor valve shaft. Slide valve and shaft assembly CAUTION: Be very careful not to damage ground
out of the governor body. surfaces on output shaft during removal.
(2) Remove snap ring from behind governor body,
then slide governor body and support assembly off Rear Band and Low-Reverse Drum
the output shaft. (1) Remove low-reverse drum, then loosen rear
Oil Pump and Reaction Shaft Support band adjuster, remove band strut and link, then re-
(1) Tighten front band adjusting screw until band move band from the case.
is tight on front clutch retainer. This prevents clutch (A-9O4-LA Double Wrap Band): Loosen band ad-
retainer from coming out with pump which might justing screw then remove band and low-reverse
cause unnecessary damage to the clutches. drum.
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21-102 TORQUEFLITE—TRANSMISSION

Overrunning Clutch bly. If bushings are found worn or scored, they should
(1) Note position of overrunning clutch rollers and be replaced as outlined in the following recondition-
springs before disassembly to assist in reassembly. ing procedures.
(2) Carefully slide out clutch hub and remove roll- The bushing replacement tools listed by "SP" num-
ers and springs. If the overrunning clutch cam and/or bers are part of Tool Kit C-3887-A.
roller spring retainer are found damaged or worn, The use of crocus cloth is permissible where neces-
refer to index for replacement procedures. sary, providing it is used carefully. When used on
valves, use extreme care to avoid rounding off the
Kickdown Servo (Front) sharp edges. The sharp edge is vitally important to
(1) Compress kickdown servo spring by using en- this type of valve. Sharp edges prevent dirt and for-
gine valve spring compressor, Tool C-3422-A, then re- eign matter from getting between the valve and
move snap ring (Fig. 8). body, thus reducing possibility of sticking. When it
(2) Remove rod guide, springs and piston rod becomes necessary to recondition transmission, and
from the case. Be careful not to damage piston rod or vehicle has accumulated considerable mileage, install
guide during removal. new seal rings on parts requiring their usage. Coat
(3) Withdraw piston from the transmission case. each part with "DEXRON" type Automatic Trans-
mission Fluid during assembly.
Low and Reverse Servo (Rear)
(1) Compress low and reverse servo piston spring OIL PUMP AND REACTION SHAFT
by using engine valve spring compressor, Tool C- SUPPORT—A-904
3422-A, then remove the snap ring.
(2) Remove spring retainer, spring, and servo pis- Disassembly
ton and plug assembly from the case. Figure 9 shows the oil pump and reaction shaft
support disassembled.
RECONDITION SUB-ASSEMBLIES (1) Remove bolts from rear side of reaction shaft
support and lift support off the pump.
The following procedures cover disassembly, in- (2) Remove rubber seal ring from pump body
spection, repair, and assembly of each sub-assembly flange.
as removed from the transmission. (3) Drive out oil seal with a blunt punch.
Heli-Coil inserts are recommended for repairing
damaged, stripped or worn threads in aluminum Inspection
parts. Inspect interlocking seal rings (Fig. 9) on reaction
Pre-sized service bushings are available for replace- shaft support for wear or broken locks, make sure
ment for most all bushings in the TorqueFlite they turn freely in the grooves. Inspect front clutch
transmission. The two bushings in sun gear are not piston retainer to reaction shaft support thrust wash-
serviced because of the low cost of sun gear assem- er for wear. Washer thickness should be .043 to .045
inch, replace if necessary. Inspect machined surfaces
on pump body and reaction shaft support for nicks
and burrs. Inspect pump body and reaction shaft sup-
port bushings for wear or scores. Inspect pump rotors
for scoring or pitting. With rotors cleaned and in-
stalled in pump body, place a straight edge across
TOOÜ
face of rotors and pump body. Use a feeler gauge to
measure clearance between straight edge and face of
rotors. Clearance limits are from .0015 to .003 inch.
Also, measure rotor tip clearance between inner and
outer rotor teeth. Clearance limits are from .005 to
.010 inch. Clearance between outer rotor and its bore
in oil pump body should be .004 to .008 inch.

Pump Bushing Replacement-A-904

(1) Place pump housing (seal face down) on a
smooth firm surface.
(2) Place removing head, Tool SP-3551 in bushing
P8332 and install handle, Tool SP-3549 or C-4171 in the re-
Fig. 8—Compressing Kickdown Servo Spring moving head (Fig. 10).

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 TORQUEFLITE—TRANSMISSION 21-103

REACTION SHAFT GASKET

SUPPORT BOLT AND
WASHER (ó)

INNER ROTOR
SEAL RINGS
OUTER ROTOR

" O " RING OIL PUMP BODY NR172B

Fig. 9—Oil Pump and Reaction Shaft Support Disassembled (A-904)

(3) Drive bushing straight down and out of pump more metal than is necessary.
housing bore. Be careful not to cock tool in the bore.
(4) Position new bushing on installing head. Tool Reaction Shaft Bushing Replacement—A-904
SP-5117. In case of a reaction shaft bushing failure, always
(5) With pump housing on a smooth clean surface, inspect the support for wear from the input shaft
start bushing and installing head in the bushing bore. seal ring lands. If worn or grooved, replace support
Install handle in the installing head (Fig. 10). assembly.
(6) Drive bushing into housing until tool bottoms (1) Assemble remover Tool SP-5324, cup Tool SP-
in the pump cavity. Be careful not to cock tool during 3633, and hex nut Tool SP-1191 (Fig. 12).
installation. CAUTION: Do not clamp any part of reaction shaft
or support in a vise.
(7) Stake bushing in place by using a blunt punch
(2) With cup held firmly against reaction shaft,
or similar tool (Fig. 11). A gentle tap at each stake
slot location will suffice. thread remover into bushing as far as possible by
hand.
(8) Using a narrow-bladed knife or similar tool,
remove high points or burrs around staked area (Fig. (3) Using a wrench, screw remover into bushing 3
11). Do not use a file or similar tool that will remove to 4 additional turns to firmly engage threads in the
bushing.
TOOL HANDLE SP-3549 REMOVAL
(4) Turn hex nut down against cup to pull bushing
from reaction shaft. Thoroughly clean reaction shaft
REMOVING HEAD to remove chips made by remover threads.
SP-3551 (5) Lightly grip bushing in a vise or with pliers
FRONT PUMP HOUSING and back tool out of the bushing. Be careful not to
BUSHING

TOOL HANDLE SP-3549

INSTALLING HEAD
SP-5117
INSTALLATION

BUSHING
ND343C ND344A

Fig. 10-Replacing Pump Bushing (A-904) Fig. 11 —Staking Pump Bushing (A-904)

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21-104 TORQUEFUTE—TRANSMISSION

HEX NUT
tors in pump body, then with pump body firm against
SP-1191 TOOL HANDLE reaction shaft support, tighten clamping tool se-
SP-3549
curely.
(4) Invert pump and reaction shaft support assem-
bly with clamping tool intact. Install support to pump
body bolts and tighten to 160 inch-pounds. Remove
clamping tool, pilot studs and rotor alignment tool.
NSTALLING (5) Place a new oil seal in opening of pump hous-
HEAD SP-5325 ing (lip of seal facing inward). Using Tool C-4193,
drive seal into housing until tool bottoms.
REACTION
SHAFT SUPPORT OIL PUMP AND REACTION SHAFT
SUPPORT—A-727
REMOVAL
ND345A Disassembly
Fig. Ì2-Replacing Reaction Shaft Bushing (A-904) Figure 14 shows the oil pump and reaction shaft
damage threads on bushing remover. support disassembled.
(6) Slide a new bushing on installing head Tool (1) Remove bolts from rear side of reaction shaft
SP-5325, and start them in the bore of reaction shaft support, and lift support off the pump.
(Fig. 12). (2) Remove rubber seal ring from pump body
(7) Support reaction shaft upright on a clean flange.
smooth surface and install handle Tool SP-3549 in (3) Drive out oil seal with a blunt punch.
installing head. Drive bushing into the shaft until tool Inspection
bottoms. Inspect interlocking seal rings (Fig. 14) on reaction
(8) Thoroughly clean reaction shaft support as- shaft support for wear or broken locks, make sure
sembly before installation. they turn freely in the grooves. Inspect machined
surfaces on pump body and reaction shaft support for
Assembly nicks and burrs. Inspect pump body and reaction
(1) Place reaction shaft support in assembling shaft support bushings for wear or scores. Inspect
Tool C-3759, with hub of support and tool resting on pump rotors for scoring or pitting. With rotors
a smooth flat surface bench (Fig. 13). Screw two cleaned and installed in pump body, place a straight
pilot studs, Tool C-3283-A into threaded holes of reac- edge across face of rotors and pump body. Use a
tion shaft support flange. feeler gauge to measure clearance between straight
(2) Assemble and place rotors in center of the edge and face of rotors. Clearance limits are from
support. .0015 to .003 inch. Also, measure rotor tip clearance
(3) Lower pump body over the pilot studs, insert between inner and outer teeth. Clearance limits are
Tool C-3756 through pump body and engage pump from .005 to .010 inch. Clearance between outer rotor
inner rotor. Rotate the rotors with tool to center ro- and its bore in oil pump body should be .004 to .008
inch.
ALIGNING TOOL

Pump Bushing Replacement—A-727

(1) Place pump housing on a clean smooth surface
with rotor cavity down.
(2) Place removing head Tool SP-3550 in the bush-
ing, and install handle Tool SP-3549 or C-4171 in the
removing head (Fig. 15).
PILOT (3) Drive bushing straight down and out of the
STUDS(2) bore. Be careful not to cock tool in the bore.
(4) Position a new bushing on installing head Tool
SP-5118.
REACTION
SHAFT
(5) With pump housing on a smooth clean surface
SUPPORT (hub end down), start bushing and installing head in
the bushing bore. Install handle in installing head.
PUMP ROTORS NY387
(6) Drive bushing into housing until tool bottoms
Fig. 13-Assembling Pump and Reaction Shaft Sup- in the pump cavity. Be careful not to cock tool during
port (A-904) installation.

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 TORQUEFUTE—TRANSMISSION 21-105

GASKET

OIL PUMP BODY

VENT BAFFLE

SEAL RINGS
REACTION SHAFT
SUPPORT

'O" RING
INNER ROTOR
OUTER ROTOR

#1 THRUST WASHER
(SELECTIVE)
BOLTS (6)
PB346A
Fig. 14-Oil Pump and Reaction Shaft Support (A-727)
(7) Stake the bushing in place by using a blunt use a file or similar tool that will remove more metal
punch or similar tool (Fig. 16). A gentle tap at each than is necessary.
stake slot location will suffice. (9) Thoroughly clean pump housing before instal-
(8) Using a narrow-bladed knife or similar tool, re- lation.
move high points or burrs around staked area. Do not
Reaction Shaft Bushing Replacement—A-727
(1) Assemble remover Tool SP-5301, cup Tool SP-
TOOL HANDLE SP-3549 REMOVAL
3633, and hex nut Tool SP-1191 (Fig. 17).
REMOVING HEAD CAUTION: Do not clamp any part of reaction shaft
SP-3550 or support in a vise.
FRONT PUMP HOUSING NARROW BLADE |

BUSHING

TOOL HANDLE SP-3549

INSTALLING HEAD
SP-5118

ND348A
ND347B

Fig. 15-Rep¡acing Pump Bushing (A-727) Fig. 16-Stak¡ng Pump Bushing (A-727)

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21-106 TORQUEFLITE—TRANSMISSION

HEX NUT C-4171 in installing head. Drive bushing into shaft

SP-1191 until tool bottoms.
(8) Thoroughly clean reaction shaft support as-
INSTALLING sembly before installation.
HEAD
SP-5302
Assembly
(1) Assemble pump rotors and aO" ring in the
pump housing (Fig. 14).
BUSHING (2) Install reaction shaft support. Install retaining
BUSHING
bolts and tighten to 160 inch-pounds.
(3) Place a new oil seal in opening of pump hous-
ing (lip of seal facing inward) using Tool C-3860
REACTION
drive seal into housing until tool bottoms.
REACTION SHAFT
SHAFT SUPPORT
FRONT CLUTCH—A-904
REMOVAL INSTALLATION NP885
Disassembly
Fig. 17-Replacing Reaction Shaft Bushing (A-727) Figure 18 shows a disassembled view of the front
clutch assembly.
(2) With cup held firmly against reaction shaft, (1) Remove large waved snap ring that secures
thread remover into bushing as far as possible by pressure plate in the clutch piston retainer. Lift pres-
hand. sure plate and clutch plates out of the retainer.
(3) Use a wrench to screw remover into bushing 3 (2) Install compressor, Tool C-3575-A over piston
to 4 additional turns to firmly engage threads in the spring retainer (Fig. 19). Compress spring and re-
bushing. move snap ring, then slowly release tool until spring
(4) Turn hex nut down against the cup to pull retainer is free of the hub. Remove tool, retainer and
bushing from reaction shaft. Thoroughly clean reac- spring.
tion shaft to remove chips made by remover threads. (3) Invert clutch retainer assembly and bump it on
(5) Lightly grip bushing in a vise or with pliers a wood block to remove the piston. Remove seals
and back tool out of the bushing. Be careful not to from the piston and clutch retainer hub.
damage threads on bushing remover.
(6) Slide a new bushing (chamfered end first) on Inspection
installing head Tool SP-5302, and start them in the Inspect plates and discs for flatness. They must not
bore of reaction shaft (Fig. 17). be warped or cone shaped.
(7) Support reaction shaft upright on a clean Inspect facing material on all driving discs. Replace
smooth surface and install handle Tool SP-3549 or discs that are charred, glazed or heavily pitted. Discs

PISTON SEAL (INNER)

DRIVING DISCS

PRESSURE PLATE
SNAP RING
(WAVED)

PISTON RETAINER
ASSEMBLY

PISTON SEAL (OUTER)

CLUTCH PLATES NY173C

Fig. 18-Front Clutch Disassembled (A·9O4)

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 TORQUEFUTE—TRANSMISSION 21-107

TOOL HANDLE SP-3549 TOOL HANDLE

SP-3549
TOOL \ INSTALLING
REMOVING HEAD HEAD
FRONT SP-3627 SP-3626
CLUTCH
RETAINER FRONT CLUTCH
RETAINER

REMOVAL INSTALLATION ND346B

SPRING
RETAINER
Fig. 20—Replacing Front Clutch Retainer Bushing
NY 364 SNAP RING (A-904)
(5) Thoroughly clean clutch retainer before as-
Fig, 19—Removing or Installing Front Clutch Spring sembly and installation.
Retainer Snap Ring (A-904)
should also be replaced if they show evidence of ma- Assembly
terial flaking off or if facing material can be scraped (1) Lubricate and install inner seal on hub of
off easily. Inspect driving disc splines for wear or clutch retainer. Make sure lip of seal faces down and
other damage. Inspect steel plate and pressure plate is properly seated in the groove (Fig. 18).
surfaces for burning, scoring or damaged driving (2) Install outer seal on the clutch piston, with lip
lugs. Replace if necessary. of seal toward bottom of clutch retainer. Apply a
Inspect steel plate lug grooves in clutch retainer coating of wax type lubricant or Door Ease to outer
for smooth surfaces, plates must travel freely in edge of seals for easier installation of piston assem-
grooves. Inspect band contacting surface on clutch bly. Place piston assembly in retainer and, with a
retainer for scores, the contact surface should be pro- twisting motion, seat piston in bottom of retainer.
tected from damage during disassembly and han- (3) Place spring on piston hub and position spring
dling. Note ball check in clutch retainer, make sure retainer and snap ring on the spring. Compress spring
ball moves freely. Inspect piston seal surfaces in with Tool C-3575-A (Fig. 19), and seat snap ring in hub
clutch retainer for nicks or deep scratches, light groove. Remove compressor tool.
scratches will not interfere with sealing of neoprene (4) Lubricate all clutch plates, install one steel
seals. Inspect clutch retainer inner bore surface for plate followed by a lined plate (disc) until all plates
wear from reaction shaft support seal rings. Inspect are installed. Install pressure plate and waved snap
clutch retainer bushing for wear or scores. ring. Make sure snap ring is properly seated.
Inspect inside bore of piston for score marks, if (5) Push downward on pressure plate and insert a
light, remove with crocus cloth. Inspect seal grooves feeler gauge between pressure plate and waved snap
for nicks and burrs. Inspect neoprene seals for deteri- ring to measure maximum clearance where snap ring
oration, wear, and hardness. Inspect piston spring, is waved away from pressure plate (Fig. 21). See
retainer and snap ring for distortion. "Specifications" for allowed clearances.

Front Clutch Retainer Bushing Replacement FRONT CLUTCH—A-727

A-904
(1) Lay clutch retainer (open end down) on a Disassembly
clean smooth surface and place removing head Tool Figure 22 shows a disassembled view of the front
SP-3627 in the bushing (Fig. 20). Install handle Tool clutch assembly.
SP-3549 or C-4171 in removing head. (1) Remove large waved snap ring that secures
(2) Drive bushing straight down and out of clutch pressure plate in clutch piston retainer. Lift pressure
retainer bore. Be careful not to cock tool in the bore. plate and clutch plates out of the retainer. (Snap ring
(3) Lay clutch retainer (open end up) on a clean in 5 disc clutch is not waved.)
smooth surface. Slide a new bushing on installing (2) Install compressor, Tool C-3863-A over piston
head Tool SP-3626, and start them in clutch retainer spring retainer, (Fig. 23). Compress springs and re-
bore. move snap ring, then slowly release tool until spring
(4) Install handle in installing head. Drive bushing retainer is free of hub. Remove tool, retainer and
into clutch retainer until tool bottoms. springs.
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21-108 TORQUEFLITE—TRANSMISSION

TOOL

Fig. 21 -Measuring Front Clutch Plate Clearance Fig. 23—Removing or Installing Front Clutch Spring
Retainer Snap Ring (A-727)
(3) Invert clutch retainer assembly and bump it on
a wood block to remove piston. Remove seals from terial flaking off or if facing material can be scraped
piston and clutch retainer hub. off easily. Inspect driving disc splines for wear or
other damage. Inspect steel plate and pressure plate
Inspection surfaces for burning, scoring or damaged driving
Inspect plates and discs for flatness. They must not lugs. Replace if necessary.
be warped or cone shaped. Inspect steel plate lug grooves in clutch retainer
Inspect facing material on all driving discs. Replace for smooth surfaces, plates must travel freely in the
discs that are charred, glazed or heavily pitted. Discs grooves. Inspect band contacting surface on clutch
should also be replaced if they show evidence of ma- retainer for scores. Note ball check in clutch retainer,

PISTON SEAL
(INNER)
PISTON
CLUTCH
PLATES SNAP RING
(WAVED)

PISTON PISTON SEAL

RETAINER ASSEMBLY (OUTER)

DRIVING DISCS
PRESSURE PLATE
ND13C
Fig. 22-Front Clutch Disassembled (A-727)

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¤· TORQUEFLITE—TRANSMISSION 21-109

make sure ball moves freely. Inspect seal surfaces in

clutch retainer for nicks or deep scratches, light
scratches will not interfere with sealing of neoprene
seals. Inspect clutch retainer bushing for wear or
scores.
Inspect inside bore of piston for score marks, if
light, remove with crocus cloth. Inspect seal grooves
for nicks and burrs. Inspect neoprene seals for deteri-
oration, wear, and hardness. Inspect piston springs,
retainer and snap ring for distortion.

Front Clutch Retainer Bushing Replacement

A-727
(1) Lay clutch retainer (open end down) on a
clean smooth surface and place removing head Tool
SP-3629 in the bushing. Install handle Tool SP-3549 or
C-4171 in removing head (Fig. 24).
(2) Drive bushing straight down and out of clutch PB347
retainer bore. Be careful not to cock tool in the bore.
(3) Lay clutch retainer (open end up) on a clean Fig. 25—Front Clutch Spring Location (9 Springs)
smooth surface. Slide a new bushing on installing coating of wax type lubricant or Door Ease to outer
head Tool SP-5511, and start them in clutch retainer edge of seals for easier installation of piston assem-
bore. bly. Place piston assembly in retainer and carefully
(4) Install handle in the installer. Drive bushing into seat piston in bottom of retainer.
clutch retainer until tool bottoms. (3) Refer to "Specifications" and install proper
(5) Thoroughly clean clutch retainer before as- number of springs on piston exactly as shown in Fig.
sembly and installation. 25 or 26. Position spring retainer and snap ring over
the springs. Compress springs with Tool C-3863-A (Fig.
Assembly 23), and seat snap ring in hub groove. Remove com-
(1) Lubricate and install inner seal on hub of pressor tool.
clutch retainer. Make sure lip of seal faces down and (4) Lubricate all clutch plates, install one steel
is properly seated in the groove. plate followed by a lined plate (disc) until the num-
(2) Install outer seal on the clutch piston, with lip ber given in the chart is installed. Install pressure
of seal toward bottom of clutch retainer. Apply a plate and snap ring. Make sure snap ring is properly
seated.
TOOL HANDLE SP-3549
REMOVER HEAD SP-3629
(5) Push downward on pressure plate and insert a
feeler gauge between pressure plate and waved snap
FRONT CLUTCH RETAINER
REMOVAL ring to measure maximum clearance where snap ring
is waved away from pressure plate (Fig. 21). See
"Specifications" for allowed clearance.

TOOL HANDLE SP-3549 INSTALLING HEAD

SP-5511

INSTALLATION

ND35OB

F¡g. 24—Replacing Front Clutch Retainer Bushing

(A-727) F¡g. 26—Front Clutch Spring Location (Ì3 Springs)

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21-110 TORQUEFLITE—TRANSMISSION

REAR CLUTCH—A-904 shaft and piston retainer for wear or broken locks,
make sure they turn freely in the grooves. Do not
Disassembly remove rings unless conditions warrant. Inspect rear
Figure 27 shows a disassembled view of the rear clutch to front clutch thrust washer for wear. Washer
clutch assembly. thickness should be .061 to .063 inch, replace if neces-
(1) Remove large selective snap ring that secures sary.
pressure plate in clutch piston retainer. Lift pressure
plate, clutch plates, and inner pressure plate out of Assembly
the retainer. (1) If removed, press input shaft into piston re-
(2) Carefully pry one end of wave spring out of its tainer and install snap ring.
groove in clutch retainer, then remove wave spring, (2) Lubricate and install inner and outer seals on
and clutch piston spring. clutch piston. Make sure lip of seals face toward head
(3) Invert clutch piston retainer assembly and of clutch retainer, and are properly seated in piston
bump it on a wood block to remove piston. Remove grooves (Fig. 27).
seals from piston. (3) Place piston assembly in retainer and, with a
(4) If necessary, remove snap ring and press in- twisting motion, seat piston in bottom of retainer.
put shaft from piston retainer. (4) Place clutch piston spring on top of piston in
clutch retainer. Start one end of wave spring in re-
Inspection tainer groove (Fig. 28), then progressively push or
Inspect facing material on all driving discs. Replace tap spring into place making sure it is fully seated in
discs that are charred, glazed or heavily pitted. Discs the groove.
should also be replaced if they show evidence of ma- (5) Install inner pressure plate in clutch retainer
terial flaking off or if facing material can be scraped with raised portion of plate resting on the spring.
off easily. Inspect driving disc splines for wear or (6) Lubricate all clutch plates, install one lined disc
other damage. Inspect steel plate and pressure plate followed by a steel plate until all plates are installed.
surface for burning, scoring or damaged driving lugs. Install outer pressure plate and selective snap ring.
Replace if necessary. Inspect plates and discs for flat- (7) Measure rear clutch plate clearance by having
ness, they must not be warped or cone-shaped. an assistant press down firmly on outer pressure
Inspect steel plate lug grooves in clutch retainer plate, then insert a feeler gauge between the plate
for smooth surfaces, plates must travel freely in the and snap ring (Fig. 29).
grooves. Note ball check in clutch retainer, make sure The clearance should be from .032 to .055 inch. If
ball moves freely. Inspect seal rings surfaces in clutch necessary, install a new snap ring of proper thickness
retainer for nicks or deep scratches, light scratches to obtain specified clearance. Low limit clearance is
will not interfere with sealing of the neoprene rings. desirable. Rear clutch plate clearance is very impor-
Inspect neoprene seal rings for deterioration, wear tant in obtaining proper clutch operation. Clearance
and hardness. Inspect piston spring and wave spring can be adjusted by the use of various thickness outer
for distortion or breakage. snap rings. Snap rings are available in .060, 068 and
Inspect interlocking seal rings (Fig. 27) on input .076 inch thickness.

PISTON SEAL (OUTER) DRIVING DISCS SNAP RING

(SELECTIVE)
WAVE SPRING

LARGE
SEAL RING

SMALL
SEAL RING
INPUT SHAFT

PRESSURE
SNAP RING SPRING PRESSURE PLATE PLATE
# 2 THRUST WASHER PISTON SEAL (INNER)
CLUTCH PLATES NN86B

F¡g. 27-Rear Clutch Disassembled (A-904)

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 •TORQUEFLITE—TRANSMISSION 21-111
PISTON SPRING W A V E SPRING SELECTIVE
SNAP RING
SPACER RING
(A-727
ONLY)

NK1387B

Fig. 28—Installing Rear Clutch Spring, Spacer Ring

and Wave Spring FEELER
GAUGE
REAR CLUTCH—A-727
Disassembly ND3
Figure 30 shows a disassembled view of the rear
clutch assembly. Fig. 29—Measuring Rear Clutch Plate Clearance
(1) Remove large selective snap ring that secures (4) If necessary, remove snap ring and press input
pressure plate in clutch retainer. Lift pressure plate, shaft from clutch piston retainer.
clutch plates, and inner pressure plate out of the
retainer. Inspection
(2) Carefully pry one end of wave spring out of its Inspect plates and discs for flatness. They must not
groove in clutch retainer, then remove wave spring, be warped or cone shaped.
spacer ring and clutch piston spring. Inspect facing material on all driving discs. Replace
(3) Invert clutch piston retainer assembly and discs that are charred, glazed or heavily pitted. Discs
bump it on a wood block to remove piston. Remove should also be replaced if they show evidence of ma-
seals from the piston. terial flaking off or if facing material can be scraped
SNAP RING
(SELECTIVE)
DRIVING
PRESSURE DISCS
PISTON SPRING PLATE

PISTON RETAINER

CLUTCH RETAINER
PRESSURE
PLATE
CLUTCH
PLATES

W A V E SPRING

SPACER RING
(NYLON)

PISTON SEAL
(OUTER)

# 2 THRUST
WASHER ND165B

Fig. 30-Rear Clutch Disassembled (A-727)

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21-112 TORQUEFUTE—TRANSMISSION

off easily. Inspect driving disc splines for wear or with chips. Be sure no chips are lodged next to the
other damage. Inspect steel plate and pressure plate steel ball.
surfaces for burning, scoring or damaged driving (7) Slide a new bushing on installing head Tool
lugs. Replace if necessary. SP-3636 and start them in the bore of input shaft.
Inspect steel plate lug grooves in clutch retainer (8) Stand input shaft upright on a clean smooth
for smooth surfaces, plates must travel freely in the surface and install handle Tool SP-3549 or C-4171 in
grooves. Note ball check in the piston, make sure ball the installing head (Fig. 31). Drive bushing into shaft
moves freely. Inspect seal surfaces in clutch retainer until tool bottoms.
for nicks or deep scratches, light scratches will not (9) Thoroughly clean input shaft and clutch piston
interfere with sealing of neoprene seals. Inspect neo- retainer before assembly and installation.
prene seals for deterioration, wear, and hardness. In-
spect piston spring, wave spring, and spacer for distor- Assembly
tion or breakage. (1) If removed, press input shaft into clutch piston
Inspect interlocking seal rings (Fig. 30) on input retainer and install snap ring.
shaft for wear or broken locks, make sure they turn (2) Lubricate and install inner and outer seals on
freely in the grooves. Do not remove rings unless clutch piston. Make sure lip of seals face toward head
conditions warrant. Inspect bushing in input shaft for of clutch retainer, and are properly seated in piston
wear or scores. Inspect rear clutch to front clutch grooves (Fig. 30).
thrust washer for wear. Washer thickness should be (3) Place piston assembly in retainer and, with a
.061 to .063 inch, replace if necessary. twisting motion, seat piston in bottom of the re-
tainer.
Input Shaft Bushing Replacement (A-727 (4) Position clutch retainer over piston retainer
only) splines and support the assembly so clutch retainer
(1) Clamp input shaft in a vise with soft jaws, remains in place.
being careful not to clamp on seal ring lands or bear- (5) Place clutch piston spring and spacer ring on
ing journals. top of piston in clutch retainer, make sure spring and
(2) Assemble remover Tool SP-3630, cup Tool SP- spacer ring are positioned in the retainer recess.
3633, and hex nut Tool SP-1191 (Fig. 31). Start one end of wave spring in retainer groove (Fig.
(3) With cup held firmly against clutch piston re- 28), then progressively push or tap spring into place
tainer, thread remover into bushing as far as possible making sure it is fully seated in the groove.
by hand. (6) Install inner pressure plate in clutch retainer
(4) Using a wrench, screw remover into bushing 3 with raised portion of plate resting on the spring.
to 4 additional turns to firmly engage threads in the (7) Lubricate all clutch plates, install one lined
bushing. disc followed by a steel plate until all plates are in-
(5) Turn hex nut down against cup to pull bushing stalled. Install outer pressure plate and selective snap
from input shaft. ring.
(6) Thoroughly clean input shaft to remove chips (8) Measure rear clutch plate clearance by having
made by remover threads. Make certain small lubri- an assistant press downward firmly on outer pressure
plate, then insert a feeler gauge between the plate
cation hole next to ball in end of shaft is not plugged
and snap ring (Fig. 29). The clearance should be
HEX NUT SP-1191 TOOL HANDLE
from .025 to .045 inch. If necessary, install a new snap
SP-3549 ring of proper thickness to obtain specified clearance.
REMOVER Low limit clearance is desirable. Rear clutch plate
REMOVAL
SP-3630 clearance is very important in obtaining proper clutch
operation. The clearance can be adjusted by the use
CUP SP-3633
of various thickness outer snap rings. Snap rings are
INSTALLING available in .060, .074, .088 and .106 inch thickness.
HEAD
SP-3636·^
PLANETARY GEAR TRAIN A-904
End Play
Measure end play of planetary gear assemblies, sun
INPUT
gear and driving shell before removing these parts
STEEL BALL from output shaft. Stand assembly upright with for-
SHAFT
ward end of output shaft on a wood block so that all
ND351A
parts will move forward against selective snap ring at
Fig. 31 -Replacing Input Shaft Bushing (A-727) front of shaft. Insert a feeler gauge between rear

MyMopar.com
 TORQUEFLITE—TRANSMISSION 21-113

front annulus gear and support off planetary gear

set. Remove thrust washer from rear side of plane-
OUTPUT SHAFT
tary gear set. If necessary, remove snap ring from
REAR ANNULUS GEAR front of annulus gear to separate support from annu-
lus gear.
REAR PLANETARY
GEAR ASSEMBLY (4) Slide sun gear, driving shell and rear planetary
assembly off the output shaft.
(5) Lift sun gear and driving shell off rear plane-
tary assembly. Remove snap ring and steel washer
from sun gear (rear side of driving shell). Slide sun
gear out of driving shell, and remove snap ring and
DRIVING steel washer from opposite end of sun gear if neces-
SHELL sary.
(6) Remove thrust washer from forward side of
rear planetary assembly and remove planetary gear
set and thrust plate from rear annulus gear. If neces-
NK292 sary, remove snap ring from rear of annulus gear to
Fig. 32—Measuring End Piay of Planetary Gear separate support from annulus gear.
Train
Inspection
annulus gear support hub and shoulder on output
Inspect bearing surfaces on output shaft for nicks,
shaft. (Fig. 32). The clearance should be .006 to .033 burrs, scores or other damage. Light scratches, small
inch. If clearance exceeds specifications, replace nicks or burrs can be removed with crocus cloth or a
thrust washers and/or necessary parts. fine stone. Inspect speedometer drive gear for any
nicks or burrs, and remove with a sharp edged stone.
Disassembly Make sure all oil passages in shaft are open and
(1) Remove selective thrust washer from forward clean.
end of output shaft (Fig. 33). Inspect bushings in sun gear for wear or scores,
(2) Remove selective snap ring from forward end replace sun gear assembly if bushings are damaged.
of output shaft, then slide front planetary assembly Inspect all thrust washers for wear and scores, re-
off the shaft. place if damaged or worn below specifications. In-
(3) Remove snap ring and thrust washer from for- spect thrust faces of planetary gear carriers for wear,
ward hub of front planetary gear assembly, slide scores or other damage, replace as required. Inspect

FRONT PLANETARY GEAR ASSEMBLY

SNAP RING (SELECTIVE)
# 4 THRUST WASHER DRIVING SHELL
REAR PLANETARY GEAR ASSEMBLY
#6 THRUST PLATE (STEEL)

SNAP RING
REAR ANNULUS GEAR
SNAP RINGS
REAR ANNULUS
GEAR SUPPORT
FRONT ANNULUS
GEAR SUPPORT
SNAP RING
FRONT ANNULUS GEAR LOW AND
# 5 THRUST WASHER REVERSE DRUM

#3 THRUST WASHER
(SELECTIVE)

OUTPUT SHAFT
PB355A

Fig. 33-Planetary Gear Train and Output Shaft Disassembled (A'9O4)

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21-114 TORQUEFLITE—TRANSMISSION
planetary gear carrier for cracks and pinions for bro- can be adjusted by the use of various thickness snap
ken or worn gear teeth, and for broken pinion shaft rings. Snap rings are available in .040, .048 and .059
lock pins. Inspect annulus gear and driving gear teeth inch thickness.
for damage. Replace distorted lock rings.
PLANETARY GEAR TRAIN—A-727
Assembly
Refer to Figure 33 for parts reference. End Play
(1) Place rear annulus gear support in annulus Measure end play of planetary gear assemblies, sun
gear and install snap ring. gear and driving shell before removing these parts
(2) Position rear planetary gear assembly in rear from output shaft. Stand assembly upright with for-
annulus gear and place thrust washer on front side of ward end of output shaft on a wood block so that all
planetary gear assembly. parts will move forward against selective snap ring at
(3) Insert output shaft in rear opening of rear front of shaft. Insert a feeler gauge between rear
annulus gear. Carefully work shaft through annulus annulus gear support hub and shoulder on output
gear support and planetary gear assembly. Make sure shaft (Fig. 32). The clearance should be .010 to .025
shaft splines are fully engaged in splines of annulus inch. If clearance exceeds specifications replace thrust
gear support. washers and/or necessary parts.
(4) Install steel washer and snap ring on one end
of sun gear. Insert sun gear through front side of Disassembly
driving shell, install rear steel washer and snap ring. (1) Remove thrust washer from forward end of
(5) Carefully slide driving shell and sun gear as- output shaft (Fig. 34).
sembly on the output shaft, engaging sun gear teeth (2) Remove selective snap ring from forward end
with rear planetary pinion teeth. of output shaft, then slide front planetary assembly
(6) Place front annulus gear support in the annu- off the shaft.
lus gear and install snap ring. (3) Slide front annulus gear off planetary gear set.
(7) Position front planetary gear assembly in Remove thrust washer from rear side of planetary
front annulus gear, place thrust washer over plane- gear set.
tary gear assembly hub and install snap ring. Position (4) Slide sun gear, driving shell and rear planetary
thrust washer on rear side of planetary gear assem- assembly off output shaft.
bly. (5) Lift sun gear and driving shell off rear plane-
(8) Carefully work front planetary and annulus tary gear assembly. Remove thrust washer from in-
gear assembly on output shaft, meshing planetary side the driving shell. Remove snap ring and steel
pinions with sun gear teeth. washer from sun gear (rear side of driving shell) and
(9) With all components properly positioned, in- slide sun gear out of the shell. Remove front snap
stall selective snap ring on front end of output shaft. ring from sun gear if necessary. Note that front end
Remeasure end play of the assembly. The clearance of sun gear is longer than rear.
FRONT
SNAP RING ANNULUS GEAR DRIVING SHELL
(SELECTIVE) ASSEMBLY # 5 THRUST
# 6 THRUST REAR
'WASHER
PLATE (STEEL) PLANETARY GEAR
ASSEMBLY
# 7 THRUST REAR ANNULUS
WASHER GEAR ASSEMBLY

FRONT
PLANETARY GEAR
ASSEMBLY

# 3 THRUST
WASHER

OUTPUT SHAFT L O W A N D REVERSE DRUM

NK144C

Fig. 34—Planetary Gear Train and Output Shaft Disassembled (A-727)

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¤. TORQUEFLITE—TRANSMISSION 21-115

(6) Remove thrust washer from forward side of they must be free of flat spots and chipped edges.
rear planetary gear assembly, remove planetary Inspect roller contacting surfaces in the cam and race
gear set and thrust plate from rear annulus gear. for brinelling. Inspect roller springs for distortion,
wear or other damage.
Inspection A-727: Inspect cam set screw for tightness. If
Inspect bearing surfaces on output shaft for nicks, loose, tighten and restake the case around screw.
burrs, scores or other damage. Light scratches, small
nicks or burrs can be removed with crocus cloth or a Overrunning Clutch Cam Replacement—
fine stone. Inspect speedometer drive gear for any A-904
nicks or burrs, and remove with a sharp edged stone. If overrunning clutch cam or spring retainer are
Make sure all oil passages in shaft are open and found damaged, they can be replaced with a service
clean. replacement cam, spring retainer, and retaining bolts
Inspect bushings in sun gear for wear or scores, (Fig. 35).
replace sun gear assembly if bushings are damaged. The service parts are retained in the case with
Inspect all thrust washers for wear and scores, re- bolts instead of rivets. To install, proceed as follows:
place if damaged or worn below specifications. In- (1) Remove four bolts securing output shaft sup-
spect thrust faces of planetary gear carriers for wear, port to rear of the transmission case. Tap support
scores or other damage, replace as required. Inspect rearward out of the case with a soft faced hammer.
planetary gear carrier for cracks and pinions for bro- (2) Center punch the rivets exactly in center of
ken or worn gear teeth and for broken pinion shaft each rivet head (Fig. 36).
lock pins. Inspect annulus gear and driving gear teeth (3) Drill through each rivet head with a 3/8 inch
for damage. Replace distorted lock rings. drill. Be careful not to drill into the transmission
case. Chip off rivet heads with a small chisel, then
Assembly drive rivets and cam from the case with a blunt
Refer to Figure 34 for parts identification. punch of proper size.
(1) Install rear annulus gear on the output shaft. (4) Carefully enlarge rivet holes in the case with a
Apply a thin coat of grease on thrust plate, place it 17/64 inch drill. Remove all chips and foreign matter
on the shaft and in the annulus gear making sure from the case, make sure cam area is free of chips
teeth are over the shaft splines. and burrs.
(2) Position rear planetary gear assembly in the (5) To install, position cam and roller spring re-
rear annulus gear. Place thrust washer on front side tainer in the case. Align cam bolt holes with holes in
of planetary gear assembly. the case, then thread all seven retaining bolt and
(3) Install snap ring in front groove of sun gear washer assemblies into cam a few turns. The cone
(long end of gear). Insert sun gear through front side washers must be installed so inner diameter is coned
of driving shell, install rear steel washer and snap toward the bolt head (Fig. 37).
ring. (6) Tap cam firmly into the case if necessary.
(4) Carefully slide driving shell and sun gear as- Draw retaining bolts down evenly, then tighten to 100
sembly on output shaft, engaging sun gear teeth with inch-pounds.
rear planetary pinion teeth. Place thrust washer in- (7) Screw two pilot studs, Tool C-3288-B into the
side the front driving shell. case (Fig. 38). Position support over the pilot studs,
(5) Place thrust washer on rear hub of front plan-
etary gear set, then slide assembly into front annulus
gear.
(6) Carefully work front planetary and annulus
gear assembly on output shaft, meshing planetary
pinions with the sun gear teeth.
(7) With all components properly positioned, in- BOLT A N D
stall selective snap ring on front end of output shaft. WASHER (7)
Remeasure end play of the assembly. The clearance
can be adjusted by the use of various thickness snap
rings. Snap rings are available in .048, .055 and .062
inch thickness.
SPRING
OVERRUNNING CLUTCH CAM
RETAINER ND28B

Inspection Fig, 35—Overrunning Clutch Service Replacement

Inspect clutch rollers for smooth round surfaces, Cam (A-904)

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21-116 TORQUEFLITE—TRANSMISSION

PILOT STUDS (TOOL)

CENTER PUNCH
7 RIVET HEADS
OUTPUT SHAFT
SUPPORT

NN89
Fig. 36-Center Punch Rivet Heads (A-904)
Fig. 38-1 nstailing Output Shaft Support (A-904)
and tap it firmly into the case with a soft faced ham- If the support requires replacement, tap support
mer.
rearward with a soft faced hammer. To install, screw
(8) Remove pilot studs, install bolts and tighten to
150 inch-pounds. two C-3288-B pilot studs into the case (Fig. 40). Posi-
tion support over the pilot studs, and tap it firmly into
Overrunning Clutch Cam the case with a soft faced hammer.
Replacement—A-7 27 (3) Clean all burrs and chips from cam area in the
If overrunning clutch cam and/or roller spring re- case.
tainer are found damaged, replace cam and spring (4) Place spring retainer on the cam, making sure
retainer in the following manner: retainer lugs snap firmly into notches on the cam.
(1) Remove set screw from the case below clutch (5) Position cam in the case with cam serrations
cam. aligned with those in the case. Tap cam evenly into
(2) Remove four bolts securing output shaft sup- the case as far as possible with a soft faced hammer.
port to rear of transmission case. Insert a punch (6) Install Tool C-3863-A and Adapter SP¯5I24 as
through bolt holes and drive cam from the case (Fig. shown in Figure 41, tighten nut on tool to seat cam
39). Alternate punch from one bolt hole to another so into the case. Make sure cam is firmly bottomed, then
cam will be driven evenly from the case. install cam retaining set screw. Stake the case around
IMPORTANT: The output shaft support must be in set screw to prevent it coming loose.
the case to install the overrunning clutch cam. (7) Remove cam installing tool. Remove pilot studs,
install bolts and tighten to 150 inch-pounds. Stake

CAM
RETAINING
BOLTS (7)
¡\ V NN129 p
NN88A

Fig. 37-Cam Retaining Bolts Installed (A-904) Fig. 39—Removing Overrunning Clutch Cam (A-727)

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 T0RQUEFL1TE—TRANSMISSION 21-117

PILOT
STUDS

OUTPUT
SHAFT
SUPPORT

NN130
LOW AND
REVERSE LINK
Fig. 40-lnstalling Output Shaft Support (A-727)
the case around cam in twelve places with a blunt
chisel (Fig. 42). HUB (RACE)

KICKDOWN SERVO AND BAND ND14A

The servo in (Fig. 43) is used in all A-904 trans- fig, 42—Overrunning Clutch, Low and Reverse Band
Link
missions. A-727 transmissions used on 440-4 dual ex-
haust engines also use this servo. Inspect piston bore in the case for scores or other
The controlled load servo (Fig. 44) is used in all damage. Inspect fit of guide on piston rod. Inspect
A-727 transmissions except the dual exhaust 440-4 piston spring for distortion.
engines. If equipped with controlled load servo piston, in-
spect bore in piston and " 0 " ring on piston rod.
Disassembly Inspect band lining for wear and bond of lining to
Disassemble controlled load servo piston by remov- the band. Inspect lining for black burn marks, glaz-
ing small snap ring from servo piston. Then remove ing, non-uniform wear pattern and flaking. If lining is
washer, spring and piston rod from servo piston. worn so grooves are not visible at ends or any portion
of the bands, replace the band. Inspect band for dis-
Inspection tortion or cracked ends.
Inspect piston and guide seal rings for wear, and
make sure they turn freely in the grooves. It is not Assembly
necessary to remove seal rings unless conditions war- Assemble controlled load servo piston as follows
rant. Inspect piston for nicks, burrs, scores and wear. (Fig. 44).
(1) Grease " 0 " ring and install on piston rod.
(2) Install piston rod into servo piston.
(3) Install spring, flat washer and snap ring to
complete the assembly.
TOOL
SEAL RING OUTER
SPRING PISTON ROD
f SEAL
RINGS (2)

SNAP
RING

PISTON ROD GUIDE PISTON' ND168B

Fig. 41—Installing Overrunning Clutch Cam (A-727) Fig. 43-Kickdown Servo

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21-118 TORQUEFLITE—TRANSMISSION

PISTON RINGS (2) PISTON ROD IMPORTANT: Use only "DEXRON" type Automatic
SERVO PISTON SPRING Transmission Fluid to lubricate transmission parts
WASHER
"O" RING during assembly.
.SNAP RING

PISTON ROD GUIDE Overrunning Clutch

(1) With transmission case in an upright position,
insert clutch hub inside the cam. Install overrunning
clutch rollers and springs exactly as shown in Figure
PISTON ROD
42.
SERVO SPRING Low Reverse Servo and Band
SEAL RING (1) Carefully work servo piston assembly into the
case with a twisting motion. Place spring, retainer
SNAP RJNG Pß348 and snap ring over the piston (Fig. 45).
F¡g. 44-Kickdown Servo (Controlled Load) (2) Compress low and reverse servo piston spring
by using engine valve spring compressor Tool C-
LOW—REVERSE SERVO AND BAND 3422-A, then install snap ring.
Disassembly (3) Position rear band in the case, install short
strut, then connect long link and anchor to the band
(1) Remove snap ring from piston and remove the
(Fig. 46). Screw in band adjuster just enough to hold
piston plug and spring (Fig. 45).
strut in place. Install low-reverse drum.
Inspection A-727: Be sure long link and anchor assembly is
Inspect seal for deterioration, wear and hardness. installed, as shown in Figure 42 to provide running
Inspect piston and piston plug for nicks, burrs, scores clearance for the low and reverse drum.
and wear; piston plug must operate freely in the
piston. Inspect piston bore in the case for scores or Low-Reverse Band A-9O4-LA (318 Cu. In.
other damage. Inspect springs for distortion. Engine Only)
Inspect band lining for wear and bond of lining to This transmission has a double-wrap band support-
the band. If lining is worn so grooves are not visible ed at two points by a band reaction pin in the case
at ends or any portion of the band, replace the band. and acted upon at one point by the servo lever adjust-
Inspect band for distortion or cracked ends. ing screw (Fig. 47 and 48).
(1) Push band reaction pin (with new "0" ring)
Assembly into case flush with gasket surface.
(1) Lubricate and insert piston plug and spring in (2) Place band into case resting two lugs against
the piston, and secure with snap ring. band reaction pin.
ADJUSTING SCREW A N D LOCKNUT
ASSEMBLY—SUB-ASSEMBLY INSTALLATION LEVER
LEVER (SHORT)
The assembly procedures given here include instal-
lation of sub-assemblies in the transmission case and
adjusting input shaft end play. Do not use force to
assemble mating parts. If parts do not assemble free-
ly investigate the cause, and correct the trouble be-
fore proceeding with assembly procedures. Always
use new gaskets during assembly operations.
SEAL RING PISTON SPRING

BAND
PLUG SPRING SPRING RETAINER SNAP RING
LINK A N D ANCHOR
SNAP RING NP147 ND21

Fig. 45-Low and Reverse Servo F¡g. 46-Low-Reverse Band and Linkage

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 -TORQUEFLITE—TRANSMISSION 21-119

CAUTION: Be very careful not to damage ground

surfaces on output shaft during installation.

Front and Rear Clutch Assemblies

The front and rear clutches, front band, oil pump
and reaction shaft support are more easily installed
with transmission in an upright position.
One method to support transmission, is outlined in
Steps 1 and 2.
(1) Cut a 3-1/2 inch diameter hole in a bench, in
the end of a small oil drum or a large wooden box
strong enough to support transmission. Cut or file
notches at edge of the 3-1/2 inch hole so output shaft
support will fit and lay flat in the hole.
(2) Carefully insert output shaft into hole to sup-
port the transmission upright, with its weight resting
BAND REACTION PIN NR171 on flange of the output shaft support.
(3) A-904: Apply a coat of grease to selective
Fig. 47—Double Wrap Band Linkage—Installed
(A-9O4-LA Transmission Only) thrust washer (Fig. 33) and install washer on front
end of the output shaft. If input shaft end play was
(3) Install low-reverse drum into overrunning not within specifications (.022 to .091 inch), when
clutch and band. tested before disassembly, replace thrust washer with
(4) Install operating lever with pivot pin flush in one of proper thickness. Refer to thrust washer num-
case and adjusting screw touching center lug on band. ber 3 in "Specifications" for sizes available.
A-727: Apply a coat of grease on the input to out-
Kickdown Servo (Figs. 43 or 44) put shaft thrust washer Number 3 (Fig. 34), and in-
(1) Carefully push servo piston into the case bore. stall washer on front end of the output shaft.
Install piston rod, springs and guide. The outer spring NOTE: A special steel and bronze washer with tabs is
(Fig. 43) is not used for 6 cylinder engines. used at this number 3 location in transmissions ap-
(2) Compress kickdown servo springs by using plied to 440 cu. in. dual exhaust engines. This washer
engine valve spring compressor Tool C-3422¯A, then must be installed in notches on rear clutch retainer
install snap ring. with grease to hold it during assembly.
(4) Align front clutch plate inner splines, and
Planetary Gear Assemblies, Sun Gear, and place assembly in position on the rear clutch. Make
Driving Shell sure front clutch plate splines are fully engaged on
(1) While supporting assembly in the case, insert rear clutch splines.
output shaft through rear support. Carefully work (5) Align rear clutch plate inner splines, grasp in-
assembly rearward engaging rear planetary carrier put shaft and lower the two clutch assemblies into
lugs into low-reverse drum slots. the transmission case.
(6) Carefully work clutch assemblies in a circular
ADJUSTING SCREW
motion to engage rear clutch splines over splines of
LOCK NUT front annulus gear. Make sure front clutch drive lugs
are fully engaged in slots in the driving shell.
LEVER

Front Band
Figure 49 shows a disassembled view of the kick-
down band assembly.
PIVOT PIN (1) Slide band over front clutch assembly.
(2) Install band strut, screw in adjuster just
enough to hold strut and anchor in place.

Oil Pump and Reaction Shaft Support

" O " RING
If difficulty was encountered in removing pump
assembly due to an exceptionally tight fit in the case,
BAND REACTION PIN NR170 it may be necessary to expand the case with heat
Fig. 48-Double Wrap Band and Linkage- during pump installation. Using a suitable heat lamp,
Disassembled (A-9O4-LA Transmission Only) heat the case in area of pump for a few minutes
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21-120 TORQUEFLITE—TRANSMISSION

PLUG REACTION
STRUT SHAFT
ANCHOR (A-727 ONLY)
INPUT
SHAFT

ADJUSTING SCREW
AND LOCKNUT

PILOT
STUDS
(TOOL)
PB349

Fig. 50—Installing Pump and Reaction Shaft Support

ND17B Assembly

Fig. 49-fífcfcdowit Bond and Linkage

SPRING
prior to installing pump and reaction shaft support
assembly.
A-904: Install number one thrust washer on reac-
tion shaft support hub (Fig. 9).
A-727: If input shaft end play was not within spec- SEAL RINGS
ifications (.036-.082 inch) when measured before NR169
disassembly, replace thrust washer on reaction shaft
support hub with one of proper thickness (Fig. 14). Fig. 51—Accumulator Piston and Spring
Refer to thrust washer number one in "Specifications" shaft, then slide assembly into place. Install snap ring
for sizes available. behind the governor body. Tighten body to support
(1) Screw two pilot studs, Tool C-3288-B in pump bolts to 100 inch-pounds. Bend ends of lock straps
opening in the case (Fig. 50). Install a new gasket against bolt heads.
over the pilot studs. (¾) Place governor valve on valve shaft, insert as-
(2) Place a new rubber seal ring in the groove on
outer flange of pump housing. Make sure seal ring is
not twisted. Coat seal ring with grease for easy in- TOOL
stallation.
(3) Install pump assembly in the case; tap it light-
ly with a soft mallet, if necessary. Place deflector
over vent opening and install four pump body bolts.
(The A-904 does not use a deflector over vent open-
ing.) Remove pilot studs, install remaining bolts and
snug down evenly.
Rotate input and output shafts to see if any bind-
ing exists, then tighten bolts to 175 inch-pounds.
Check shafts again for free rotation. ALIGNMENT
(4) Adjust both bands as described in "Maintenance HOLES
and Adjustments" Section. VERTICAL

Governor and Support

(1) Position support and governor body assembly ND169A
on the output shaft. Align assembly so governor valve
shaft hole in governor body aligns with hole in output Fig. 52—Aligning Pump Rotors

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 TORQUEFUTE—TRANSMISSION 21-121
— DRAIN PLUG

ND6

Fig. 53—Measuring Converter for Full Engagement in

Transmission 'V" MARK
ND10
sembly into body and through governor weights. In-
stall valve shaft retaining snap ring. Fig. 54-Converter and Drive Plate Markings
its outer race ring groove toward front. Press or tap
Output Shaft Bearing and Extension Housing bearing tight against front snap ring (or shoulder on
(1) Install a snap ring in the front groove (A-727 A-904) then install rear snap ring.
only) on output shaft. Install bearing on shaft with (2) Place a new extension housing gasket on the
TRANSMISSION EXTENSION
HOUSING

SPACER (2)

TIGHTENING TORQUE
BOLT (2)
50 FT. LBS.

30 FT. LBS.

<§> 50 FT. LBS.

PF335

Fig. 55—Center Crossmember and Rear Engine Mount (Carline V,L)

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21-122 TORQUEFUTE—TRANSMISSION ¯¤
transmission case. Position output shaft bearing re- toward center of transmission while exerting rear-
taining snap ring in the extension housing. Spread ward pressure on rod to force it past the sprag (ro-
snap ring as far as possible then carefully tap exten- tate output shaft if necessary).
sion housing into place. Make sure snap ring is fully (5) Place valve body manual lever in LOW posi-
seated in the bearing groove. tion. Place valve body in its approximate position in
(3) Install and tighten extension housing bolts to the case, connect parking lock rod to manual lever
24 foot-pounds. and secure with E-clip. Align valve body in the case,
(4) Install gasket, plate and two screws on bottom install retaining bolts finger tight.
of extension housing mounting pad. (6) With neutral starting switch installed, place
(5) Install speedometer pinion and adapter assem- manual valve in the neutral position. Shift valve body
bly. if necessary to center neutral finger over the neutral
IMPORTANT: Measure input shaft end play as de- switch plunger. Snug bolts down evenly, then tighten
scribed under "Disassembly—Sub-Assembly Re- to 100 inch-pounds.
moval/' Correct if necessary (Fig. 5). (7) Install gearshift lever and tighten clamp bolt.
Check lever shaft for binding in the case by moving
Valve Body Assembly and
Accumulator Piston lever through all detent positions. If binding exists,
(1) Clean mating surfaces and inspect for burrs on loosen valve body bolts and re-align.
both the transmission case and valve body steel plate. (8) Install flat washer and throttle lever, then
(2) Install accumulator piston in transmission case tighten lever clamp bolt.
and place piston spring on the accumulator piston (9) Install oil pan, using a new gasket. Tighten
(Fig. 51). Install spring first and then piston, when pan bolts to 150 inch-pounds.
equipped with dual exhaust 440 cu. in. 4 BBL. engine.
(3) Make sure Back-up Light and Neutral Start TRANSMISSION, CONVERTER AND DRIVE
Switch has been removed. PLATE INSTALLATION
(4) Insert parking lock rod through opening in The transmission and converter must be installed as
rear of case with the knob positioned against the an assembly; otherwise, the converter drive plate,
reaction plug and sprag. Move front end of rod pump bushing, and oil seal will be damaged. The
TRANSMISSION EXTENSION
HOUSING

TIGHTENING TORQUE
BOLT (2) 50 FT. LBS.

30 FT. LBS.
50 FT. LBS.

PY171A

Fig. 56—Center Crossmember and Rear Engine Mount (Cariine B,J,R,W)

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 TORQUEFLITE—TRANSMISSION 21-123
drive plate will not support a load; therefore, none of The offset holes in plate are located next to 1/8 inch
the weight of transmission should be allowed to rest hole in the inner circle of plate. A stamped V mark
on the plate during installation. identifies the offset hole in converter front cover
(1) Rotate pump rotors with Tool C-3756 (A-904) (Fig. 54). Carefully work transmission assembly for-
or Tool C-3881 (A-727) until the two small holes in ward over engine block dowels with converter hub
handle are vertical (Fig. 52). entering the crankshaft opening.
(2) Carefully slide converter assembly over input (7) After transmission is in position, install con-
shaft and reaction shaft. Make sure converter hub verter housing bolts and tighten to 28 foot-pounds. If
slots are also vertical and fully engage pump inner so equipped, reinstall vibration dampener weight on
rotor lugs. rear of extension housing. Carlines R, W and Y, be-
Test for full engagement by placing a straight edge cause of torsion bar crossmember, require removal of
on face of the case (Fig. 53). The surface of convert- this weight for clearance during transmission removal
er front cover lug should be at least 1/2 inch to rear and installation.
of straight edge when converter is pushed all way (8) Install crossmember to frame and lower trans-
into the transmission. mission to install mount on extension to the cross-
(3) Attach a small "C" clamp to edge of converter member. Tighten bolts as noted (Fig. 55, 56 or 57).
housing to hold converter in place during transmis- (9) The engine support fixture (Fig. 1), may now
sion installation. be removed.
(4) Inspect converter drive plate for distortion or (10) Install oil filler tube and speedometer cable.
cracks and replace if necessary. Torque drive plate to (11) Connect throttle rod to transmission lever.
crankshaft bolts to 55 foot-pounds. When Drive Plate (12) Connect gearshift rod and torque shaft as-
replacement has been necessary, make sure both sembly to transmission lever and frame.
transmission dowel pins are in engine block and they (13) Place wire connector on the combination
are protruding far enough to hold transmission in back-up light and neutral/park starter switch.
alignment. (14) Carefully guide sliding yoke into extension
(5) Coat converter hub hole in crankshaft with housing and on the output shaft splines. Align marks
Multi-Purpose grease. Place transmission and convert- made at removal then connect propeller shaft to rear
er assembly on a service jack and position assembly axle pinion shaft yoke.
under vehicle for installation. Raise or tilt as neces- (15) Rotate engine clockwise with socket wrench
sary until transmission is aligned with engine. on vibration dampener bolt, as needed to install con-
(6) Rotate converter so mark on converter (made verter to drive plate bolts, matching marks made at
during removal) will align with mark on drive plate. removal. Tighten to 270 inch-pounds.

TRANSMISSION EXTENSION
HOUSING

REAR MOUNT

NU48B

Fig. 57—Center Crossmember and Rear Engine Mount (Carline P,D,C,Y)

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21-124 SPECIFICATIONS
(16) Install converter access cover. strut to engine bolts.
(17) Install starter motor and cooler line bracket. (20) Replace exhaust system if it was disturbed
(18) Tighten cooler lines to transmission fittings. for clearance.
(19) Install engine to transmission struts, if so (21) Adjust shift and throttle linkage.
equipped. (22) Refill transmission with "DEXRON" type au-
T¡ghten bolts holding strut to transmission before tomatic transmission fluid.

SPECIFICATIONS
3-SPEED TRANSMISSION
(A-250 6 CYL ONLY)
Engine Displacement (Cu. In.) 198-225
Gear Ratio
First 3.18
Second 1.83
Third 1.00
Reverse 3.97
Downshift Speed Limits
3rd to 2nd 40 to 10 mph
2nd to 1st Zero mph
Lubricant U.S. Pints IMP Pints
Capacity 6-1/2 5-1/2
Type "DEXRON" Type Automatic Transmission Fluid
Gear Type Helical
Tolerances
Second Speed Gear End Play .005" to .016"
Countershaft Gear End Play .008" to .022"
Clutch Housing Face Squareness .006" Max.
Clutch Housing Bore Run-Out .008" Max.
Synchronizer Float .060" to .117"

3-SPEED TRANSMISSION
(A-230 ALL SYNCHRONIZED)
198-225
Engine Displacement (Cu. In.) 318 340
Gear Ratio
First 3.08 2.55
Second 1.70 1.49
Third 1.00 1.00
Reverse 2.90 3.34
Downshift Speed Limits
3rd to 2nd 45 to 15 mph
2nd to 1st 25 to 0 mph
Lubricant U.S. Pints IMP. Pints
Capacity 4-3/4 4
Type "DEXRON" TypeÌ Automatic Tramsmission Fluid
Gear Type Helical
Tolerances
Clutch Housing Face Squareness . .006 Max.
Clutch Housing Bore Run-Out .008 Max.

4-SPEED TRANSMISSION
(A-833)
318
Engine Displacement (Cu. In.) 340 and 400
Gear Ratio
First . 2.47:1
Second 1.77:1
Third 1.34:1

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 SPECIFICATIONS 21-125

318
Engine Displacement (Cu. In.) 340 and 400
Fourth 1.00:1
Reverse 2.40:1
Gear Type Helical
(Except Reverse)
Tolerances
Countershaft Gear End Play .015" to .029"
Clutch Housing Face Squareness .006" Max.
Clutch Housing Bore Run-Out .008" Max.
Lubricant—Capacity U.S. Pints IMP. Pints
(Caline V, L) 7 5-3/4
(Carline B,J,R,W) 7-1/2 6-1/4
Type "DEXRON" Type Automatic Transmission Fluid
Downshift Speed Limits
4th to 3rd 50 to 25 mph
3rd to 2nd 25 to 15 mph
2nd to 1st 15 to Zero mph

TORQUEFLITE TRANSMISSIONS

TORQUEFLITE TRANSMISSION APPLICATION AND STALL SPEED

Transmission Engine Transmission Converter Stall
Assembly No.* Cu. In. Type Diameter R.P.M. Application
3681061 198 A-904 10-3/4" 1625-1925 Any Models
3681061 225 A-904 10-3/4" 1800-2100 Equipped with
3681063 318 A-9O4-LA 10-3/4" 2125-2425 These Engines
3681051 225 A-727 11-3/4" 1400-1700 Police & Taxi
3681053 318 A-727 11-3/4" 1725-2025 Police & Taxi
3681052 340-4 A-727 10-3/4" 2200-2500 (VLBJRW)
3681053 360-2 A-727 10-3/4" 2300-2600 (PDC)
3681054 400-2 A-727 11-3/4" 1875-2175 (BJRWPDC)
3681055 400-4 A-727 10-3/4" 2400-2700 H¡-Perf. (BJRWPDC)
3681056 440-4 A-727 11-3/4" 1975-2275 (PDCY)
3681057 440-4 A-727 10-3/4" 2600-2900 H¡-Perf. (RW)
3681057 440-4 A-727 11-3/4" 2100-2400 Hi-Perf. (PDC)
*Part numbers subject to change during model year.
Number is found on left side of transmission oil pan flange.

Transmission Models A-904 A-727

TYPE Automatic Three Speed with Torque Converter

TORQUE CONVERTER DIAMETER (Standard) 10-3/4 inches 11-3/4 inches
(High Stall Speed) — 10-3/4 inches
U.S. Imperial U.S. Imperial
Measure Measure Measure Measure
OIL CAPACITY—TRANSMISSION
AND TORQUE CONVERTER (Standard) 17 Pts. 14 Pts. 19 Pts. 16 Pts.
(High Stall Speed) — 16-1/4 Pts. 13-1/2 Pts.
Use "DEXRON" Type Automatic
Transmission Fluid
COOLING METHOD Water-Heat Exchanger
LUBRICATION Pump (Rotor Type)
GEAR RATIOS o first Second Third Reverse
2.45 to 1 1.45 to 1 1 to 1 2.21 to 1
PUMP CLEARANCES
Outer Rotor to Case Bore .004" to .008"
Outer to Inner Tip .005" to .010"
End Clearance—Rotors .0015" to .003"
GEAR TRAIN END PLAY .006" to .033" .010" to .025"
INPUT SHAFT END PLAY .022" to .091" .036" to .082"
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21-126 SPECIFICATIONS
A-904 A-727
SNAP RINGS
Rear Clutch Snap Ring
(Selective) .060 to .062" .060 to .062"
.068 to .070" .074 to .076"
.076 to .078" .088 to .090"
.106 to .108"
Output Shaft (Forward End) .040 to .044" .048 to .052"
.048 to .052" .055 to .059"
.059 to .065" .062 to .066"
CLUTCH PLATE CLEARANCE
Front Clutch 3 Disc. .077 to .122" 3 Disc. .076 to .123"
4 Disc. .089 to .144" 4 disc. .088 to .145"
5 Disc. .090 to .122"
Rear Clutch 3 and 4 Disc. .032 to .055" 4 Disc. .025 to .045"

A-904 A-727
CLUTCHES—Engine Cu. In 198 225 318 225 318 340 360 400-2 400-4 440-4
Number of Front Clutch Plates .. 3 3 4 3 3 3 3 3 4 4
Number of Front Clutch Discs 3 3 4 3 3 3 3 3 4 4
Number of Rear Clutch Plates 2 2 3 3 3 3 3 3 3 3
Number of Rear Clutch Discs . . . 3 3 4 4 4 4 4 4 4 4
Number of Front Clutch Springs 1 1 1 13 9 9 9 9 9 9
BAND ADJUSTMENTS
Kickdown (Front) Turns* 2 2 2 21/2 2 1/2 21/2 21/2 21/2 21/2 21/2**
Low-Reverse (Internal) Turns* . 3-1/4 31/4 4 2 2 2 2 2 2 2
* Backed off from 72 inch-pounds
**44O-4 Dual Exhaust, 2 Turns

THRUST WASHERS A-904 A-727

Reaction Shaft Support to Front #1.061 to .063" #1 Selective
Clutch Retainer .061 to .063" Natural
.084 to .086" Red
.102 to .104" Yellow
Front Clutch to Rear Clutch #2.061 to .063" #2.061 to .063"
Input Shaft to Output Shaft #3 Selective #3.062 to .064"
.052 to .054" Natural
.068 to .070" Red
.083 to .085" Black
Front Annulus Support
To Front Carrier #4.121 to .125" #4.060 to .062"
Front Carrier to Driving
Shell Thrust Plate #5.048 to .050"
Front Annulus Support
to Driving Shell — #5.060 to .062"
Driving Shell Thrust Plate #6.034 to .036" #6.034 to .036"
#7 .034 to .036"
Rear Carrier to Driving
Shell #8.048 to .050" #7 .060 to .062"
Rear Annulus Thrust Plate — #8 .034 to .036"

AUTOMATIC SHIFT SPEEDS AND GOVERNOR PRESSURE CHART

(APPROXIMATE MILES PER HOUR)
Model VL RW BJ PDC PDC PDC Y
Engine Cu. In 198 318 340 360 400-2 400-4 440
225 &440
Hi. Perf.
Axle Ratio 2.76 2.71 3.23 2.71 2.76 3.23 3.23
Tire Size 6.95x14 E78xl4 F7Oxl4 F78xl5 G78xl5 G78xl5 L84xl5
Throttle Minimum
1-2 Upshift 9-13 10-13 8-11 9-13 10-13 9-13 9-12
2-3 Upshift 14-17 14-17 12-15 14-17 14-18 12-18 13-16
3-1 Downshift 9-13 8-12 7-10 8-11 9-12 8-13 8-11

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 SPECIFICATIONS 21-127
Throttle Wide Open
1-2 Upshift 31-43 35-48 33-44 37-51 37-51 36-47 33-46
2-3 Upshift 65-75 72-89 62-71 77-89 76-88 62-77 68-80
Kickdown Limit
3-2 WOT Downshift 62-72 70-79 60-68 73-83 73-83 60-72 66-75
3-2 Part Throttle Downshift 47-57 26-52 26-46 27-54 28-54 27-50 25-45
3-1 WOT Downshift 28-33 27-37 28-35 28-38 28-38 28-38 25-34
Governor Pressure*
15 psi 20-22 20-22 17-18 20-22 21-22 16-19 18-20
4Ops¡ 38-43 44-50 40-45 46-50 46-50 42-46 41-46
6Opsi 57-62 66-71 56-61 68-73 68-73 59-63 60-65
*Governor pressure should be from zero to 1.5 ps¡ at
stand still or downshift may not occur.
NOTE: Figures given are typical for other models.
Changes in tire size or axle ratio will cause shift points
to occur at corresponding higher or lower vehicle
speeds.

SPEEDOMETER PINION GEAR CHART

ALL CAR LINES-ALL TRANSMISSIONS
NUMBER OF TEETH O N PINION GEAR LISTED UNDER EACH AXLE
Tire
Size 2.45:1 2.71:1 2.76:1 2.93:1 2.94:1 3.21:1 3.23:1 3.54:1 3.55:1 3.91:1 4.10:1
B78xl4 27 29 30 32 32 35 35 38 38 42 44
C78xl4 26 29 29 31 31 34 34 37 37 41 43
D78xl4 26 28 29 31 31 34 34 37 37 41 43
E78xl4 25 28 28 30 30 33 33 36 36 40 42
F78xl4 25 27 28 29 30 32 32 35 36 39 41
G78xl4 24 27 27 29 29 32 32 35 35 39 41
H78xl4 24 26 27 28 28 31 31 34 34 37 39
F78xl5 24 27 27 29 29 31 32 35 35 38 40
G78xl5 24 26 27 28 28 31 31 34 34 38 39
H78xl5 25 26 28 28 30 30 33 33 37 38
J78xl5 25 26 27 27 30 30 33 33 36 38
L84xl5 25 25 27 27 29 29 32 32 35 37
E7Oxl4 26 28 29 31 31 34 34 37 37 41 43
F7Oxl4 25 28 28 30 30 33 33 36 36 40 42
G7Oxl4 25 27 28 29 30 32 32 36 36 39 41
H7Oxl5 24 26 27 28 28 31 31 34 34 37 39
E6Oxl5 25 28 29 30 30 33 33 36 36 40 42
F6Oxl5 25 28 28 30 30 33 33 36 36 40 42
G6Oxl5 24 27 28 29 29 32 32 35 35 39 41
6.45x14 26 29 30 31 31 34 35 38 38 42 44
6 95x14 26 28 29 31 31 34 34 37 37 41 43
7.35x14 25 27 28 30 30 33 33 36 36 39 41
7 75x14 24 27 28 29 29 32 32 35 35 39 41
825x14 24 27 27 29 29 32 32 35 35 39 41
8¯.55xl4 24 26 26 28 28 31 31 34 34 38 40
7 75x15 24 27 28 29 29 32 32 35 35 39 41
825x15 24 26 27 28 29 31 31 34 34 38 40
855x15 26 26 28 28 31 31 34 34 37 39
890x15 24 25 25 28 28 30 30 33 35
900x15 24 25 26 26 29 29 32 32 35 37
9!l5xl5 25 26 27 27 30 30 33 33 36 38
2 45 2 71 2.76 2.93 2.94 3.21 3.23 3.54 3.55 3.91 4.10
HR78xl4 24 26 26 28 28 31 31 31 34 37 39
GR78xl5 - 26 26 28 28 31 31 34 34 37 39
HR78xl5 - 25 26 27 28 30 30 33 33 36 38
LR78xl5 - 25 25 27 27 29 29 32 32 35 37
Note: Pinions with less than 26 teeth require a different adapter than the one used for all other pinions.
MyMopar.com
21-128 TIGHTENING REFERENCE

CLUTCH ENGAGEMENT AND BAND APPLICATION CHART

Front Rear
Lever Position Front Rear (Kickdown) (Low-Rev) Overrunning
Drive-Ratio Clutch Clutch Band Band Clutch
N-NEUTRAL RELEASED RELEASED RELEASED RELEASED NO MOVEMENT
D-DRIVE
(Breakaway) RELEASED APPLIED RELEASED RELEASED HOLDS
2.45 to 1
(Second) RELEASED APPLIED APPLIED RELEASED OVER RUNS
1.45 to 1
(Direct) APPLIED APPLIED RELEASED RELEASED OVER RUNS
1.00 to 1
KICKDOWN
(To Second) RELEASED APPLIED APPLIED RELEASED OVER RUNS
1.45 to 1
(To Low) RELEASED APPLIED RELEASED RELEASED HOLDS
2.45 to 1
2-SECOND RELEASED APPLIED APPLIED RELEASED OVER RUNS
1.45 to 1
1-LOW RELEASED APPLIED RELEASED APPLIED PARTIAL HOLD
2.45 to 1
R-REVERSE APPLIED RELEASED RELEASED APPLIED NO MOVEMENT
2.20 to 1

HELI-COIL CHART
Thread Part Insert Drill Tap Inserting Tool Extracting Tool
Size No. Length Size Part No. Part No. Part No.
10-24 1185-3CN 9/32" 13/64" 3CPB 7551-3 1227-6
1/4-20 1185-4CN 3/8" 17/64" 4CPB 7551-4 1227-6
5/16-18 1185-5CN 15/32" 21/64" 5CPB 7551-5 1227-6
3/8-16 1185-6CN 9/16" 25/64" 6CPB 7551-6 1227-6
7/16-14 1185-7CN 21/32" 29/64" 7CPB 7551-7 1227-16

TIGHTENING REFERENCE
Foot Foot
Manual A-250, A-230 3-Speed Pounds Pounds
Back Up Light Switch 15 Gearshift Operating Lever Nuts 18
Extension Housing Bolts 50 Transmission to Clutch Housing Bolts 50
Extension Housing to Cross Member Bolts 50 Transmission Cover Retaining Bolts 12
Drive Pinion Bearing Retainer Bolts 30 Transmission Drain Plug 25

Foot Foot
Manual A-833 4-Speed Pounds Pounds
Back Up Light Switch 15 Reverse Detent Spring Retainer Plug 24
Drive Pinion Bearing, Retainer Bolts 30 Shift Lever Nuts 18
Extension Housing to Case Bolts 50 Transmission Drain Plug 25
Gearshift Housing Bolts 15 Transmission to Clutch Housing Bolts 50
Reverse Detent Spring Retainer 50

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 -TIGHTENING REFERENCE 21-129
Pounds Pounds
Torqueflite A¯9O4 and A-727 Foot Inch Foot Inch
Cooler Line Fitting 110 Neutral Starter Switch 24
Cooler Line Nut 85 Oil Pan Bolt 150
Converter Drain Plug 110 Oil Pump Housing to Transmission
Converter Drive Plate to Crankshaft Bolt 55 Case Bolt 175
Converter Drive Plate to Torque Output Shaft Support Bolt 150
Converter Bolt 270 Overrunning Clutch Cam Set Screw 40
Extension Housing to Transmission Pressure Test Take-Off Plug 110
Case Bolt 24 Reaction Shaft Support to Oil Pump B o l t . . . 160
Extension Housing to Insulator Reverse Band Adjusting Screw Lock Nut .. 30
Mounting Bolt 50 Speedometer Drive Clamp Screw 100
Governor Body to Support Bolt 100 Transmission to Engine Bolt 28
Kickdown Band Adjusting Screw Valve Body Screw 35
Lock Nut 35 Valve Body to Transmission Case Bolt 100
Kickdown Lever Shaft Plug 150

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21-130 SPECIFICATIONS

MANUAL TRANSMISSION SERVICE TOOLS (1 OF 1)

L
C-464

C-3767

C-3766

C-3638

C-3765

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 SPECIFICATIONS 21-131

AUTOMATIC TRANSMISSION SERVICE TOOLS (1 OF 3)

C-3705

C-338OA

C-3763

ñ C-748 C-4004
/

C-3765

C-4160

C-3487A C-3749 C-3995 C-3972

PF436

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21-132 SPECIFICATIONS
AUTOMATIC TRANSMISSION SERVICE TOOLS (2 OF 3)

r
¡u

C-3575A

á
•

C-3887A

I
C-3756 C-3881

PF437

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 SPECIFICATIONS 21-133
AUTOMATIC TRANSMISSION SERVICE TOOLS tt OF 31

C-3293
C-3759

C-4102

C-3292

C- F½=¾s<
! .ï^¾å¾¾^Pisľ¾¾üPÌ'

C-4193

C-3860

C-3R6l C-3981

C-3752

C-3288B

C-3283A

PF438

MyMopar.com
¤. WHEELS—BEARINGS—TIRES 22-1

WHEELS-BEARINGS-TIRES
CONTENTS
Page Page
BEARINGS (FRONT WHEEL) 6 Care of Tires—Cleaning 1
Adjustment 8 Inflation of Tires 2
Cleaning and Inspection 7 Radial Ply Tires 3
Installation (Without Disc Brakes) 7 Rotation of Tires 2
Installation (With Disc Brakes) 7 Repairing Tire Leaks 3
Lubrication ... 6 Tire Noise Complaints 3
Removal (Without Disc Brakes) 6 Tire Wear Patterns 4
Removal (With Disc Brakes) 6 Tire Tread Wear Indicators 3
GENERAL INFORMATION 1 Wide Tread 70 and 60 Series Tires 3
SERVICE PROCEDURES 1 WHEELS 5
SPECIFICATIONS 8 Tire—Wheel Balance 5
TIGHTENING REFERENCE 10 Tire and Wheel Runout 6
TIRES 1 Wheel Covers 6

GENERAL INFORMATION

The original equipment Load Range B (4) ply rat- by tire size, tire pressures, wheel rim size, distribu-
ing cross bias or bias belted factory installed tires on tion of load within the vehicle, wheel alignment, road
Dodge vehicles are designed and tested to meet all surface conditions, and driver operating habits.
normal operating requirements. These tires are de- Tires used at low speeds, in cool climates, and with
signed for the vehicle and provide the best overall light loads will have longer life than tires used for
performance for normal operation; furthermore, the high speed driving in hot climates with heavy loads.
ride and handling characteristics match the vehicle's Abrasive road surfaces will accelerate tire wear.
requirements. With proper care they will give excel- Driving habits have more effect on tire life than
lent reliability, traction, skid resistance and tread any other factor. Careful drivers will obtain, in most
life. cases, much greater mileage than severe or careless
The bias belted tire represents a complete depar- drivers. Rapid acceleration and deceleration, severe
ture in tire design. This type of tire construction has application of brakes, high speed driving, taking
the body plies, or layers of cords, running at a bias or turns at excessive speeds, striking curbs and other
criss-crossed angle to the circumference (Fig. 1). In obstacles are just a few of the driving habits which
addition, a rugged two-ply circumference belt is added will shorten the life of any tire.
directly under the tread. To obtain maximum vehicle stability and tire life
The advantages of bias belted tires which are most the vehicle should be equipped with the recommend-
important to the owner are: Better handling, im- ed suspension application and the proper tire size and
proved tread life, improved traction and skid resist- the recommended full rated load should not be ex-
ance and improved cut and puncture resistance. ceeded. See Minimum Tire Size—and Vehicle Load
Tire wear and vehicle stability are affected greatly Chart in this section.

SERVICE PROCEDURES

TIRES minute. Using a soft bristle brush or sponge, wash

the protective coating from the tire. This coating
Care of Tires—Cleaning may also be removed by steam cleaning. DO NOT
Some white side wall tires have a colored protec- USE GASOLINE OR OTHER SOLVENTS. DO NOT
tive coating that should be removed from the tires USE A WIRE BRUSH.
before delivery of the car. This protective coating is After the car is in service, ordinary road dirt that
not as flexible as rubber and will crack. This may collects on white side wall tires may be cleaned with
introduce sidewall checking if not removed. In no case soap or a non-abrasive cleaner and (if necessary) a
should the tires be driven more than 50 miles before soft bristle brush. Under no circumstances should
this coating is removed. gasoline, kerosene, or any cleaning fluid containing a
To remove this coating, wet the tire surface thor- solvent derived from oil be used to clean white side-
oughly with warm water and allow it to soak for one wall tires. Mineral oil in any form is detrimental to
MyMopar.com
22-2 WHEELS—BEARINGS—TIRES
cold, assume a (2-6 psi) increase over cold pressures.
TREAD
It may be recognized that this method is not accurate
as checking pressures when the tires are cold. Always
check tire pressure with an accurate gauge.
PLIES
Higher inflation pressures than shown on the chart
LINER can cause deterioration in ride quality, less resistance
to various types of impact bruises, rapid wear at the
center of tire treads and poor steering returnability.
Lower tire pressures than those recommended on
the chart can result in greater gasoline consumption,
BEADS' CROSS-BIASED
rapid wear toward the edges of tire tread, less resist-
ance to rim bruises and various types of ply and
BELTS tread separation, cord fatigue or breakage and in-
creased steering effort.
Tire valve caps (or valve extensions) should always
be reinstalled on the valve and tightened finger tight.
They assist in retaining air and also keep foreign
material out of the valve.

Tire Rotation
Under normal operating conditions it is recom-
BEADS PLIES mended that all tires, especially the wide tread 70
BIAS BELTED and 60 series bias belted type, should be rotated no
later than every second oil change and should be in
TREAD
BELTS correct balance to obtain the most uniform tread
LINER wear. Tire inspection at every oil change is recom-
mended and if irregular tread wear is evident, rota-
tion of tires is suggested at that time.
BEADS
Be sure to always adjust tire pressures properly
after rotation, especially on station wagons. If vehicle
PLIES
is equipped with styled wheels, follow the 4 tire rota-
tion illustration. Proper tire rotation at the recom-
RADIAL PLY mended intervals reduces the possibility of tire noise
PF54
and equalizes tire wear. Figures 2 and 3 are the
Fig. 1—Types of Tire Construction
recommended sequence for the rotation of tires. Un-
rubber, and a cleaner with an oil base solvent will der conditions of severe service (trailer towing) they
discolor or injure any tires. should be rotated more frequently.
Uneven tire wear is frequently the cause of tire
Inflation of Tires induced noises which are attributed to rear axle
Tire inflation pressure is one of the most important
elements of tire care. Inflation pressures recommend- LEFT FRONT RIGHT FRONT
ed for all vehicle models have been carefully selected
to provide a proper balance between ride handling,
and tire life. See Tire Inflation Pressure placard lo-
cated on the latching pillar of the driver's door.
The tire pressure differentials, front to rear, (higher
rear) as shown on some placards, are recommended
to insure optimum directional stability.
Tire pressures should be checked at least once a
month and should be checked and adjusted before
any long trips. Check and adjust tire pressures with
the tires cold if possible. It is normal for tire air
pressure to increase (2-6 psi) due to temperature LEFT REAR RIGHT REAR
increases caused by tire flexing. Under no circum-
stances should inflation pressure of warm tires be
NP158
reduced.
When it is not possible to check tire air pressure Fig. 2-Tire Rotation Diagram (4 Tires)

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 WHEELS—BEARINGS—TIRES 22-3

Tools used for dismounting and mounting tires

must be smooth, free from shart edges or burrs
LEFT FRONT RIGHT FRONT which could damage the tire or wheel rim.
The tire must be completely deflated before the
tire beads are removed from the seats. Before mount-
ing the tire on the wheel, make sure all rust scale is
removed from the wheel rim. A mild soap solution
applied to both tire bead surfaces will aid in installa-
tion. Either a commercial type bead expander or a
rope tourniquet can be used to seat the tire beads.
LEFT REAR RIGHT REAR
When installing wheels on the vehicle, progressive-
ly tighten wheel nuts in sequence shown in (Fig. 4) to
proper torque specifications, 55 foot-pounds for Dart,
SPARE WÊ^mm ^ KP23A
and 65 foot-pounds all other models. NOTE: All
wheel studs and stud nuts have right hand threads.
Fig. 3—Tire Rotation Diagram (5 Tires)
gears, bearings etc. Unnecessary work is often per- fire Tread Wear Indicators
formed on other chassis components in an effort to Your potential driving, cornering and breaking
correct tire noises. traction decreases as your tires wear. Furthermore,
as the tread depth is decreased the tires have less
Radial Ply Tires resistance to road hazards and are more likely to
Your vehicle is designed for bias belted or cross hydroplane on wet pavement. Tread wear indicators
bias tires of the sizes indicated. Radial ply tires can have been provided to assist you in determining when
be used, however, their harsh ride at low speeds and your tires are worn so as to require replacement.
possible unfamiliar stability characteristics may re- These indicators are molded into the bottom of the
quire adjustment in driving habits when these tires tread grooves and will appear as approximately 1/2
are installed. Should these tires be desired, the max- inch wide bands when this tread depth has been re-
imum allowable size should be selected. Radial ply duced to 1/16 inch (Fig. 5). Tire replacement due to
tires must be used in sets of five (5), and under no tread wear is necessary when these indicators appear
circumstances should they be used on the front only. in two or more adjacent grooves or a localized worn
If snow tires are installed on the rear wheels bias spot eliminates all the tread.
belted or cross bias tires must be mounted on the
front wheels. Not doing this will result in oversteer Tire Noise or Vibration Complaints
and could possibly cause spins on wet or icy roads. To determine whether tires are causing the noise
The safest policy is never intermix radial ply tires or vibration, drive the car over a smooth portion of
with bias belted or cross bias tires. highway at different speeds and note the effect of
acceleration and deceleration on noise level. Axle
Wide Tread 70 and 60 Series Tires and exhaust noise change in intensity as speed varies,
The use of 70 and 60 Series wide tread bias belted while tire noise will usually remain constant. If after
or cross bias tires is acceptable on your vehicle if the road testing the vehicle it was determined that tires
size is listed in the specification charts. The use of
oversize tires of this construction (that are not listed
in the specification charts) may cause interference
with vehicle components under extremes of suspen-
sion and steering travel and may cause tire damage.
For maximum satisfaction these tires should be used
only in sets of five and under no circumstances should
they be used on the front only. If snow tires are used
they must also be of that same wide tread—low
profile 70 or 60 Series design.

REPAIRING LEAKS
Leaks between the tire and wheel require the re-
moval of the tire. Leaks in the tire can often be
repaired without removing the tire. Always follow NK105

the equipment manufacturers recommendations. Fig. 4-Wheel Stud Nut Tightening Sequence
MyMopar.com
22-4 WHEELS—BEARINGS—TIRES
nized as a low-frequency rumble or vibration and is
very similar to driveline vibration. Positive separa-
tion of the two disturbances can only be accomplished
by using a known set of good tires or by towing the
vehicle with the propeller shaft removed. To correct
tire roughness, replace the offending tires.

Tire Wear Patterns

An inspection of the tires, together with informa-
tion as to locality of vehicle operation will usually
indicate abnormal wear due to operating conditions
or mechanical faults, which should be corrected. Var-
ious types of abnormal tire wear with their causes
and corrective actions are shown in (Fig. 6).
Underinflation
For the maximum results in stability and han-
dling, ride quality and tire life, tire inflation pressures
Fig. 5-Tire Tread Wear Indicator should not be allowed to go below the recommended
inflation pressures. Underinflation results in much
may be causing the noise, balance all tires and innate faster wear of the shoulders than the center of tread.
to 50 psi. Drive the car over the same route at the
same speeds as before to determine whether the dis- Overinfìation
turbance has changed. If the disturbance is changed By maintaining specified tire inflation pressure,
or eliminated by overinflating the tires, continue the even wear will take place over the entire tread sur-
road test by lowering the pressure one tire at a time face. Overinflation causes faster wear at the center of
to normal. When the disturbance returns, the last tire the tread and the possibility of cuts and punctures.
deflated will usually be the offender. Tire thump
(sometimes referred to as "tramp") usually occurs in Cracked Treads
the speed range of 20-40 MPH and can usually be This is the result of alternate under and over infla-
located this way. If you have a "thumper", replace tion, exceeding the recommended full rated load, high
the tire. temperature and high speed driving.
Tire roughness can be caused by a single tire with Excessive Camber Wear
two or more "thump" spots in it, or by two or more Excessive wheel camber, either positive or negative
thumping tires at speeds of 40-70 MPH. To isolate the causes the tire to run at an angle to the road. One
cause of this condition, you may have to substitute side of the tread wears more than the other. For best
the spare for each of the four tires, with all tires corrective results have the front wheel camber ad-
inflated to normal pressure. Tire roughness is recog- justed to specifications.

RAPID WEAR RAPID WEAR CRACKED WEAR O N BALD

AT SHOULDERS AT CENTER TREADS ONE SIDE SPOTS

CONDITION

UNDER OVER UNDER- EXCESSIVE INCORRECT WHEEL

INFLATION INFLATION INFLATION OR CAMBER TOE UNBALANCED
EXCESSIVE
SPEED
CAUSE

Oo
DYNAMIC OR
ADJUST PRESSURE TO ADJUST ADJUST FOR
STATIC
CORRECTION SPECIFICATIONS W H E N CAMBER TO TOE-IN
BALANCE
TIRES ARE COOL SPECIFICATIONS 1/8 INCH
WHEELS

NN2
Fig. 6—Tire Tread Patterns
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 WHEELS—BEARINGS—TIRES 22-5

Toe-in or Toe-out Tread Wear dome medallion will require 75 to 115 inch-pounds
Excessive toe-in or toe-out causes wear on the tightening torque for the five (5) attaching screws. The
edges of the front tires. An excessive amount of ei- decorative trim ring should also be removed to pre-
ther toe-in or toe-out actually drags the tire instead vent damage during tire dismounting operations.
of letting the tire roll true. This wear condition will
usually produce a tapered or feathered edge on the TIRE—WHEEL BALANCE
outside ribs. Have the toe-in or toe-out adjusted to
specifications to correct. The need for tire and wheel assembly balancing is
indicated by heavy vibration of the steering wheel
Bald Spot, Cupped or Scalloped Tire Tread when driving at speeds above 40 miles an hour.
Wear Static (still) balance is equal distribution of the
Cupping, scalloping and bald spotting of tires is weight of the wheel and tire around the spindle, so
associated with wear on a car driven mostly at high- that the assembly has no tendency to rotate by itself.
way speeds without the recommended tire rotation An assembly that has a heavy spot is statically out of
and with unbalance conditions. Regardless of the balance and can produce a bouncing motion.
cause of cupped wear on either front tire, no align- Correction for static unbalance is made by first
ment or balance job can prevent future excessive finding the location of the heavy spot, then adding
wear of the spots. Once a front tire acquires flat or sufficient weight to counterbalance it (follow the
cupped spots additional wear will continue at a rapid equipment manufacturers recommendations). Half
rate. To correct this condition, tire rotation and the balance weight should be added to the inside of
wheel balance are necessary. A cupped tire will par- the wheel and the other half to the outside to prevent
tially true itself up on a rear wheel. excessive dynamic unbalance.
A wheel and tire, to be in dynamic balance, must
WHEELS first be in static balance and also be in balance from
inside to outside. A wheel not in dynamic balance can
All models use steel drop center wheels. The safety produce wobble or shimmy.
rim wheel (Fig. 7) has raised sections between the NOTE: Off the car balancing is the preferred method.
rim flanges and the rim well. Initial inflation of the Balancing tires on the car essentially balances the
tire forces the bead over these raised sections. Tire- tire, wheel and brake drum or rotor. This balance con-
wheel separation under extreme hard cornering is dition is lost when tires are rotated to equalize tire
prevented by air pressure and these safety humps. tread wear, or when tires are removed for any reason
Furthermore, in case of a tire failure, the raised and not reinstalled in the same position and indexed
sections help hold the tire in position on the wheel on the studs exactly as before removal. However,
until the car can be brought to a safe stop. where on-the-car rear tire balance is attempted, both
NOTE: When dismounting tires from styled type front wheels must be securely blocked to prevent any
wheels, first remove the five (5) screws from rear of vehicle movement. On vehicles of standard type dif-
wheel which retain the center dome medallion. Re- ferential (not equipped with Sure-Grip), only the rear
moval of the dome is necessary to permit use of power wheel being balanced should be off the ground. When
tire mounting equipment. Reassembly of the center attempting rear tire balance of this type with ONE
rear wheel off the ground, a 35 mile-per-hour speed-
ometer reading will indicate a 70 m¡le-per-hour rear
wheel speed. The 35 mile¯per¯hour speedometer read-
ing is the maximum necessary for dynamic tire bal-
ance.
CAUTION: Do not exceed a 35 mph speedometer read-
ing with conventional differentials. With no load on
the engine, it is possible to attain tire rotational
speeds sufficient to cause violent tire failure and
create a hazardous situation.
NOTE: When on-the-car rear tire balance is attempted
with vehicles of Sure-Grip type differential, elevate
both rear wheels and remove wheel not being bal-
anced. Replace wheel nuts and tighten securely. Both
front wheels must be securely blocked to prevent any
vehicle movement. When attempting rear tire balance
Fig. 7-Safety Rim of this type with both rear wheels off the ground, a
MyMopar.com
22-6 WHEELS—BEARINGS—TIRES

35 m¡le-per-hour speedometer reading will indicate

a 35 mile-per-hour rear wheel speed. A 70 mile-per-
hour speedometer reading is the maximum necessary
for dynamic tire balance. When said wheel is satisfac-
torily balanced, replace the unbalanced wheel and
balance it in the same manner. It is not necessary to
remove the balanced wheel.
CAUTION: Do not exceed a 70 mph for Sure Grip type
differentials. With no load on the engine, it is possible
to attain tire rotational speeds sufficient to cause
violent tire failure and create a hazardous situation.
For additional information refer to the instructions
supplied by manufacturer of balancing equipment
being used.

TIRE AND WHEEL RUNOUT

Wheels and tires may be measured for both radial
and lateral runout. Radial runout (eccentricity) is the
difference between the high and low points on the ND34B
tread of the tire; lateral runout is the "wobble" of the Fig. 8—Runout Checking Area
wheel and/or tire.
Prior to measuring the wheel or tire for runout, covers. To install the wheel covers, insert the tire
the accuracy of the drum at the mounting bolts valve through the cover valve stem hole and seat this
should be determined. The car should be driven a portion of the cover completely. Apply force 180 de-
short distance and immediately lifted off the ground grees from the valve stem hole to complete the in-
before the measurement is made so that "flat- stallation. When removing the wheel covers, pry com-
spotting" of the tire (from being parked) does not pletely loose 180 degrees from the valve stem hole
affect the runout measurement. first. Continue prying toward the valve stem hole
(1) Attach dial indicator C-3339 to a firm base so until covers are loose. Do not remove the wheel cover
it will be held steady while taking the runout read- at the valve stem hole. The covers are structurally
ings. stronger at the outer circumference to withstand the
(2) Place plunger of dial indicator against one of force required for removal and installation. Use a
the center rims of the tire tread and rotate the tire rubber end mallet when installing the covers. CAU-
and wheel assembly slowly to measure total wheel TION: On vehicles equipped with hub caps and trim
and tire radial runout. This measurement should not rings, remove trim ring before removing hub cap or
exceed .080 inch for both wheel and tire. damage to trim ring may result.
(3) To measure lateral runout, position the dial Handle wheel covers with care upon removal as
indicator against the side of the tire. This measure- sharp edges may cause injury.
ment should not exceed .105 inch.
Rotating the tire on the wheel may reduce runout BEARINGS
or it may be necessary to take dial indicator measure-
ments of the wheel itself in order to determine which FRONT WHEEL BEARING LUBRICATION
unit has the excessive runout. Measure runout at the
protected areas "A" and "B" (Fig. 8), where the tire Front wheel bearing lubricant should be changed at
bead pilots. The radial runout, "A" should not exceed the recommended intervals or at the time of normal
.035 inch. The lateral runout "B", should not exceed brake reline. Lubricant should not be added to that
.045 inch. Under no circumstances should point in- already in the bearings. See Cleaning and Inspection
dicated by "C" be used for measuring wheel runout instructions below for lubricant application.
as this metal has been sheared in the manufacturing
process and is not an even surface. Removal (without Disc Brakes)
(1) Remove vehicle so front wheels are free of the
floor.
WHEEL COVERS (2) Remove wheel cover, grease cap, cotter pin,
nut lock and bearing adjusting nut.
To avoid damaging the wheel covers during re- (3) Remove thrust washer and outer bearing cone.
moval and installation, care should be used to be sure (4) Slide wheel, hub and drum assembly off the
the forces are applied to the correct area of the spindle.
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 WHEELS—BEARINGS—TIRES 22-7

(5) Drive out inner oil seal and remove bearing

cone. To prevent damage to oil seal and bearing, use a SEAL
3/4 inch diameter non-metallic rod.

Removal (with Disc Brakes)

(1) Raise vehicle so front wheels are free of floor.
(2) Remove wheel cover and loosen and remove
wheel nuts and remove wheel and tire assembly.
(3) Remove grease cap, cotter pin, nut lock and
bearing adjusting nut.
(4) On vehicles equipped with pin type disc
brakes, remove the caliper guide pins and caliper
housing assembly from adapter. On vehicles equipped
with slider guides, remove the caliper retaining plates SEAL
and caliper housing assembly from adapter. WHEEL HUB GREASE CAVITY
(5) Slowly slide caliper housing assembly up and ND41C
away from brake disc and support caliper housing on
steering knuckle arm. CAUTION: Do not leave Fig. 9-Wheel Hub Grease Cavity
cal¡per housing hang by brake hose, as possible brake flush with end of hub. The seal flange may be dam-
hose damage may result. aged if tool is not used.
(6) Remove thrust washer and outer bearing cone. (5) Clean the spindle and apply a light coating of
(7) Slide wheel hub and disc assembly off the wheel bearing lubricant over the polished surfaces.
spindle. (6) Install wheel, tire and drum assembly on spin-
(8) Drive out inner seal and remove bearing cone dle.
with 3/4" diameter non-metallic rod. (7) Install outer bearing cone, thrust washer and
adjusting nut. Refer to bearing adjustment procedure.
Cleaning and Inspection
(1) Clean the hub and drum assembly and the Installation (with Disc Brakes)
bearings in kerosene, mineral spirits or other similar (1) If bearing cup was found defective and re-
cleaning fluids. Do not dry the bearings by air spin- placed during inspection, install new cup by driving
ning. flush with hub using soft steel or brass block and
(2) Examine bearing cups for pitting, scoring or hammer. Seat cup against shoulder of hub using ar-
other imperfections. If cups are damaged, remove bor press with soft steel ring or soft drift and ham-
them from the hub with a soft steel drift. mer.
(3) Bearing cup areas in the hub should be smooth (2) Fill hub grease cavity (Fig. 9) with recom-
without scored or raised metal which could keep the mended bearing lubricant, see Lubrication Group 0.
cups from seating against shoulders in hub. Lubricant should be even with inner diameter of
(4) The bearing cones and rollers should have bearing cups.
smooth, unbroken surfaces without brinnel marks. (3) Force lubricant between all bearing cone roll-
The ends of the rollers and both cone flanges ers or repack using a suitable bearing packer.
should also be smooth and free from chipping or (4) Install inner cone and a new seal with lip of
other damage.

Installation (without Disc Brakes)

(1) If bearing cup was found defective and re-
moved during inspection, install new cup by driving
flush with hub using soft steel or brass block and
hammer. Seat cup against shoulder of hub using arbor
press with soft steel ring or soft drift and hammer.
(2) Fill hub grease cavity (Fig. 9) with recom-
mended wheel bearing lubricant. Lubricant should be
even with inner diameter of bearing cups.
(3) Force lubricant between all bearing cone roll-
ers or repack using a suitable bearing packer. NH165
(4) Install inner cone and a new seal, with lip of
seal facing inward. Using Tool C-4210, position seal Fig. 10—Front Wheel Bearing Adjustment
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22-8 SPECIFICATIONS
seal facing inward. Using Tool C-4210, position seal (8) Install tire and wheel and tighten wheel nuts
flush with end of hub. The seal flange may be dam- to specifications.
aged if tool is not used.
Adjustment
(5) Clean the spindle and apply a light coating of
(1) Tighten adjusting nut to 240-300 inch-pounds
wheel bearing lubricant over the polished surfaces. while rotating wheel. Stop rotation and back off the
(6) Install hub and braking disc assembly on spin- adjusting nut with wrench, to completely release
dle and install outer bearing cone, thrust washer and bearing preload. Next, finger tighten adjusting nut
adjusting nut. Refer to bearing adjustment procedure. and install lock nut (Fig. 10) with cotter pin. The re-
(7) Slowly slide caliper housing assembly, down on sulting adjustment should be .0001-.003 inch end play.
brack disc assembly and position caliper housing to (2) Clean grease cap, coat inside with wheel bearing
align guide pins mounting holes. Install guide pins lubricant (DO NOT FILL) and install.
and tighten to 30 to 35 foot-pounds. (3) Install wheel covers and lower vehicle to floor.

SPECIFICATIONS
Only tires of the sizes shown may be used on your vehicle, subject to the restrictions listed. Tires are shown
in the order of increasing size. Do not install tires smaller than the minimum size shown on the tire inflation
placard located on the vehicle. Tire snow chains are not recommended for use with some tire sizes, as indi-
cated on the Tire Size Chart by the symbol*, because of possible fender interferences. In an emergency, chains
may be used on these tires if the vehicle is moderately loaded and driven cautiously.

DART
Tire Size Wheel Size Restrictions
6.95-14 4-1/2J
D7&-14* 4-1/2J or 5-1/2JJ
E70-14* 5-1/2J, 5-1/2JJ H.D. Susp. with sway bar required

Vehicle Maximum Capacity—(See Tire Inflation Placard Located on Vehicle).

Sedans: Front Seat—3 passengers; Rear Seat—3 passengers; Luggage—200 lbs.; Total—1100 lbs.
Coupe: Front Seat—3 passengers; Rear Seat—2 passengers; Luggage—200 lbs.; Total—950 lbs.
NOTE: Reduce by one front seat passenger (150 lbs. total) where equipped with bucket seats without center
seat.

Optional Reduced Vehicle Loading for Improved Ride. (See Tire Inflation Placard Located on Vehicle).
Sedan: Front Seat—2 pasengers; Second Seat—3 passengers; Luggage—0; Total—750 lbs.
Coupe: Front Seat—2 passengers; Rear Seat—1 passenger; Luggage—0; Total—450 lbs.
r
Chain Clearance Limited

CHALLENGER
Tire Size Wheel Size Restrictions
7.35-14 5J, 5-1/2JJ
F78-14* 5J, 5-1/2JJ
F70-14* 5-1/2JJ H.D. Susp. with sway bar required

Vehicle Maximum Capacity—(See Tire Inflation Placard Located on Vehicle).

Sedans, Hardtops and Convertible (Bench Seat): Front Seat—3 passengers; Rear Seat—2 passengers; Lug-
gage—200 lbs.; Total—950 lbs. Bucket Seat: Front Seat—2 passengers; Second Seat—2 passengers; Luggage
—200 lbs.; Total—800 lbs.

Optional Reduced Vehicle Loading For Improved Ride. (See Tire Inflation Placard Located on Vehicle).
Front Seat—2 passengers; Second Seat—1 passenger; Luggage—0; Total—450 lbs.

*Chain Clearance Limited

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D SPECIFICATIONS 22-9

CHARGER-CORONET
Tire Size Wheel Size Restrictions
E78-14 5J, 5-1/2JJ, 6JJ
F78-14 5J, 5-1/2JJ, 6JJ
F70-14 5-1/2JJ, 6JJ Sway bar required.
G78-14 5-1/2JJ, 6JJ Sway bar required.
G70-14 6JJ** H.D. susp. w/sway bar required.
G60-15* 7JJ** XH.D. susp. w/sway bar & restricted
susp. travel required, do not use on
four door sedans.
H78-14* 5-1/2JJ, 6JJ Sway bar required.

CORONET
Vehicle Maximum Capacity—(See Tire Inflation Placard Located on Vehicle).
Sedans, Hardtops: Front seat—3 passengers; Rear Seat—3 passengers; Luggage 200 lbs.; Total—1100 lbs.
Station Wagons: Front seat—3 passengers; Second Seat—3 passengers; Third seat or Luggage—2 passengers
or 300 lbs.; Total—1200 lbs.
CHARGER
Vehicle Maximum Capacity—(See Tire Inflation Placard Located on Vehicle).
Sedans: Front Seat—3 passengers; Rear Seat—3 passengers; Luggage—200 lbs.; Total—1100 lbs.
NOTE: Reduce by one front seat passenger (150 lbs. total) where equipped with bucket seats, without center
seat.
Optional Reduced Vehicle Loading for Improved Ride. (See Tire Inflation Placard Located on Vehicle).
Sedans, Hardtops; Front Seat—2 passengers; Second Seat—3 passengers; Luggage—0; Total—750 lbs.

*Cha¡n Clearance Limited

POLARA-MONACO
Tire Size Wheel Size Restrictions
F-78-15 5J, 5-1/2JJ
G78-15 5-1/2JJ, 6JJ
H78-15 5-1/2JJ, 6JJ
J78-15 6JJ, 6-1/2JJ
L84-15* 6-1/2JJ Station Was

Vehicle Maximum Capacity—(See Tire Inflation Placard Located on Vehicle).

Sedans, Hardtops: Front seat—3 passengers; Rear Seat—2 passengers; Luggage—200 lbs.; Total—1100 lbs.
Station Wagons: Front seat—3 passengers; Rear seat—3 passengers; Third seat—3 passengers or 300 lbs. lug-
gage; Total—1200 lbs.
Optional Reduced Vehicle Loading for Improved Ride. (See Tire Inflation Placard Located on Vehicle).
Sedans, Hardtops; Front Seat—2 passengers; Second Seat—3 passengers; Luggage—0; Total—750 lbs.

*Chain Clearance Limited

TRAILER TOWING TIRE SIZE AND INFLATION PRESSURES

INFLATION
TIRE PRESSURE-COLD RIM
MODEL SIZE FRONT REAR WIDTH
Charger-Coronet G78-14 28 28 6 JJ
Coronet Station Wagons H78-14 22 32 6 JJ
Polara H78-15 28 28 6 JJ
Polara Station Wagons L84-15 22 32 6-1/2JJ.

1. Cold inflation pressures must not exceed 32 psi for load range B (4 ply rating) and 40 psi for load range
D (8 ply rating) tires. These tire pressures may increase as much as 6 psi when hot. Do not reduce this
normal pressure buildup. Cold tire inflation is defined as the pressure after the vehicle has been inoper-
ative for at least three hours and driven dess than one mile.
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22-10 TIGHTENING REFERENCE
2. All tires must be inflated 4 psi more than specified in the chart but not to exceed pressures indicated
above in note No. 1 for sustained speeds above 75 mph. Sustained speeds above 75 mph are not
recommended when the 4 psi pressure adjustment would require pressures greater than the allowed
maximum indicated on the tire sidewalk Load Range D (eight ply rating) tires inflated an additional 6
psi, but not to exceed 40 psi, are required for these instances where maximum vehicle capacity is carried
above 75 mph and maximum allowable load range B (4 ply rating) tire pressures (32 ps¡.) would be ex-
ceeded.

3. The use of tires smaller than the specified minimum or larger than the specified maximum could consti-
tute a safety hazard.

4. Cargo loads, particularly in station wagon models, should be distributed as far forward as possible.

5. Vehicles with luggage racks do not have a maximum vehicle capacity greater than indicated in chart.

6. Vehicles with trailer towing packages do not have increased maximum capacity. The allowable passenger
and cargo load must be decreased an amount equal to the trailer tongue load on the trailer hitch.

7. Because of vehicle limitations, oversize, 70 Series or load range D (8 ply rating) tires do not provide in-
creased vehicle capacity. They do, however, provide an extra margin of tire service (tread life, etc.). Do
not exceed the maximum tire size stated in chart.

8. Snow tires should not be operated at sustained speeds over 70 mph. These tires should be operated at
maximum vehicle capacity pressures under all load condition.

9. All tires and especially the wide tread 70 Series, bias belted and radial types must be rotated no later
than every second oil change and should be in correct balance to obtain the most uniform tread wear.
Tire rotation at shorter intervals is recommended if irregular tread wear develops.

TIGHTENING REFERENCE
Dart Challenger Charger
Disc Drum Coronet Polara-Monaco
TORQUE
Wheel Nut 65 ft-lbs. 55 ft-lbs. 65 ft-lbs. 65 ft-lbs.
WHEELS
Type Steel Disc
Rim Drop Center—Safety Rim Wheel
No. of Wheel Nuts 5 5 5 5
Stud Size l/2"-2O 7/l6"-2O l/2"-2O l/2"-2O
Stud Hole Circle 4-1/2" 4" 4-1/2" 4-1/2"
All wheel stud nuts and studs have right hand thread.

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 HEATERS 24-1

HEATERS AND AIR CONDITIONING

CONTENTS
Page Page
AIR CONDITIONING 14 HEATERS 1

HEATER

INDEX

Page Page
General Information 1 Heater Removal and Installation 8
Service Diagnosis (All Models) 1 Dart 2
Service Procedures 2 Blower Motor Removal and Installation 4
Challenger 4 Control Cable Adjustment 2
Blower Motor Removal and Installation 6 Disassembly and Assembly 3
Control Cable Adjustment 4 Heater Removal and Installation 2
Disassembly and Assembly 4 Polara—Monaco 9
Heater Removal and Installation 4&6 Blower Motor Removal and Installation 12
Coronet 6 Control Cable Adjustment 9
Blower Motor Removal and Installation 8&9 Heater Removal and Installation 11
Control Cable Adjustment 6 Upper Level Ventilation (Strato-Vent) 12
Disassembly and Assembly 8

GENERAL INFORMATION

All models use a "Blend Air" type heater. Outside outside air bypasses the heater and is rammed into
air enters the heater through the cowl grille and the vehicle (Figs. 1 and 2).
passes through a plenum chamber to the heater core. On all other Dodge models, the ventilator doors are
A temperature control door in the heater plenum controlled by knobs mounted under the instrument
chamber directs the outside air either through or panel.
past the heater core. The amount of "blend" is deter- Make sure these doors are closed during heater oper-
mined by the setting of the temperature lever on the ation.
instrument panel. Direction of the "blended air" is Note: The size of the heater inlet hose from the
controlled by the "Heat-Defrost" lever on the instru- engine has been reduced to 1/2 inch diameter on all
ment panel. engines to simplify plumbing connections. The return
The blower switch determines the speed of the hose to the engine will remain at 5/8 inch diameter.
blower motor and the velocity of the air flow from A self-adjusting cable clip has been incorporated on
the heater outlets. Dart, Coronet and Charger models to simplify cable
On Dart models, two outside air ducts, for warm adjustment. This clip snaps onto the control cable
weather use, are located under each end of the instru- core wire and will slide along this wire under a spec-
ment panel. By opening the doors on these ducts ified load to provide an automatic cable adjustment.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
INSUFFICIENT HEAT (a) Carpet obstructing outlet. (a) Reposition carpet to clear outlet.
(b) Radiator hoses leaking. (b) Correct leak. Replace hoses if neces-
sary and bleed system of air.
(c) Obstructed heater hose. (c) Replace heater hoses.
(d) Temperature door not closed or leak- (d) Adjust temperature control cable. See
ing. "Cable Adjustments".
(e) Shut-off or defroster door improperly (e) Adjust the Heater-Defroster Control
adjusted. Cable. See "Cable Adjustments."
(f) Replace thermostat. See Group 7,
(f) Engine thermostat open. "Cooling System".
(g) Fill the radiator to recommended
(g) Coolant too low. level,
(h) Reroute to eliminate restriction.
(h) Kinked hose.
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24-2 HEATERS-
Condition Possible Cause Correction
TOO MUCH HEAT (a) Disengaged cable on temperature (a) Connect or replace cable.
door.
(b) Thermostat stuck in closed position. (b) Replace thermostat. See Group 7,
"Cooling System".
BLOWER MOTOR NOT (a) Blown fuse. (a> Check for excessive resistance in cir-
OPERATING cuit and replace fuse.
(b) Faulty electrical connection. (b) Tighten all electrical connections.
(c) Faulty blower switch. (c) Replace switch.
(d) Faulty motor. (d) Replace motor.
(e) Faulty resistor. (e) Replace resistor.

SERVICE PROCEDURES

DART MODELS

CONTROL CABLE ADJUSTMENT (6) Remove defroster tubes from heater assem-
bly.
Temperature Cable (7) Disconnect heater housing support rod from
To adjust the temperature control cable, place the outside air duct (Fig. 1).
temperature control lever in the "high" position. Re- (8) Remove heater assembly.
move the auto adjust clip from the temperature door
crank. Place the lever in the "low'* position. Slide the Installation
auto adjust clip on the cable core wire, as far as pos- (1) Position heater assembly on dash panel by
sible toward the cable housing. Place the lever in the sliding 3 mounting studs into their respective holes
"high" position. Reinstall the auto adjust clip on the in dash panel.
crank arm. To complete the adjustment, move the (2) Connect and adjust the heater-defroster cable
lever all the way to the low position, until it contacts and the temperature control cables to their respective
the edge of the bezel slot. control arms.
(3) In engine compartment side, install heater to
Mode Cable dash panel and tighten mounting nuts.
To adjust the mode control cable, place the mode (4) Position seal and seal retainer over heater tubes
control lever in the "defrost" position. Remove the and install attaching screws.
auto adjust clip from the mode door crank. Place the (5) Connect heater hoses to heater (Fig. 4).
lever in the "off" position. Slide the auto adjust clip (6) On passenger compartment side, connect
along the cable core wire as far as possible toward the heater support rod to heater housing.
cable housing. Place the lever in the "defrost" posi- (7) Connect wire to heater motor resistor.
tion. Reinstall the auto adjust clip on the crank arm. (8) Connect defroster tubes to heater.
To complete the adjustment, move the lever all the (9) Fill cooling system, start engine and operate
way to the "off" position, until it contacts the edge of until normal engine operating temperature is ob-
the bezel slot. tained.
(10) Test operation of heater assembly.
HEATER
MOTOR
Removal RESISTOR
To service the heater core or blower motor, it is
necessary to remove the heater assembly from the
vehicle.
(1) Drain radiator.
(2) Disconnect heater hoses from heater and re-
move heater hoses to dash panel seal and retainer
plate (Fig. 3).
(3) Remove three mounting nuts.
(4) Disconnect heater-defroster and temperature
control cables from heater assembly. DEFROSTER TUBES A?R"DOOR
(5) Remove heater motor resistor wire from resis- PF383
tor (Fig. 1). Fig. I •^Heater Assembly (Dart)

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 HEATERS 24-3

PLENUM CHAMBER

c MOUNTING
NUT (3)
SEAL

DOOR

RETAINER

MOUNTING STUDS PF384

Fig. 3—Heater Mounting

NP265
(7) Remove retainer clips attaching heater hous-
ing halves together.
Fig. 2-Outside Air Duet-Driver's Side. (8) Separate heater housing halves.
Disassembly (9) Remove screw attaching seal retainer and seal
(1) Remove seal from around heater motor mount- around heater core tubes.
ing studs. (10) Remove heater core tube support clamp.
(2) Remove backplate from distribution housing. (11) Remove screws attaching heater core to
(3) Remove fan from heater motor. heater housing and remove core.
(4) Remove motor from backplate. (12) Remove seal retainer and seal from heater
(5) Remove heater motor resistor assembly from core.
heater housing (Fig. 1).
(6) Remove outside air door seal from either inner Assembly
or outer heater housing half only. (1) Position heater core in heater housing.
OUTLET HOSE OUTLET HOSE

INLET HOSE
INLET HOSE

198 AND 225 CUBIC INCH ENGINES 318, AND 340 CUBIC INCH ENGINES PB68A

Fig. 4-Héater Hose Routing (Dart)

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24-4 HEATERS -¤
(2) Slide seal retainer and seal over heater core (8) Position both housing halves together and in-
tubes and up against housing. Install attaching stall retainer spring clips. Add sealer between two
screws. halves before putting halves together.
(3) Install heater core to housing screws. (9) Install heater motor resistor assembly.
(4) Position support clamp over heater core tubes (10) Position and cement seal around outside air
and install attaching screw. door opening.
(5) Install blower motor on backplate. (11) Position heater housing to dash panel seal
(6) Install fan on heater motor. Turn fan to make around heater housing mounting studs.
certain it does not hit the backplate. (12) Install heater as outlined in "Heater Installa-
(7) Install backplate and motor assembly on heater. tion".

SERVICE PROCEDURE

CHALLENGER MODELS

Control Cable Adjustment (6) Disconnect blower motor lead from blower
To adjust the temperature control cable, remove motor resistor.
the cable retaining clip from the cable at the temper- (7) Remove six sheet metal screws and six retain-
ature control door. Place the temperature control lev- ing clips holding blower motor mounting plate to
er in the minimum heat "LOW" position. Rotate the housing. Separate mounting plate and blower motor
temperature control door crank to the extreme clock- assembly from housing.
wise position and reinstall the cable retaining clip. Be
sure the instrument panel control lever remains in Assembly
the "LOW" position during the adjustment (Fig. 1). Inspect all gaskets and sealing compound for areas
The "Heater-Defrost" cable is adjusted at the in- that might allow air to escape from housings and
strument panel control end only. Place the control replace as necessary.
lever in the "OFF" position, loosen the cable retain- (1) Position blower motor mounting plate on back
ing screw in the elongated hole in the flag attached to of housing and install six sheet metal screws and
the cable. Move cable housing towards instrument clips. From opening in front of housing rotate blower
panel control to shorten travel of cable at housing. motor by hand and inspect for alignment.
Move cable housing away from instrument panel con- (2) Connect blower motor lead to resistor. Inspect
trol to lengthen travel of cable at housing. Tighten ground lead for good connection.
retaining screw. (3) Place heater core in position and install core
tube retaining screw from back of housing between
Air Vent Control Cable core tubes.
Push the vent air control knob in (leave about 1/8 (4) Position front cover on housing and install
inch between knob and panel). Remove the control mounting screws and clips, check all doors for align-
cable clip from the door control crank arm bracket. ment.
Rotate the crank arm of the door firmly to the closed (5) Place sponge rubber gaskets on core tubes.
position (left side counterclockwise; the right side (6) Seal plenum air seal cuts with a good grade
clockwise) and reinstall the cable to the crank arm rubber cement and install assembly in vehicle as out-
bracket (Fig. 1). lined in "Heater Installation".

Heater Disassembly HEATER

(1) Remove heater assembly from vehicle as out-
lined in "Heater Removal". Removal
(2) Remove nine spring clips and four screws that (1) Disconnect battery ground cable.
hold the front cover to the assembly housing. (2) Drain coolant from radiator.
(3) Cut sponge rubber plenum to housing air seal (3) Disconnect heater hoses from core tubes at
in two places where the front cover separates cover dash panel. Plug core tubes to prevent spilling coolant
from housing. on interior of car (Fig. 2).
(4) Remove one core tube retaining screw from (4) Remove three mounting nuts from studs
behind housing between core tubes. around blower motor and remove flange and air seal.
(5) Remove two sponge rubber gaskets from core (5) Unplug antenna from radio and place wire to
tubes and remove heater core from housing. one side.

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 HEATERS 24-5
EXISTING STUD IN PLENUM PANEL 4 MOUNTING SCREWS

TEMPERATURE
CONTROL
DOOR CABLE

HEAT
DEFROST
DOOR CABLE

DEFROSTER DUCT

LEFT OUTSIDE
AIR VENT
` CABLE

LEFT OUTSIDE
AIR VENT
RIGHT OUTSIDE
AIR VENT HEATER
CABLE HOUSING

VIEW IN DIRECTION OF ARROW A

HEATER ASSEMBLY
MOUNTING STUDS

TEMPERATURE
CONTROL CABLE

VIEW IN DIRECTION OF ARROW B PY136B

Fig. 1-Heater Assembly (Challenger Models)

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24-6 HEATERS-
toward rear of vehicle. Install retaining screw but do
not tighten.
(5) Position unit against dash panel. Be sure
heater core tubes and mounting studs are in their
respective holes before applying pressure to front of
housing. Hook housing to plenum support rod in posi-
tion.
(6) Plug antenna into receptacle in bottom of ra-
dio.
(7) Place air seal and flange over blower motor.
(8) Install nuts on mounting studs and tighten se-
curely, then tighten plenum support rod retaining
318 AND 340 CUBIC INCH ENGINE screw (Fig. 1).
(9) Remove plugs from core tubes and connect
hoses (Fig. 2).
(10) Connect battery cables, fill radiator, bleed air
from system inspect for leaks and test operation of
heater.

BLOWER MOTOR

Removal
The entire heater assembly must be removed from
the vehicle to service the blower motor.
(1) Disconnect blower motor lead from resistor
block and ground wire from mounting plate.
225 CUBIC INCH ENGINE PY132A (2) Remove six sheet metal screws and six retain-
ing clips holding blower motor mounting plate to
Fig. 2-Heater Hose Routing (Challenger Models) housing. Separate mounting plate and blower motor
(6) Remove screw from housing to plenum sup- assembly from housing.
port rod on right side of housing above fresh air (3) Remove blower wheel from motor shaft.
opening. (4) Remove two retaining nuts and separate mo-
(7) Disconnect two air door cables (Fig. 1). tor from mounting plate.
(8) Disconnect wires from blower motor resistor.
(9) Tip unit down and out from under instrument Installation
panel. (1) Position blower motor to mounting plate and
secure with two retaining nuts.
Installation (2) Install blower wheel, rotate by hand and inspect
(1) Place unit on front floor of vehicle. for alignment.
(2) Connect wires to blower motor resistor. (3) Place mounting plate to back of housing and
(3) Connect bowden cables to air door cranks. install six mounting screws and six retaining cups.
(Cable housings flush with edge of bracket). (4) Connect lead wire to resistor block.
(4) Unhook plenum support rod from opening in (5) Connect ground wire to mounting plate tighten
plenum chamber, position it in housing with hook securely.

SERVICE PROCEDURE

CORONET MODELS
CONTROL CABLE ADJUSTMENT auto adjust clip on the cable core wire, as far as pos-
sible towards the cable housing (Fig. 1). Place the
Temperature Cable lever in the "warm" position. Reinstall the auto adjust
To adjust the temperature control cable, place the clip on the crank arm. To complete the adjustment,
temperature control lever in the "warm" position. Re- move the lever all the way to the "cool" position, until
move the auto adjust clip from the temperature door it contacts the edge of the bezel slot.
crank. Place the lever in the "cool" position. Slide the

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 HEATERS 24-7

DEFROSTER DUCT

TEMPERATURE DOOR
HEAT-DEFROSTER DOOR CRANK ARM
CRANK ARM
ROUTE THIS AREA
OF CABLE ABOVE
MAIN WIRING HARNESS

FRESH AIR DOOR

CRANK ARM

LOCATE CABLE IN CLIP

WITH TAPE AS SHOWN

LOCATE CABLE IN
CLIP WITH TAPE
AS SHOWN

TEMPERATURE VIEW IN CIRCLE Y VIEW IN CIRCLE X

CONTROL
DOOR CABLE
PB255B
Fig. ì-Heater Assembly (Coronet Models)
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24-8 HEATERS
Mode Cable (6) Seal plenum air seal cuts with a good grade
To adjust the mode control cable, place the mode rubber cement and install assembly in vehicle as out-
control lever in the "defrost" position. Remove the lined in "Heater Installation".
auto adjust clip from the mode door crank. Place the
lever in the "off" position. Slide the auto adjust clip HEATER
along the cable core wire as far as possible toward the
cable housing. Place the lever in the "defrost" posi- Removal
tion. Reinstall the auto adjust clip on the crank arm. (1) Disconnect battery ground cable.
To complete the adjustment, move the lever all the (2) Drain coolant from radiator.
way to the "off" position, until it contacts the edge of (3) Disconnect heater hoses from core tubes at
the bezel slot. dash panel. Plug core tubes to prevent spilling coolant
on interior of car.
Air Vent Control Cable (4) Remove three mounting nuts from studs
Push the vent air control knob in (leave about 1/8 around blower motor and remove ñange and air seal.
inch between knob and panel). Remove the control (5) Unplug antenna from radio and place wire to
cable clip from the door control crank arm bracket. one side.
Rotate the crank arm of the door firmly to the closed (6) Remove screw from housing to plenum sup-
position (left side counterclockwise; the right side port rod on right side of housing above outside air
clockwise) and reinstall the cable to the crank arm opening.
bracket (Fig. 1). (7) Disconnect two air door cables (Fig. 1).
(8) Disconnect wires from blower motor resistor.
Heater Disassembly (9) Tip unit down and out from under instrument
(1) Remove heater assembly from vehicle as out- panel.
lined in "Heater Removal".
(2) Remove screws that hold the front cover to Installation
the assembly housing. (1) Place unit on front floor of vehicle.
(3) Cut sponge rubber plenum to housing air seal (2) Connect wires to blower motor resistor.
in two places where the front cover separates cover (3) Connect bowden cables to air door cranks.
from housing. (4) Unhook plenum support rod from opening in
(4) Remove one core tube retaining screw from plenum chamber, position it in housing with hook
behind housing between core tubes. toward rear of vehicle. Install retaining screw but do
(5) Remove two sponge rubber gaskets from core not tighten.
tubes and remove heater core from housing. (5) Position unit against dash panel. Be sure blow-
(6) Disconnect blower motor lead from blower er motor cooling tube seal is glued to heater housing
motor resistor. and core tubes and mounting studs are in their re-
(7) Remove six sheet metal screws and six retain- spective holes before applying pressure to front of
ing clips holding blower motor mounting plate to housing. Hook housing to plenum support rod in posi-
housing. Separate mounting plate and blower motor tion. Tighten retaining screw securely.
assembly from housing. (6) Plug antenna into receptacle in bottom of ra-
dio.
Assembly (7) Place air seal and flange over blower motor.
Inspect all gaskets and sealing compound for areas (8) Install nuts on mounting studs and tighten se-
that might allow air to escape from housings and curely, then tighten plenum support rod retaining
replace as necessary. screw (Fig. 1).
(1) Position blower motor mounting plate on back (9) Remove plugs from core tubes and connect
of housing and install six sheet metal screws and hoses. See (Fig. 2) under "Challenger Service
clips. From opening in front of housing rotate blower Procedure" for heater hose connections.
motor by hand and inspect for alignment. (10) Connect battery cables, fill radiator, bleed air
(2) Connect blower motor lead to resistor. Inspect from system inspect for leaks and test operation of
ground lead for good connection. heater.
(3) Place heater core in position and install core
tube retaining screw from back of housing between BLOWER MOTOR
core tubes.
(4) Position front cover on housing and install Removal
mounting screws, check all doors for alignment. The entire heater assembly must be removed from
(5) Place sponge rubber gaskets on core tubes. the vehicle to service the blower motor.
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 HEATERS 24-9
(1) Disconnect blower motor lead from resistor Installation
block and ground wire from mounting plate. (1) Position blower motor to mounting plate and
(2) Remove six sheet metal screws and six retain- secure with two retaining nuts.
ing clips holding blower motor mounting plate to (2) Install blower wheel, rotate by hand inspect
housing. Separate mounting plate and blower motor for alignment.
assembly from housing. (3) Place mounting plate to back of housing and
(3) Remove blower wheel from motor shaft. install six mounting screws and six retaining cups.
(4) Remove two retaining nuts and separate mo- (4) Connect lead wire to resistor block.
tor from mounting plate. (5) Connect ground wire to mounting plate tighten
securely.

SERVICE PROCEDURES

POLARA-MONACO MODELS

Control Cable Adjustment (2) In engine compartment disconnect heater

(1) Disconnect the three cables at heater assem- hoses at dash panel. Plug hose fittings on heater to
bly. (Fig. 1). prevent any coolant from spilling on inside vehicle as
(2) With control assembly removed from instru- neater assembly is removed.
ment panel, position the three control cables so the (3) Slide front seat back to allow room to remove
cable housing is flush with edge of the cable mounting unit from vehicle and unplug antenna lead from side
bracket (Fig. 2). Install cable mounting clips. of radio.
(3) Install control assembly on instrument panel. (4) Remove vacuum hoses from trunk lock if so
(4) Place top control lever in center or "Heat" equipped.
position and connect heater-defroster cable (left ca- (5) Disconnect electrical connectors from blower
ble) to heat-defrost door (extreme left door) of motor resistor block on face of housing.
heater assembly while holding crank in extreme (6) Remove control cables from defroster door
counter clockwise position. crank and heat shut off door crank.
(5) Connect air shut-off cable (right cable) to air (7) Remove bottom retaining nut from support
shut-off door of heater assembly (on the front surface bracket and swing bracket up out of the way.
of the heater), while holding crank in extreme clock- (8) In engine compartment remove four retaining
wise position. nuts from studs on engine side housing.
(6) Place temperature control lever in extreme (9) Remove locating bolt from bottom center of
right, "Heat" position. Connect cable to right door of passenger side housing.
heater assembly while holding crank of door in ex- (10) Roll or tip housing out from under instru-
treme clockwise position. ment panel.
A temperature control cable with a turnbuckle is (11) Remove temperature control cable retaining
adjusted by placing the temperature control lever in clip and cable from heat shut off door crank.
the extreme left position. Adjust the turnbuckle until
the control lever pulls away from the control bezel, so Installation
that when operated full movement it does not contact Before pressing housing to dash panel, be sure
either end of bezel slot. housing to panel seal is not misaligned or damaged.
(1) Position housing on front floor of vehicle un-
Air Vent Control Cable der instrument panel and place temperature control
(1) Push the air vent control knob in (leave about cable in bracket. Place end of cable housing flush with
1/8 inch between the knob and panel). end of bracket and install retaining clip.
(2) Remove the kick pad at the air outlet. (2) Tip housing up under instrument panel and
(3) Remove the control cable clip from the vent press mounting studs through dash panel.
door cable bracket. (3) While holding housing in position, install locat-
(4) Rotate and hold the vent door firmly closed ing screw. Then swing mounting bracket down onto
and attach cable clip. stud on face of housing and install mounting nut.
(5) Reinstall kick pad. (4) In engine compartment install four retaining
nuts and tighten securely.
Heater Passenger Side Housing Removal (5) Connect electrical connectors to resistor block
(1) Disconnect battery negative cable and drain and connect control cables to defroster door crank
radiator. and heat shut off door crank.
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24-10 HEATERS ¯¤

MOUNTING SCREW

EXISTING STUD
IN PLENUM
PANEL

DEFROSTER DUCT

PASSENGER SIDE
HOUSING

SUPPORT BRACKET
TEMPERATURE
CONTROL DOOR
CRANK

HEAT SHUT OFF

DOOR CRANK

TO DEFROSTER
DUCT

HEAT DEFROST
DOOR CRANK
BLOWER MOTOR
RESISTOR BLOCK

HEAT
DISTRIBUTION DUCT HOUSING
LOCATING
SCREW

PASSENGER SIDE HOUSING

GROUND TO WIPER
MOTOR STUD

ENGINE SIDE HOUSING

NU252A

Fig. I -Heater Assembly (Polara and Monaco Models)

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 HEATERS 24-11
CABLE RETAINING CLIP
r``»

AIR
SHUT-OFF
DOOR CABLE
HEATER
DEFROSTER
DOOR
CABLE
400 AND 440 CUBIC INCH ENGINES

TEMPERATURE CONTROL
DOOR CABLE

VIEW IN DIRECTION
PY668 OF ARROW A

Fig. 2-Heater Control Cable Adjustment.

(6) Plug antenna lead into radio and connect vacu-
um trunk lock hoses if so equipped.
(7) From engine compartment, remove plugs from
318 AND 360 CUBIC INCH ENGINES
core tubes and connect hoses to heater (Fig. 3).
(8) Fill cooling system and connect battery nega-
tive cable.
(9) Start engine, operate heater and bleed air
from system.

Engine Side Housing

Removal
The right inner fender shield must be removed
from vehicle to service heater blower motor or engine
side housing. See Body Manual for detailed illustra- 225 CUBIC INCH ENGINES PY134B
tions of fender shield removal. Fig. 3-Heater Hose Routing
(1) Drain radiator and disconnect battery ground
cable. (4) Install inner fender shield, connect heater
(2) Disconnect heater hoses at core tubes. hoses to core tubes.
(3) Remove inner fender shield. (5) Fill cooling system and connect battery nega-
(4) From under instrument panel, disconnect tive cable.
blower motor feed and ground wires. Push wires and (6) Start engine, operate heater and bleed air
rubber grommet through dash panel into engine com- from system.
partment.
(5) From engine compartment remove four re- HEATER CORE
taining nuts and three screws from outer edge of
housing and remove housing. Removal
(1) Remove passenger side housing from vehicle.
Installation (2) From inside housing, remove two retaining
Before pressing housing to dash panel, be sure nuts from right side of heating core and four screws
housing to panel seal is not misaligned or damaged. from outside of housing.
(1) Position housing on four studs on dash panel. (3) Remove core tube locating metal screw from
Install four retaining nuts and three screws. Tighten top of housing.
securely (24 inch-pounds). (4) Carefully pull heater core out of housing.
(2) Push blower motor feed wire through hole in
dash panel and secure rubber grommet. Installation
(3) From under instrument panel connect feed Examine core to housing seal for damage or
wire. misalignment before seating heater core in housing.
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24-12 HEATERS-
(1) Position core on studs in housing and install Blower Motor Resistor Replacement
two retaining nuts. (1) From under instrument panel, disconnect wir-
(2) Install four core retaining screws from outside ing at resistor.
of housing and one core tube locating screw in top (2) Remove two screws that mount resistor to
left of housing. Tighten all nuts and screws securely heater assembly and remove resistor.
(24 inch-pounds). (3) Position new or repaired resistor into heater
(3) Install housing under instrument panel. assembly and install two mounting screws.
(4) Connect wiring to resistor.
BLOWER MOTOR
HEATER DOORS
The blower motor is mounted to the engine side
housing under the right front fender between the For service of either the temperature control door
inner fender shield and the fender. The inner fender heater defroster door or the shut-off door, the heater
shield must be removed to service either the blower must be removed from the vehicle and disassembled.
motor or engine side housing. See Body Manual for Refer to 'Heater Removal and Installation.'
detailed illustrations.

UPPER LEVEL VENTILATION

(STRATO VENT)
Upper Level Ventilation is offered as optional center of the instrument panel (Figs. 1 and 2).
equipment on Coronet, Polara and Monaco Models, In addition to the heater housing assembly the
this convenience consists of components added to a "Upper Level Ventilation" package consists of:
modified heater housing assembly which allows out- (1) A special control with a fourth "Vent" posi-
side air to be forced into the passenger compartment, tion.
by the blower fan, through directional outlets in the (2) Two directional air outlets located in the cen-
GREEN IDENTIFICATION
(U.LV.) GREEN STRIPE

LOCATE CABLE IN CLIP

WITH TAPE AS SHOWN
AIR DOOR ACTUATOR AIR TRANSFER DUCT

TO ENGINE VACUUM
TO WATER VALVE
HEATER
CHECK VALVE INLET
HOSE

VACUUM ACTUATED
WATER SHUT-OFF VALVE
VACUUM
SWITCH
(VENT
POSITION
ONLY) PB256A

Fig. 1-Upper Level Ventilation (Coronet)

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 HEATERS 24-13
TO ENGINE TO WATER VALVE
VACUUM FITTING

DEFROSTER
DUCT OPENING

HEAT SHUT
OFF DOOR CABLE

BLEND AIR DOOR

CABLE

HEAT DEFROST DOOR CABLE

TURN BUCKLE ADJUSTER

UPPER LEVEL VENT

VACUUM HARNESS

VACUUM SWITCH
CONTROL

VACUUM HOSE
FROM CONTROL VIEW IN DIRECTION
OF ARROW A
HEATER INLET HOSE
VACUUM ACTUATED
WATER SHUT-OFF VALVE

UPPER LEVEL VENT

CENTER OUTLET DUCTS

PB3O9
Fig. 2-Upper Level Ventilation (Polara and Monaco Models)
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24-14 AIR CONDITIONING
ter of the instrument panel. Fast Cool Down
(3) An air transfer duct installed behind the in- (1) Place the mode lever in the "Vent" position.
strument panel between the heater housing and the (2) Place the blower switch on "Hi".
back of the directional air outlets. (3) Open both cowl vents.
(4) A vacuum harness which is routed through the (4) Place the temperature control lever in the full
control "Vent Position", to activate two vacuum actu- "Heat" position this will position air doors to allow
ators at the same time, one shuts off the water valve fast cool down of the heater housing and ducts. Leave
to the heater core and the other positions an air door the temperature control lever in the "Heat" position
to direct outside air into the passenger compartment. during ventilation.
"Ram Air" cannot be utilized through the Upper
Level Vent outlets due to the configuration of the NOTE: When the temperature control lever is placed
housing and ducts. in the "Heat" position and the mode lever is in the
Upper Level Ventilation does not replace the two "Vent" position, no coolant is circulating through the
lower cable operated cowl vents, but is to be used in heater core since the water valve is shut off at this
addition to these lower vents for best results. time.

AIR CONDITIONING
INDEX
Page Page
Complete System Discharge and Recharge 28 Gauge Set Manifold Installation 15
Evaporator—Heater Assembly Operating Instructions For Owners 14
Challenger 50 Service Procedures 32
Coronet 50 Servicing The Compressor 35
Dart 42 Test Procedures 17

Polara—Monaco 62
windows and drive the car for several minutes to
OPERATING INSTRUCTIONS FOR OWNERS expel the warm air, and at the same time:
(1) Slide the temperature control lever to the
(ALL MODELS) "cool" position.
(2) Push the "Max.-A/C" button in.
Off-Season Operation (3) Move the fan switch to "High".
During the off-cooling season, suggest to the own- (4) Adjust the four cooling outlet vanes to direct
ers that they operate the air-conditioning system for cooled air to the desired area.
at least five minutes once a week with the "Max.- (5) Close windows.
A/C" button depressed and the temperature control
lever in the warm position. This will cause the air Normal Cooling (Cooling with Outside Air)
conditioner compressor to pump oil to the compressor When the desired amount of cooling is obtained
seal, preventing the seal from drying out and causing with the "Max-A/C" button, you can continue cooling
loss of refrigerant. with outside air for added comfort by pushing the
AntiFreeze Required for Summer Operation "A/C" button and adjusting the fan switch to change
Air conditioned cars must be protected with a per- fan blower speed. If less cooling is desired, move the
manent type antifreeze during summer to + 1 5 de- fan switch lever to "Low" speed and readjust the
grees F. or lower to prevent the heater core from cooling outlets for indirect cooling. For warmer air,
freezing. However, this protection does not provide move the temperature control lever to obtain the
sufficient corrosion inhibitors for the engine cooling desired temperature.
system.
Summer protection to —15 degrees F. will provide Cooling for Special Conditions
adequate inhibitors for protection of engine cooling The air conditioner provides maximum dehu-
system against corrosion. Do not use the same anti- midified air at the most comfortable weather condi-
freeze for more than one year. tions above 50 degrees F.
During rainy or muggy weather, operate the sys-
Fast Cool Down tem as usual, using the temperature control lever to
If the car has been parked in the hot sun, open the clear the windows and provide interior comfort.

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 AIR CONDITIONING 24-15
If the outside air is extremely humid or too warm Condenser
for cooling with outside air as previously described, Inspect the condenser for obstruction for foreign
push the "Max.-A/C" button. matter. Clean if necessary.
This method is also recommended when driving Any obstruction to the free flow of air across the
through areas which are extremely dusty or have condenser will decrease heat dissipation from the
objectionable odors. condenser, decrease the efficiency of the condenser
Operation in Traffic and, in turn, decrease the evaporator's efficiency.
In extremely slow traffic, additional cooling may be These conditions result in increasing the discharge
required. pressure and horsepower load on the engine. The use
When pulling a trailer, when driving through heavy of a bug screen is not recommended as it, too, will
traffic at 10 to 15 mph. or when pulling up steep hills decrease the free flow of air.
additional engine cooling may be required. If any or Inspect the condenser for bent or damaged fins.
all of these situations are encountered, put the trans- The bent fins on the condenser deflect air flow across
mission in a lower gear. At stop lights and other the bent portions, decreasing the condenser area.
stops put transmission in Neutral and increase engine
speed. Bug Screens (Ail Models)
Bug screens should not be installed on vehicles
Radiator Cap equipped with air conditioner. A bug screen installed
Air conditioned vehicles must be equipped with a in front of the condenser will reduce air flow and air
radiator cap having a holding pressure of 15 to 16 conditioner performance. Under severe heat condi-
psi. Replace the radiator cap that does not test within tions a bug screen may cause the engine to over-heat.
these specifications.

THE GAUGE SET MANIFOLD

INSTALLATION (ALL MODELS)

The Gauge Set Manifold is an indispensable test side of the manifold set. This mounting is for conve-
and diagnosis instrument. The gauge set manifold nience only. There are no passages between this
Tool C-3740 has two compound suction gauges and gauge and the gauge manifold. The compressor inlet
one discharge pressure gauge. Two accurately cali- gauge is calibrated to register 0 to 30 in. of vacuum
brated suction pressure gauges are required for the and 0 to 150 psi. This gauge and the evaporator suc-
evaporator pressure regulator valve test. (Fig. 1 and tion gauge must be accurately calibrated so that the
2). The hoses are shown in the test illustrations for needles of both gauges are exactly at 0 before making
quick reference to distinguish the various adapta- test. The compressor inlet gauge is connected to the
tions. compressor inlet service port by a special service port
Evaporator Suction Gauge—at the left side of the adapter. This gauge is used when checking the EPR
manifold set is calibrated to register 0 to 30 inches of Valve. Not used on Dart installations (Fig. 2) which
vacuum and 0 to 150 psi. This gauge is connected to do not use an EPR valve.
the suction service port of the compressor. On Dart Center Manifold Outlet—provides the necessary
installations this gauge is connected to the com- connection for a long service hose used when dis-
pressor inlet service port. A special service port adapt- charging the system, using a vacuum pump to "pull a
er, supplied with the gauge set, provides the means vacuum" before charging the system, and for con-
of connecting the gauge set manifold hose to the necting the supply of refrigerant when charging the
service port. When the adapter is installed at the port system.
and tightened, the stem of the valve in the service Manifold Gauge Valves—should be closed when
port is depressed, opening the service port valve. connecting the gauge set manifold to the service
Discharge Pressure Gauge—at the center of the ports of the compressor. The suction gauge valve at
manifold set is calibrated to register 0 to 300 psi. For the left is opened to provide a passage between the
all tests this gauge is connected to the discharge suction gauge and the center manifold outlet. The
service port of the system. A service port adapt- discharge gauge valve at the right is opened to
er is used to make this connection. The needle valve, provide a passage between the discharge pressure
located below the discharge pressure gauge, is used to gauge and the center manifold outlet.
damp out gauge needle oscillations so that accurate Detailed instructions for proper use of the gauge
readings can be obtained. set manifold are contained in the test covering each
Compressor Inlet Gauge—is mounted at the right test and service operation employing these gauges.
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24-16 AIR CONDITIONING
EVAPORATOR SUCTION GAUGE

DISCHARGE PRESSURE GAUGE

COMPRESSOR INLET GAUGE

SUCTION GAUGE VALVE

CENTER MANIFOLD OUTLET

DISCHARGE GAUGE VALVE

NEEDLE VALVE

DISCHARGE SERVICE PORT

SERVICE PORT ADAPTER

COMPRESSOR
INLET SERVICE
PORT

SUCTION LINE
NK1457A

Fig. ì—Gauge Set Manifold Connections—(All Models except Dart)

SAFETY PRECAUTIONS wash the eyes with the weak solution of boric acid.
Call your doctor immediately even though irritation
The refrigerant used in all air-conditioning installa- has ceased after first aid treatment.
tion is Refrigerant 12. It is transparent and colorless CAUTION: Do not heat refrigerant 12 above 125
in both the liquid and vapor state. Since it has a degrees F.
boiling point of 21.7 degrees F. below zero, at atmo-
spheric pressure, it will be a vapor at all normal In most instances, moderate heat is required to
temperatures and pressures. The vapor is heavier bring the pressure of the refrigerant in its container
than air, non-flammable and nonexplosive. It is non- above the pressure of the system when charging or
poisonous except when it is in direct contact with adding refrigerant. A bucket or large pan of hot
open flame. It is noncorrosive except when combined water not over 125 degrees F. is all the heat required
with water. The following precautions must be ob- for this purpose. Do not heat the refrigerant con-
served when handling Refrigerant 12. tainer with a blow torch or any other means that
CAUTION: Wear safety goggles when servicing the would raise temperature and pressure above this
refrigeration system. temperature. Do not weld or steam clean on or near
Refrigerant 12 evaporates so rapidly at normal at- the system components or refrigerant lines.
mospheric pressures and temperatures that it tends CAUTION: Keep Refrigerant 12 containers upright
to freeze anything it contacts. For this reason, ex- when charging the system.
treme care must be taken to prevent any liquid re- When metering Refrigerant 12 into the refriger-
frigerant from contacting the skin and especially the ation system, keep the supply tank or cans in an
eyes. upright position. If the refrigerant container is on its
Always wear safety goggles when servicing the re- side or upside down, liquid refrigerant will enter the
frigeration part of the air-conditioning system. Keep system and damage the compressor.
a bottle of sterile mineral oil and a weak solution of CAUTION: Always work in a well-ventilated room.
boric acid handy when working on the refrigeration Always maintain good ventilation in the working
system. Should any liquid refrigerant get into the area. Always discharge the refrigerant into the serv-
eyes, use a few drops of mineral oil to wash them out. ice bay exhaust system or outside the building.
Refrigerant 12 is rapidly absorbed by the oil. Next, Large quantities of refrigerant vapor in a small,
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 AIR CONDITIONING 24-17

EVAPORATOR SUCTION GAUGE

DISCHARGE PRESSURE GAUGE
COMPRESSOR INLET GAUGE

CENTER MANIFOLD OUTLET

DISCHARGE GAUGE VALVE
NEEDLE VALVE
SUCTION GAUGE VALVE

DISCHARGE LINE

DISCHARGE SERVICE PORT

COMPRESSOR INLET SERVICE PORT

NK1458B

Fig. 2—Gauge Set Manifold Connections—(Dart)

poorly ventilated room can displace the air and cause haling the fumes from the leak detector.
suffocation. CAUTION: Do not allow liquid refrigerant to touch
Although Refrigerant 12 vapor is normally nonpoi- bright metal.
sonous, it can be changed into a very poisonous gas if Refrigerant will tarnish bright metal and chrome
allowed to come in contact with an open flame. Do not surfaces. Avoid splashing refrigerant on any surface.
discharge large quantities of refrigerant in an area Refrigerant in combination with moisture is very cor-
having an open flame. A poisonous gas is produced rosive and can cause great damage to all metal sur-
when using the flame-type leak detector. Avoid in- faces.

TEST PROCEDURES

INDEX
Page Page
Correcting Low Refrigerant Level 21 Refrigerant Level 18
Expansion Valve and EPR Valve Test 26 Roof Unit Performance Test 24
Front Unit Performance Test 23 Test System Pressure 17
Over-All Performance Test 22 Testing System For Leaks 20
Receiver drier 29

TEST1 port adapters, make sure that the needle valve lo-
cated below the discharge pressure gauge is open.
TEST SYSTEM PRESSURE Purge air from the gauge hoses (Figs. 1 and 2) as
follows:
(Engine not Running) (1) Open suction gauge valve momentarily, then
Install the gauge set manifold. See "Gauge Set close it.
Manifold Installation" for identification of test hose (2) Open discharge gauge valve momentarily, then
connections at service ports. After tightening service close it.

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24-18 AIR CONDITIONING •¤

(3) Loosen compressor inlet suction hose con- system not operating, gauge pressure should be nor-
nection at the manifold momentarily, then tighten it. mal for temperature of the system. Refer to the
Step three not necessary with Dart installations. Temperature-Pressure Relationship Chart.
If vehicle has been parked and the air conditioning

TEMPERATURE-PRESSURE RELATIONSHIP CHART

(FOR REFRIGERANT 12)

Temp. Press. Temp. Press. F. Press. Temp. Press. Temp. Press.
F. PSI F. PSI Temp. PSI F. PSI F. PSI
0 9.2 35 32.6 60 57.7 85 91.8 110 136.4
2 10.2 36 33.4 61 58.9 86 93.3 111 138.4
4 11.2 37 34.3 62 60.1 87 94.7 112 140.5
6 12.0 38 35.2 63 61.3 88 96.5 113 142.6
8 13.5 39 36.1 64 62.5 89 98.2 114 144.7
10 14.6 40 37.0 65 63.8 90 99.8 115 146.8
12 15.8 41 37.9 66 65.0 91 101.5 116 148.9
14 17.1 42 38.9 67 66.3 92 103.1 117 151.1
16 18.4 43 39.8 68 67.6 93 104.8 118 153.2
18 19.7 44 40.7 69 68.9 94 106.5 119 155.4
20 21.0 45 41.7 70 70.2 95 108.3 120 157.7
21 21.7 46 42.7 71 71.5 % 110.0 121 159.9
22 22.4 47 43.6 72 72.9 97 111.7 122 161.2
23 23.2 48 44.7 73 74.2 98 113.5 123 164.4
24 23.9 49 45.7 74 75.6 99 115.3 124 166.7
25 24.6 50 46.7 75 77.0 100 117.2 125 169.1
26 25.4 51 47.7 76 78.4 101 119.0 126 171.4
27 26.1 52 48.8 77 79.8 102 120.9 127 173.8
28 26.9 53 49.9 78 81.3 103 122.7 128 176.2
29 27.7 54 51.0 79 82.7 104 124.6 129 178.6
30 28.5 55 52.5 80 84.2 105 126.6 130 181.0
31 29.3 56 53.2 81 85.7 106 128.5 131 183.5
32 30.1 57 54.3 82 87.2 107 130.4 132 185.9
33 30.9 58 55.4 83 88.7 108 132.4 133 188.5
34 31.7 59 56.6 84 90.2 109 134.4 134 191.0
If no pressure is indicated on the gauges it The sight glass is an integral part of the receiver-
means that the system is empty, due to a leak. It will strainer-drier.
be necessary to evacuate, check compressor oil level, The connections on the receiver drier are now male
charge with a sweep-test charge, locate and correct and female, (Fig. 3) so the lines cannot be connected
the leak, purge the test charge, replace the drier, incorrectly.
vacuum the system and charge with the proper Block the air flow across the condenser to raise the
amount of Refrigerant 12. discharge pressure to 225 and 250 psi, and check the
If pressures are normal, proceed with the next test sight glass for foam. There should be no foam. If
and adjustment. sight glass is clear, remove the air restriction from
the condenser and allow the discharge pressure to
TEST 2 return to normal.
If the foam shows in the sight glass when the
REFRIGERANT LEVEL discharge pressure is 225 to 250 psi, it indicates the
system is low on refrigerant. The proper amount of
The system must be operated at high blower speed, refrigerant required to complete a full charge may be
with vehicle doors and windows open, if the system is added to the system as follows:
a dual system, both units must be operated simul- Maintaining the discharge pressure at 225 to 250
taneously at high blower speed when this test is psi, add refrigerant gas through the suction side of
made, and when adding to the charge. the system until foam is cleared from the sight glass;

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 AIR CONDITIONING 24-19

LOW PRESSURE
CUT-OFF SWITCH

SUCTION?
GAUGE
VALVE
HIGH PRESSURE
RELIEF VALVE

COMPRESSOR
INLET HOSE
CONNECTOR

NK1447

Fig. I—Purge Gauge Hoses (All Models except

Dart)
RECEIVER DRIER
then for a system with a one-row condenser add ex- PD23O
actly 4 ounces of refrigerant and for a system with a Fig. 3-Rece¡ver Drier (All Models)
two-row condenser add exactly 8 ounces of re-
frigerant. inlet or outlet.
In extremely high ambients, (110 degrees F), occa-
Sight Glass sional foam or bubbles may appear when system is
fully charged. Some foaming is also normal with an
Periodic inspection of the sight glass is considered outside ambient temperature of 70 degrees F or be-
a practical method of determining the amount of
low.
refrigerant in the system. One of the following condi-
tions may exist:
(1) Full Charge—The sight glass is clear; no Low-Pressure Cut-Off Switch
foaming. The Low Pressure Cut-Off switch, which is located
(2) Low in Charge—Some bubbles or foaming. on the receiver drier, is wired in series with the
(3) No Charge—The sight class is clear; no foam- compressor magnetic clutch. It cuts off the electrical
power supply to the clutch when liquid refrigerant
ing; no temperature differential between compressor
pressure drops to the control point of the switch.
(Fig. 3).
The switch is a sealed, factory calibrated unit. No
attempt shall be made to adjust or otherwise repair
it. If it is found to be defective it must be replaced.

Switch Test (Engine not running)

SUCTION (1) Remove the two wires from the low pressure
GAUGE
VALVE
cut-out switch and connect them together.
(2) Press the A/C button.
(3) Momentarily turn the ignition switch on (do
not crank the engine), listen for the compressor
clutch engaging.
(4) If the clutch does not engage, the clutch, wir-
COMPRESSOR ing or fuse may be defective. (In the C-Body the
INLET HOSE relay could also be defective). Check the clutch cir-
CONNECTOR cuit and clutch.
(5) If the clutch engages, connect the manifold
NK1448
gauge set and read the discharge pressure. At any
pressure of 38 psi and above, the switch must actuate
Fig. 2—Purge Gauge Hoses (Dart) the clutch.
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24-20 AIR CONDITIONING
(6) Reconnect the wires to the switch and perform riodically, this will prevent salt, dirt, or moisture from
step number 3. entering the valve.
If the clutch does not engage, discharge the sys-
tem, replace the switch, check compressor oil level, TEST 3
and recharge the system.
NOTE: Check compressor oil level before charging TESTING THE SYSTEM FOR LEAKS
the system in accordance with instructions under "Oil
Level—Compressor". If the pressure is below 38 ps¡ The Leak Detector Torch Tool C-3569A (Fig. 4) is
the system may not be low of charge. In this case it is a butane gas-burning torch used to locate a leak in
mandatory to follow the procedure described below: any part of the refrigeration system. Refrigerant gas
(1) Add partial charge until the pressure gauge drawn into the sampling or "snifter" hose will cause
reads 38 psi. the flame to change color in proportion to the size of
(2) Perform step number 3 (wires connected to the leak. A very small leak will produce a flame
switch). If the clutch engages, the switch is satisfac- varying from yellowish-green to bright green. A large
tory; if it does not, it must be replaced. In either case leak will produce a brilliant blue flame. CAUTION:
the following steps must be performed: Do not use the lighted detector in any place where
(a) Check the system for leaks and repair as explosive gases, dust or vapors are present. Do not
necessary. breathe the fumes that are produced by the burning
(b) Discharge the system. Check the com- of refrigerant gas. Large concentrations of re-
pressor oil level. Replace the switch if it was found frigerant in the presence of a live flame become dan-
defective and recharge the system. gerously toxic.
NOTE: Whenever the system is inactivated by the If the flame remains bright yellow when the tester
low pressure cut-off switch due to the loss of re- is removed from possible leak point, insufficient air is
frigerant, refrigerant oil may also have been lost. being drawn in through the sampling tube, or the
Therefore, to prevent damage to the compressor due copper reaction wire is dirty.
to operation without sufficient lubrication, the leak (1) Assemble leak detector as shown (Fig. 4) be
must be repaired and the compressor oil level sure detector is seated tightly over torch gasket.
checked before final charge of the system in accord- (2) Holding torch upright screw-in butane charger
ance with instruction under "Oil Level—Compressor". (clockwise) until punctured. (Do not use force).
(3) Screw-out butane charger (counterclockwise)
High Pressure Relief Valve about 1/4 turn.
The High Pressure Relief Valve is located on the (4) Point torch away from body—then light es-
receiver drier opposite the low pressure cut-off caping gas with match. Always keep torch in upright
switch. Its function is to prevent damage to the air position.
conditioning system in the event that excessive pres- (5) Adjust flame by turning cartridge in or out as
sure develops due to condenser air flow being restrict- required.
ed by, for example, leaves, newspaper, or an over- (6) Allow 30 seconds to heat copper reaction wire.
CAUTION: Never remove butane charger while torch
charge of refrigerant.
NOTE: The high pressure relief valve differs from
the fusible plug in that it vents only the small amount
of refrigerant necessary to reduce system pressure
and then reseats itself. The majority of the re-
REFRIGERANT
frigerant is conserved in the system. The valve is LEAK DETECTOR
calibrated to vent at a pressure of 475 to 550 psi.
therefore, the fact that the valve vented refrigerant,
does not mean the valve is defective. The valve is part
of the receiver drier assembly and must not be re-
moved nor otherwise disturbed.
On new receiver drier assemblies, a mylar disc is
applied to the venting port of the valve. The disc is
primarily intended for protection of the valve during
the painting operation of the bottle. A missing or
damaged disc does not indicate failure. If the mylar
disc has loosened or come off, it is a recommended
PBÌ46
practice to apply a drop or two of refrigerant oil into
the valve mechanism through the venting holes pe- Fig. 4-Refrigerant Leak Detector

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¤- AIR CONDITIONING 24-21

is lighted or in the presence of any open flame. Open the gauge set manifold needle valve.
(7) Examine all tube connectors and other possible (2) Connect the suction gauge test hose to the
leak points by moving the end of the sampling hose suction service port of the compressor.
from point to point. Always keep torch in upright On Dart installations, install the suction gauge test
position. Since Refrigerant 12 is heavier than air, it is hose to the compressor inlet service port.
good practice to place the open end of the sampling On all models connect the discharge gauge test
hose directly below the point being tested. Be careful hose to the discharge service port of compressor.
not to pinch the sampling tube since this will shut off (3) Connect one end of long test hose to center
the air supply to the flame and cause a color change. manifold outlet, other end to refrigerant dispensing
(8) Watch for a change in the color of the flame. manifold.
Small leaks will produce a green color and large leaks (4) Close two of the dispensing manifold valves
a bright blue color. If leaks are observed at tube and open remaining dispensing manifold valve. Re-
fittings, tighten the connection, using the proper flare move protective cap from opened valve.
wrenches, and retest. (5) Screw a can of Refrigerant 12 to the opened
(9) To extinguish tester, blow out flame. Close off manifold valve. Be sure gasket is in place and in good
torch by turning butane charger clockwise (screw-in) condition. Tighten refrigerant can and manifold lock-
without using force. Escaping gas will stop in a few ing nut to insure a good seal. Do not overtighten since
seconds. 6 to 8 foot-pounds is sufficient if gasket is in good
condition.
Remove Sweep-Test Charge (6) Turn manifold valve (above the refrigerant
If the system is free of leaks; or after correcting a can) completely clockwise to puncture the can. This
leak, and if no air conditioning components have been closes the valve and seals the refrigerant in the can.
removed, add the necessary refrigerant as described (7) Place the refrigerant in a large pan of water
under TEST 4 "Correcting Low Refrigerant Level." heated to 125 degrees F. Place pan of water contain-
If any parts of the refrigerant system were discon- ing the refrigerant can on an accurate scale so the
nected, remove the sweep test charge. Close the re- amount of refrigerant added can be weighed. Open
frigerant manifold valve so that any refrigerant re- the refrigerant manifold valve.
maining in the container is sealed. Remove the long (8) Purge all air from test hoses. Air in the sys-
test hose from the refrigerant manifold. Insert the tem will be trapped in the condenser causing abnor-
free end of this test hose into an exhaust system mally high discharge pressures and interfering with
outlet. Open the right-hand gauge set manifold valve condensing of the refrigerant.
a fraction of a turn to let the sweep-test charge es- (9) Loosen both test hoses at the gauge set mani-
cape slowly. Allow the system to discharge until the fold. Tighten the hoses as soon as the air is purged.
discharge pressure gauge registers zero. Open the (10) Loosen charging hose connection at gauge set
left-hand gauge valve to allow any refrigerant manifold. This will purge air from the charging hose.
trapped in the suction side of the system to escape. Tighten connection as soon as air is purged.
(11) With vehicle windows open and hood up, op-
TEST 4 erate engine as shown in following chart;

CORRECTING LOW REFRIGERANT LEVEL Engine

Engine R.P.M.
Since the refrigeration system is completely sealed,
refrigerant level will not be low unless there is a leak All Models except 6 Cyl. 1600
Dart 8 Cyl. 1300
in the system or refrigerant has been allowed to es-
cape by depressing one of the service port valves. For Dart 6 Cyl. 1250
detailed instructions on the proper procedure for 8 Cyl. 1000
checking refrigerant level, refer to "Refrigerant
Level" TEST 2. (12) Push in "A/C" button, fan switch on high. On
Before adding refrigerant where cause of low level dual installation both blowers must be on high speed
is not known, the system should be tested for leaks. during charging operation.
Assuming no leaks are present, or that leaks have (13) If necessary, block the condenser to maintain
been corrected without discharging the system, pro- a discharge pressure of 225 to 250 psi. The system
ceed with partial charge. must be charged through the evaporator suction serv-
Install and connect gauge set manifold. (Figs. 5 and ice port as follows:
6), as follows: (a) Slowly open the suction service gauge valve.
(1) Close both of the gauge set manifold valves. Meter flow of refrigerant by adjusting the suction

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24-22 AIR CONDITIONING

RIGHT "DISCHARGE
GAUGE VALVE"
LEFT "SUCTION
GAUGE VALVE" DISCHARGE
SERVICE PORT
ADAPTER

SUCTION ymå \
SERVICE ^ H COMPRESSOR
> INLET SERVICE
PORT
ADAPTER
REFRIGERANT
•P
BH
^ H
¶H PORT

MANIFOLD SUCTION LINE

NK1439B

Fig. 5-Adding Partial Charge (All Models except Dart)

service gauge valve so that pressure registered at the or vehicle. It is important to understand the effect
suction service gauge does not exceed 50 psi. Keep humidity has on the performance of the system.
refrigerant container upright. When humidity is high, the evaporator has to per-
(b) Add refrigerant gas until there is no foam form a double duty. It must lower the air tempera-
visible at the sight glass. As soon as all foam clears, ture and the temperature of the moisture carried in
note the weight registered on the refrigerant scale. the air. Condensing the moisture in the air transfers
(c) Watch the refrigerant weighing scale and add a great deal of heat energy into the evaporator fins
EXACTLY 8 OUNCES more refrigerant for a system and tubing. This reduces the amount of heat the evap-
with a TWO ROW condenser and 4 OUNCES more orator can absorb from the air. In other words, high
refrigerant for a system with a ONE ROW condenser. humidity greatly reduces the evaporator's ability to
Close the suction gauge valve. Too much refrigerant lower the temperature of the air delivered to the
in the system can cause abnormally high discharge vehicle interior.
pressures. Care must be used so that the exact recom- Evaporator capacity used to reduce the amount of
mended amount of refrigerant is added after foam moisture in the air is not wasted. Wringing some of
clears in the sight glass. the moisture out of the air entering the vehicle adds
(d) Close dispensing manifold valve. Remove materially to the comfort of the passengers. Howev-
test hoses and adapters from the service ports of er, an owner may expect too much from his air-
compressor, and install protective caps at service conditioning system on humid days. A performance
ports. test is the best way to determine whether or not the
system is performing up to standard. This test also
TEST 5 provides valuable clues to the possible cause of trou-
ble.
OVER-ALL PERFORMANCE TEST The preliminary inspections in TESTS 1 thru 4,
Humidity (the amount of moisture in the air) has outlined previously, should be made before the
an important bearing on the temperature of the air "Over-All Performance Test." Install gauge set mani-
delivered to the vehicle's interior. This is true of all fold. Air temperature in test room must be 75 de-
air-conditioned systems whether in the home, office grees F. minimum for this test.

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 AIR CONDITIONING 24-23

DISCHARGE
SERVICE PORT
ADAPTER
RIGHT "DISCHARGE
LEFT "SUCTION GAUGE VALVE"
GAUGE VALVE"

HOT WATER
125° F

COMPRESSOR INLET
\ REFRIGERANT SERVICE PORT
MANIFOLD

NK1440B

Fig. 6—Adding Partial Refrigerant Charge (Dart)

FRONT UNIT PERFORMANCE TEST the pointer. Do not close the needle valve completely
since this would prevent the discharge pressure gauge
Start the engine, open the windows, temperature from registering pressure.
control lever must be in the cool position. This test should be performed with the discharge
Push in "A/C" button, fan switch on high. Open all pressure from 190 to 210 psi. The 190 to 210 pound
discharge air outlets. When testing the front unit of a pressure is for test purposes only. To increase pres-
dual system, leave roof unit blower turned off. sure restrict the air flow across the condenser using
Adjust engine RPM as outlined in TEST 4. cardboard or paper. To decrease pressure, increase
Arrange gauge set manifold hoses and tachometer air flow across condenser with external floor fans.
leads to allow hood to be lowered, then close hood. Observe and record both the "Inlet Dry Bulb Tem-
Place motor-driven psychrometer Tool C-3704 at perature" as registered on the psychrometer and the
cowl inlet opening. Distilled water should be used ''Discharge Air Temperature" registered by thermom-
with this meter to prevent drying out and hardening eter located in the center outlet.
the wet sock. From the appropriate "Performance Temperature
Place thermometer Tool C-3623 fully into right Chart," for vehicle and type installation being tested
outlet grille opening. The left outlet should be fully (Figs. 7 thru 11), determine the maximum allowable
extended and directed towards rear of vehicle. discharge air temperature for the prevailing "Dry"
Operate the air-conditioning system until stabilized and "Wet" bulb temperatures recorded.
condition on the gauges and thermometers has been If the vehicle's discharge air temperature is at or
established. One of the most important steps in mak- below the temperature given on the Performance
ing the over-all performance test is that the engine Chart, the air-conditioning is delivering its cooling
must be operated at the RPM as indicated on the capacity. However, to assure trouble-free operation,
chart in Test #4 for approximately five minutes to continue with the "Evaporator Pressure Regulator
allow all the under-hood components of the system to Test 6."
reach their operating temperature. If discharge air temperature at the outlet grilles is
Partially close the needle valve, located below the above the maximum allowable on Performance
discharge pressure gauge, to minimize oscillation of Chart, perform the "Evaporator Pressure Regulator

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24-24 AIR CONDITIONING
SINGLE UNIT

INLET AIR WET BULB TEMPERATURE

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

47 48 49 50 51 52 53 54 55 56 57 57 58 58 59 59 60 60 61 61 62 63 64 65 66 67 68 69 70 73 75 76 77 78 79 80

DISCHARGE AIR DRY BULB TEMPERATURE

¢
INLET AIR DRY BULB TEMPERATURE MUST BE BETWEEN 75° AND100 F
PF373

Fig. 7—Performance Temperature Chart (Dart)

SINGLE UNIT

INLET AIR WET BULB TEMPERATURE

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

50 51 52 53 54 55 55 56 56 57 57 58 58 59 59 59 60 60 61 61 62 63 64 65 66 67 68 69 70 73 75 76 77 78 79 80

DISCHARGE AIR DRY BULB TEMPERATURE

INLET AIR DRY BULB TEMPERATURE MUST BE BETWEEN 75° ANDIOO° F

PB26OA

Fig. 8-Performance Temperature Chart (Coronet-Cha\\enger)

and Expansion Valve Test" until proper performance "OFF" button. The clutch will remain energized when
is obtained. the front unit is "OFF".
Open the windows, adjust engine speed to 1300 rpm
ROOF UNIT PERFORMANCE TEST for 8 cylinder engines and close the hood. Turn roof
unit blower motor switch to "high" speed position.
The method used to test the roof unit of a dual Place motor-drive psychrometer Tool C-3704 near
installation is essentially the same as for a front unit. roof unit outlet grille and a thermometer Tool C-3623
The front unit should be tested before testing the in right-hand air outlet grille (Fig. 12).
roof unit. Turn the front unit off by pushing the Operate the air-conditioning system until a stabi-
FRONT UNIT ONLY

INLET AIR WET BULB TEMPERATURE

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

43 44 45 46 47 48 49 50 50 51 51 51 52 52 52 52 53 53 53 54 54 55 56 57 58 59 59 60 62 64 66 67 68 69 70 71

DISCHARGE AIR DRY BULB TEMPERATURE

INLET J MR DRY BULB TEMPERATURE MUST BE BETWEEN 75' AND llO°f

PD285A

Fig. 9—Performance Temperature Chart—Front Unit Only—Polara, Monaco

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 AIR CONDITIONING 24-25

FRONT UNIT OF DUAL

INLET AIR WET BULB TEMPERATURE

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

43 44 45 46 47 48 49 50 51 52 52 52 53 53 54 54 55 55 55 56 56 57 58 59 60 61 61 62 64 66 68 69 70 71 72 73

DISCHARGE AIR DRY BULB TEMPERATURE

INLET AIR DRY BULB TEMPERATURE MUST BE BETWEEN 75 ° A N D 110°F NK1343A

Fig. 10—Performance Temperature Chart (Front Unit of Dual—Polara, Monaco)

ROOF UNIT OF DUAL

INLET AIR WET BULB TEMPERATURE

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90

52 53 54 55 56 57 58 59 60 61 61 61 62 62 63 63 64 64 64 65 66 67 68 69 70 71 71 72 74 76 78 79 79 80 80 81

DISCHARGE AIR DRY BULB TEMPERATURE

INLET AIR DRY BULB TEMPERATURE MUST BE BETWEEN 75° A N D llO°F NK1344A

Fig. 11—Performance Temperature Chart—Roof Unit of Dual—Potara, Monaco

lized condition on the gauges and thermometers has eas, it may be necessary to put an electric fan in front
been established. One of the most important factors of the condenser to keep the pressure down to these
in making the over-all performance test is that the limits.
engine must be operated at 1600 rpm for 6 cylinder Observe and record the "Inlet Dry Bulb Tempera-
engines and 1300 rpm for 8 cylinder engines for a ture" and "Inlet Wet Bulb Temperature" as regis-
sufficient time to build up to operating temperatures tered on the psychrometer.
and allow all the under-hood components of the sys- Observe and record "Discharge Air Temperature"
tem to be subjected to the underhood operating tem- registered by the thermometer at right-hand grille
peratures for a period of time. outlet.
Partially close the needle valve, located below the From the appropriate Roof Unit Performance
discharge pressure gauge, to minimize oscillation of Temperature Chart for vehicle and type installation
the discharge gauge point. Do not close the needle
valve completely since this would prevent discharge
pressure gauge from registering discharge pressure.
Read the discharge pressure on the gauge. This
test should be performed with the discharge pressure
from 190 to 210 psi. The 190 to 210 pound-pressure is
for test purposes only. These pressures change ac-
cording to the ambient temperature, humidity and
the efficiency of the entire system.
Take the necessary steps to bring and maintain the
discharge pressure within these limits.
To increase the discharge pressure, restrict the air
flow across the condenser using cardboard or paper. NU7
In high ambient temperatures and high humidity ar- Fig. 12—Roof Unit Performance Test
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24¯26 AIR CONDITIONING

being tested (Figs. 7 thru 11), determine the max- EQUALIZER TUBE
imum allowable discharge air temperature for the
prevailing "Dry" and "Wet" bulb temperatures. If
the discharge air temperature is at or below the tem-
perature given on the Performance Chart, the roof EXPANSION
VALVE
unit is delivering its rated cooling capacity.
If the discharge air temperature at the outlet grilles
SUCTION LINE
is above the maximum allowance on the "Perform-
ance Chart," perform the Evaporator Pressure Regu-
lator and Expansion Valve Test," until proper per- CAPILLARY
formance is obtained. SENSING TUBE NU2O4

Fig. 13—Expansion Valve Details (Typical)

TEST 6
container 32 degrees F. ice and water (Fig. 14).
The evaporator suction pressure should now read
EXPANSION VALVE, EPR VALVE AND 22-29 psi. If the evaporator suction pressure does not
COMPRESSOR TEST (In Car) pull down to 29 psi, then either the compressor or the
expansion valve is faulty. In order to determine which
Test must be made at room ambient temperature is the bad component, raise the engine speed to 1750
of 75 degrees F., under hood temperature 86 degrees RPM. If the evaporator suction pressure now reduces
F. minimum. to 22-29 psi range, the expansion valve is operating
After performing tests 1 through 5 conduct the satisfactorily, but the compressor is faulty.
Expansion Valve and EPR, Evaporator Pressure Reg- (f) The compressor inlet pressure should be 17 psi
ulator Valve Test as follows: or less with the expansion valve thermo bulb in the
(a) Close the windows and operate the engine at 32 degrees F. ice water when the evaporator suction
the rpm shown below. Set air conditioning controls pressure reads 22 to 29 psi. If the compressor inlet
for "Max. A/C", high blower and temperature con- pressure is higher than 17 psi, the EPR valve and
trol lever to full reheat position. nylon suction filter screen should be replaced.
Set PRM's at:
800 for all 8 cylinder engines. EXPANSION VALVE TEST DUAL UNIT
900 for 6 cylinder engines.
(b) Operate the system for at least five minutes The expansion valves for the front and rear units
in order to obtain partial stabilization and sufficient of a dual unit installation will have to be tested sepa-
reheat to load the system. Pressure at the discharge rately as follows:
service port should reach 140-210 psi. If the head (a) Close car doors and windows and operate
pressure of 140-210 psi cannot be obtaind, check the the engine at 800 rpm. Set air conditioning controls
pressure drop across the EPR valve as described in at "Max A/C", high blower and temperature control
paragraph (D) and replace if necessary. If EPR valve lever to full reheat position.
is satisfactory (open), proceed with steps (C), (E) (b) Operate the system for a few minutes to
and (F). obtain partial stabilization and sufficient reheat to
(c) Remove the expansion valve thermo bulb load the evaporator. The pressure at the discharge
from its internal well in the suction line (Fig. 13) and service port should read between 140 and 210 psi.
hold it in your hand for several minutes until the before starting the test, (expansion valve thermo
suction pressure stabilizes. The evaporator suction bulb in well).
pressure should read a minimum of 40 psi. Any ex- (c) Place the sensing element thermo bulb of
pansion valve which does not produce this reading is the rear unit expansion valve in a salt and ice water
faulty and should be replaced. brine which is at a temperature of 18 degrees F., or
(d) The EPR valve should now be wide open, lower and place the expansion valve thermo bulb of
and the pressure drop across it should be no greater the front unit in a container of 32 degrees F., ice
than 1-6 psi. The pressure drop can be established by water. The evaporator suction pressure should read
the difference between evaporator and compressor 21 to 28 psi. The compressor inlet pressure should be
inlet pressures. If the pressure drop is greater than 22 psi or less. If the compressor inlet pressure is
1-6 psi, the EPR valve is faulty. The EPR valve and higher than 22 psi, the EPR valve and nylon suction
nylon suction filter screen should be replaced. filter screen should be replaced. If the evaporator suc-
(e) Remove the expansion valve thermo bulb tion pressure is greater than 28 psi, the EPR valve
from its internal well and immerse it 5 inches into a cannot be checked until after the expansion valve

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 AIR CONDITIONING 24-27

4OPSI M I N I M U M THERMAL AINTAIN 140 TO 210 PSI

BULB W A R M

21 TO 25 PSI THERMAL
BULB IN 32° ICE WATER

CLOSED

SUCTION PORT COMPRESSOR INLET

SERVICE PORT

NP676C

Fig. 14-Expansion Valve and EPR Valve Test

passes the test. Read Step (g) and continue with the in your hand for several minutes until the suction
test, Step (d). pressure stabilizes. The evaporator suction pressure
(d) Remove the front unit thermo bulb from should read a minimum of 35 psi. Any expansion
the ice water and hold the bulb in your hand for valve which does not produce this reading is defective
several minutes until the suction pressure stabilizes. and should be replaced.
The evaporator suction pressure should read a mini- (g) If the evaporator suction pressure was
mum of 40 psi. Any expansion valve which does not greater than 28 psi. (step (c) and 25 psi. (step (e),
produce this reading is defective and should be re- one or possibly both of the expansion valves are stuck
placed. With the evaporator suction pressure reading open. The expansion valve that produced the least
a minimum of 40 psi under the conditions in step (d) evaporator suction pressure change when its thermo
above, the compressor inlet pressure should read 1 to bulb was moved from in the 32 degrees F., ice water
6 psi less. If the compressor inlet pressure is more to in the hand location, is stuck open and should be
than 6 psi less than the evaporator suction pressure, replaced. After replacing the defective expansion
the EPR valve is defective. The EPR valve and nylon valve, charge the system and repeat the testing of the
suction filter screen should be replaced. other expansion valve.
(e) Then, place the front unit expansion valve If the expansion valve passes Tests (a) through
thermo bulb in the 18 degree F., ice water and brine (g), then the compressor valve plate should be re-
solution and place the rear unit thermo bulb in the 32 moved and the gaskets and valves inspected. Replace
degrees F., ice water solution. The evaporator suction gaskets and any damaged valve plate assemblies.
pressure should read 17 to 25 psi. Make sure that all of the old gasket material is re-
(f) Remove the rear unit expansion valve ther- moved from the valve plates, cylinder head and
mo bulb from the ice water solution and hold the bulb crankcase before rebuilding the compressor.

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24-28 AIR CONDITIONING

COMPLETE SYSTEM DISCHARGE AND RECHARGE

INDEX
Pa Pai
Charging the System 29 Removing Sweep-Test Charge 29
Discharge the System 28 Replace Receiver Drier 29
Evacuate the System 29 Sweep-Test Charge 28
Refrigerant Service 28 Testing the System for Leaks 20

REFRIGERANT SERVICE (suction test hose to the suction service port and
discharge test hose to the discharge service port).
Use only Refrigerant 12 in the air-conditioning sys- Attach the long test hose to the center connection of
tem. Refrigerant 12 is available in bulk tanks or in the gauge set manifold. Lead the other end of this
sealed 15 ounce cans. The use of canned refrigerant is hose into an exhaust ventilation system outlet or to
preferred by most technicians because it provides a the outside of the building.
very quick and simple means of adding refrigerant or (2) Open the gauge set manifold needle valve and
charging the system completely. Refer to the Re- close both of the gauge set manifold gauge valves.
frigerant Charge Chart. (3) With the vehicle windows open and hood up,
operate the engine as shown in the following chart:
REFRIGERANT CHARGE
Engine
Model Condenser* Single A/C Dual A/C Engine R.P.M.

DART 2 Row 2 lbs. 14 oz. All Models except 6Cyl. 1600

Dart 8Cyl. 1300
CHALLENGER 1 Row 2 lbs. 14 oz.
6Cyl. 1250
CORONET and Dart 8Cyl. 1000
CHARGER 1 Row 2 lbs. 14 oz.
POLARA and (4) Push in "A/C" button, fan switch on high. On
MONACO 1 Row 2 lbs. 14 oz. dual installation both blowers must be on high speed
POLARA and during the charging operation.
MONACO 2 Row 3 lbs. 6 oz. 4 lbs. 6 oz. (5) Allow the system to operate at full capacity
for at least 15 minutes at the rpm shown in the chart.
*For single or double row condenser see Fig. 13 in
Polara and Monaco section. This will cause most of the compressor oil in the
system to return to the compressor crankcase.
An accurate scale must be used to insure charging (6) Push the "Off" button. Shut off the engine.
with the proper amount of refrigerant. Open the discharge right-hand gauge valve a small
Since the use of canned refrigerant is preferred amount. This will allow the refrigerant vapor to dis-
universally, only that method is described. charge slowly.
Before the system can be opened for replacement CAUTION: Do not allow the system to discharge
of lines or components, the system must be complete- rapidly since this would sweep some of the re-
ly discharged. Whenever the system has been opened, frigerant oil out of the compressor.
it must be swept with a partial charge, and the entire (7) Allow the system to discharge until the dis-
system tested for leaks. Compressor oil level should charge pressure gauge registers zero. Open the left-
hand valve to release any vapor trapped at the suc-
be checked and adjusted, if necessary. See "Oil
tion side of the system.
Level".
The drier should be replaced and the system evacu- SWEEP-TEST CHARGE
ated using a vacuum pump to remove all air and
moisture. The system should be charged with the The purpose of the sweep-test charge is to pressur-
proper amount of refrigerant. Detailed instruction ize the system so that a leak test can be made. The
for performing these operations follow. sweep-test charge also serves the purpose of drying
the system or sweeping out trapped moisture. Re-
DISCHARGE THE SYSTEM pairs and component replacement must be completed
before charging with the sweep-test charge.
(1) Be sure the valves of the gauge manifold set (1) Close both gauge set manifold valves and open
are closed before attaching the gauge set manifold the gauge set manifold needle valve.

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 AIR CONDITIONING 24-29
(2) Attach the free end of the long hose used for Connect Low Pressure Cut-Off Wires.
discharging to the refrigerant dispensing manifold. CAUTION: Replacement receiver-drier units must be
(3) Attach a single can of Refrigerant 12 to the sealed while in storage. The drier used in these units
dispensing manifold. Place the refrigerant in 125 de- is so hungry for moisture that it can saturate quickly
gree water. For detailed instructions on attaching upon exposure to the atmosphere. When installing a
refrigerant can for charging, see ''Charging the Sys- drier, have all tools and supplies ready for quick
tem," in this section. reassembly to avoid keeping the system open any
(4) With vehicle windows open and hood up, pro- longer than necessary.
ceed with test as follows:
(5) Start engine and adjust R.P.M. as indicated in EVACUATE THE SYSTEM
chart under "Discharge The System".
Whenever the system has been opened to atmo-
(6) Push in "A/C" button, fan switch on high. On
sphere, it is absolutely essential that the system be
dual installation both blowers must be on high speed
swept with refrigerant and evucuated or "vacuumed"
during the charging operation.
to remove all the air and the moisture. If any appre-
(7) Slowly open the left-hand gauge set manifold
ciable amount of air remains in the system when it is
valve to meter the refrigerant into the system. When
charged, the trapped air will concentrate near the top
the full can of refrigerant has been metered into the
of the condenser and cause abnormally high dis-
system, close the gauge set manifold valves and the
charge pressure. Air in the system will reduce the
refrigerant manifold valve.
condenser's ability to condense the refrigerant gas
If the system has been opened for repair or replace- and supply adequate liquid refrigerant to the evap-
ment, a complete leak test must be made to make orator. To evacuate the system, proceed as follows:
sure the system is sealed. Also, if the system has
(1) Connect gauge set manifold to compressor and
accidentally lost its charge it will be necessary to
long test hose from gauge set manifold center con-
perform a leak test while the sweep-test charge is in
nection to vacuum pump, Tool C-4081, as shown in
the system. Stop the engine and disconnect the test
Figures 1 and 2.
hoses and adapters from the compressor service
ports. (2) Open both gauge set manifold valves and the
needle valve.
(3) Start the vacuum pump and operate until the
REMOVE SWEEP-TEST CHARGE evaporator suction gauge registers at least 26 inches
of vacuum. If system is tight and pump in good condi-
If the system is free of leaks, or after correcting a
tion, vacuum will go as low as 28 inches.
leak, and if no air-conditioning components have been
removed, add the necessary refrigerant as described (4) Allow vacuum pump to operate with the suc-
under "Correcting the Low Refrigerant Level." If any tion gauge registering 26 to 28 inches of vacuum for a
parts of the refrigerant system were disconnected minimum of five minutes.
remove the sweep-test charge. Close the refrigerant (5) Close both gauge set manifold valves, turn off
manifold valve so that any refrigerant remaining in vacuum pump and remove test hose from vacuum
the container is sealed. Remove the long test hose pump. Leave gauge set manifold connected to com-
from the refrigerant manifold. Insert the free end of pressor. Charge system with proper amount of Re-
this test hose into an exhaust system outlet. Open the frigerant 12. Failure to pull at least 26 inches of
right-hand gauge set manifold valve a fraction of a vacuum indicates a leak in the refrigeration system
turn to let the sweep-test charge escape slowly. Allow or a defective vacuum pump. Locate and correct the
the system to discharge until the discharge pressure trouble before recharging the system.
gauge registers zero. Open the left-hand gauge valve
to allow any refrigerant trapped in the suction side of CHARGING THE SYSTEM (Figs. 3 and 4)
the system to escape. An accurate scale must be used to insure charging
with the proper amount of refrigerant.
REPLACE THE RECEIVER-DRIER The special refrigerant dispensing manifold per-
mits charging three full cans of refrigerant at one
The system must be discharged and swept with a time.
test charge before replacing the receiver-drier. Keep the refrigerant manifold valves capped when
To remove the receiver-drier, simply unscrew it at not in use. Keep a supply of extra refrigerant-can to
the fittings and disconnect Low Pressure Cut-off refrigerant-manifold gaskets on hand so that gaskets
wires. When installing a new receiver-drier, use new can be replaced periodically. This will insure a good
" 0 " rings. Tighten the new unit to 20 foot-pounds. Do seal without excessive tightening of the can or the
Not overtighten as this might damage the "O" rings. manifold nuts.

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24¯3O AIR CONDITIONING

OPERATE VACUUM PUMP A

MINIMUM OF 5 MINUTES WITH
SUCTION GAUGE REGISTERING
26 TO 28 INCHES OF VACUUM

VACUUM PUMP
C-4081

COMPRESSOR INLET
SERVICE PORT

SUCTION LINE
NK1443B

Fig. I -Evacuating the System (All Models Except Dart)

OPERATE VACUUM PUMP A

MINIMUM OF 5 MINUTES WITH
SUCTION GAUGE REGISTERING
26 TO 28 INCHES OF VACUUM

VACUUM PUMP
C-4081

NK1444B

Fig. 2—Evacuating the System (Dart)

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 -AIR CONDITIONING 24-31

RIGHT "DISCHARGE
GAUGE VALVE"

DISCHARGE
LEFT "SUCTION
SERVICE PORT
GAUGE VALVE"
ADAPTER

CHARGING
HOSE

REFRIGERANT
MANIFOLD

HOT WATER
125" F

SUCTION
SERVICE
PORT
ADAPTER
SUCTION LINE

NK1445A

Fig. 3¯¯Compfete Charging of the System (All Models Except Dart)

RIGHT "DISCHARGE
GAUGE VALVE"
DISCHARGE SERVICE
LEFT "SUCTION PORT ADAPTER
GAUGE VALVE"

CHARGING
HOSE

REFRIGERANT
MANIFOLD

HOT WATER
I25` F

COMPRESSOR
INLET SERVICE
PORT

NK1446B

Fig. 4-Compfete Charging of the System (Dart)

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24-32 AIR CONDITIONING
(1) Attach center hose from gauge set manifold to (6) Place the three cans of refrigerant into a pan
refrigerant dispensing manifold. Turn refrigerant containing hot water at a temperature of 125 degrees
manifold valves completely counterclockwise so they F.
are fully open. Remove protective caps from re- (7) Start engine and adjust speed as outlined un-
frigerant manifold. der "Discharge the System".
(2) Screw refrigerant cans into manifold. Be sure (a) Charge the system through the suction side
manifold-to-can gasket is in place and in good condi- of the system by slowly opening the left-hand gauge
tion. Tighten can and manifold nuts to 6 to 8 foot- set manifold valve. Adjust valve as necessary so
pounds. charging pressure does not exceed 50 psi. Maintain
(3) Turn three refrigerant manifold valves com- the temperature of the water in the pan by adding
pletely clockwise to puncture the cans and close the warm water as necessary.
manifold valves. (b) When all three cans of refrigerant are com-
(4) Turn refrigerant manifold valves counterclock- pletely empty, close gauge set manifold valves and
wise to open them. refrigerant manifold valves.
(5) Momentarily loosen the charging hose at the (c) If more than three cans of refrigerant are
gauge set manifold to allow the refrigerant gas to necessary to complete charge repeat steps two
purge air out of the charging hose. through six.

SERVICE PROCEDURES

INDEX
Page Page
Anti-Freeze Recommendations 33 Radiator Pressure Cap 33
Compressor Drive Belt Adjustment 33 Vacuum Control System Adjustments and
Handling Tubing and Fittings 32 Tests 34

HANDLING TUBING AND FITTINGS leak. " 0 " rings and fittings must be coated with re-
frigerant oil to allow the connections to seat squarely
Kinks in the refrigerant tubing or sharp bends in and to be tightened evenly to the proper torque. Fit-
the refrigerant hose lines will greatly reduce the ca- tings which are not oiled with refrigerant oil are
pacity of the entire system. High pressures are pro- almost sure to leak (Fig. 1).
duced in the system when it is operating. Extreme The use of proper wrenches when making con-
care must be exercised to make sure that all con- nections is very important. Improper wrenches or
nections are pressure tight. Dirt and moisture can improper use of wrenches can damage the fittings,
enter the system when it is opened for repair or Always use two wrenches when loosening or tighten-
replacement of lines or components. The following ing tube fittings to prevent distorting of lines and
precautions must be observed. components.
The system must be completely discharged before The internal parts of the refrigeration system will
opening any fitting or connection in the refrigeration remain in a state of chemical stability as long as
system. Open fittings with caution even after the sys- pure-moisture-free Refrigerant 12 and refrigerant oil
tern has been discharged. If any pressure is noticed as is used. Abnormal amounts of dirt, moisture or air
a fitting is loosened, allow trapped pressure to bleed can upset the chemical stability and cause operational
off very slowly. Use a suitable tube bender when troubles or even serious damage if present in more
bending the refrigerant lines to avoid kinking. Never than minute quantities.
attempt to rebend formed lines to fit. Use the correct When it is necessary to open the refrigeration sys-
line for the installation you are servicing. tern, have everything you will need to service the
A good rule for the flexible hose lines is keep the system ready so that the system will not be left open
radius of all bends at least 10 times the diameter of any longer than necessary. Cap or plug all lines and
the hose. Sharper bends will reduce the flow of re- fittings as soon as they are opened to prevent the
frigerant. The flexible hose lines should be routed so entrance of dirt and moisture. All lines and corn-
that they are at least 3 inches from the exhaust ponents in parts stock should be capped or sealed
manifold. It is good practice to inspect all flexible until they are ready to be used,
hose lines at least once a year to make sure they are All tools, including the refrigerant dispensing
in good condition and properly routed. manifold, the gauge set manifold and test hoses
" 0 " rings and fittings must be in good condition. should be kept clean and dry.
The slightest burr or foreign material may cause a The special refrigeration oil supplied for the sys-

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 AIR CONDITIONING 24-33
a permanent type antifreeze for summer operation.
This is to prevent freezing of the coolant in the
heater core.
However, this protection does not provide suffi-
cient corrosion inhibitors for the engine cooling sys-
tem. Summer protection to —15 degrees F. will
provide adequate inhibitors for protection of engine
cooling system against corrosion.
In the springtime, after the winter's operation with
the cooling system protected with permanent-type
antifreeze for the temperatures of the area, it is
suggested the system be drained and flushed out with
water. When draining, flushing and refilling, have the
temperature control level in the extreme hot position
so the heater core is drained, flushed and refilled.
" O " RING
Install a gallon of permanent type antifreeze in the
system, and add enough water to fill the system.
Fig. ì —Lubricate with Refrigerant Oil—Typical Do not re-use the old antifreeze. The permanent
type antifreeze does not lose its antifreeze qualities
tern is as clean and dry as it is possible to make it. during the winter season operation, but the chemical
Only refrigeration oil should be used in the system or inhibitors for rust and corrosion prevention are weak-
on the fittings and lines. The oil container should be ened and finally exhausted by extended use. Do not
kept tightly capped until it is ready for use, and then add new inhibitor to used antifreeze in hope of revi-
tightly capped after use to prevent entrance of dirt talizing the used antifreeze.
and moisture. Refrigerant oil will quickly absorb any The chemical inhibitors come in various chemical
moisture with which it comes in contact. compositions, some are compatible, some neutralize
each other, and some form violent reactions to each
COMPRESSOR DRIVE BELT ADJUSTMENT other causing foaming and other undesirable reac-
tions. Play it safe and use new permanent-type anti-
Satisfactory performance of the air-conditioning freeze.
system is dependent upon drive belt condition and
tension. If the proper tensions are not maintained,
RADIATOR PRESSURE CAP
belt slippage will greatly reduce air-conditioning per-
formance and drive belt life. To avoid such adverse All air conditioned vehicles must be equipped with
effects, the following service procedure should be fol- a 15 to 16 psi radiator cap.
lowed: A radiator pressure cap testing below these specifi-
(1) Any belt that has operated for a minimum of a cations will permit loss of coolant during a hard pull
half-hour is considered to be a "used" belt. Adjust on a hot day, or in slow moving traffic, or when the
air-conditioning drive belts at the time of new-car engine is stopped on a hot day.
preparation. See Chart, "Accessory Belt Drives." Test the radiator pressure cap, using Tool C-4080
(2) Measure drive belt tension at regular service (Fig. 2). Before assembling adapter and radiator
intervals using torque method, and adjust as needed. pressure cap to the pump, dip radiator cap and both
(3) On all new-belt installations, new-belt tension ends of adapter into clean water to assure a tight
specifications should be used when the belt is first seal.
installed to obtain proper tension. Thereafter, these Hold the assembled tester in a vertical position
replacement belts should be serviced according to the with the radiator cap downward, (Fig. 2). Stroke the
above procedure. Always replace belts in pairs if so tester pump plunger until the gauge indicates the
equipped, otherwise the old belt will have insufficient pressure cap is relieving pressure. It must relieve at a
tension and the load will be primarily on the new pressure between 14 and 17 psi. If within these spec-
belt. See Chart, "Accessory Belt Drives," "Group 7 ifications, reinstall on the radiator. These test spec-
Cooling." ifications are for caps tested at average altitudes. In
high altitudes, the test specifications are lowered
ANTIFREEZE RECOMMENDATIONS about one (1) psi for each 2,000 feet above sea level.
The Air-Conditioning System requires the engine's If the radiator cap does not test within these spec-
cooling system to be protected to -f 15 degrees F. with ifications, replace it with a cap that does.

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24-34 AIR CONDITIONING
CAUTION: Alternately release and reblock the hose
TESTER prod several times. Make sure the bleed valve is ad-
justed so the vacuum gauge pointer returns to exactly
8 inches of vacuum when the prod is covered with a
finger.
Disconnect engine vacuum source hose at engine
intake manifold and insert vacuum tester hose prod
into source hose leading to control switch. Place vacu-
um gauge on the cowl so it can be observed from the
PRESSURE driver's position as push buttons are operated.
CAP Start the test by pushing the "Heat" button. Vac-
uum tester gauge needle will drop until the actuator
has operated, and then will return to 8 inches. Note
how much the vacuum drops below 8 inches. Continue
'ADAPTER
NY3O3A to push buttons; "Off," "Max. A/C," "A/C," "De-
frost" and "Heat" allowing time for actuators to op-
Fig. 2—Radiator Cap Tester erate after each button is pushed, and note the vacu-
um drop below 8 inches after each operation. The
VACUUM CONTROL SYSTEM ADJUSTMENTS maximum allowable vacuum drop below 8 inches af-
AND TESTS ter each operation is 3/4 inch.
If the vacuum drop is more than 3/4 inch, first
The test of the push-button operation determines recheck the tester for reading exactly 8 inches. If
whether or not the vacuum and electrical circuits are correct, inspect the fit of the 7-hole hose connector
properly connected and the controls are functioning plug on the control switch (Fig. 4). This plug must be
properly. However, it is possible that a vacuum control positioned all the way on the 7 ports on the control
system that operates perfectly at the high vacuum switch.
provided at engine idle speed may not function prop- CAUTION: Do not use lubricant on the switch ports
erly at high engine speeds. Before starting this test, or in the holes in the plug, as lubricant will ruin the
stop engine and make certain the vacuum source hose vacuum valve in the switch. If it is impossible to
at engine intake manifold is tight on its connector. properly position the connector plug all the way on
Start vacuum pump (Tool C-4081) and connect to the switch ports, put a drop or two of clean water in
the vacuum test set (Tool C-3707). Adjust bleed valve the holes of the connector plug. This will allow the
on test set to obtain exactly 8 inches of vacuum with plug to slide completely on the switch ports.
a finger blocking the prod on end of test hose (Fig. If vacuum drop is now within limits, proceed with
3). the over-all performance test. If vacuum drop is still
It is essential that the bleed valve be adjusted so in excess of 3/4 inch, remove connector plug from
the vacuum gauge pointer will return to exactly 8 the switch. Insert the vacuum test prod alternately in
inches when the prod is covered by a finger. Other- each of the connector holes except the source hose
wise a false reading will be obtained when the control connector hole (Fig. 5).
circuit is tested. Note amount of vacuum drop below 8 inches after

NY3O5B

Fig. 3-Ad¡ust Vacuum Test Bleed Valve Fig. 4—Push Button Vacuum Test

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¤¯ AIR CONDITIONING 24-35

NY297A
ND681
F¡g. 6—Vacuum Actuator Test
Fig. 5-Vacuum Tube Assembly Test A leak in a hose may be detected with leak tester
each actuator has operated. If vacuum test gauge by running the fingers along the hose and watching
comes back to 8 inches at each of the 6 holes, the vacuum gauge reading. A faulty spot may be cut out
holes and actuators are not leaking. The control and the hose spliced, using 1/8 inch 00 copper tubing.
switch is faulty and must be replaced. If excessive A vacuum drop in excess of 3/4 inch below the 8
vacuum drop shows up at one or more holes in con- inches needed in this test would not interfere with the
nector block, isolate faulty hose or actuator. engine operation, other than perhaps to cause a
Inspect hose connections to the actuator involved. rough idle. It could, however, interfere with the prop-
Then test whether actuator or hose is at fault; use er operation of the air-conditioning and heating con-
the test hose on the actuator involved (Fig. 6). trols at high speeds and during acceleration.

SERVICING THE COMPRESSOR

INDEX
Page Page
Compressor . 37 Magnetic Clutch . 35

CAUTION: When replacing the compressor assembly, an ammeter (0-10 ampere scale) in series with a fully
or if at any time it is inadvertently tipped over the charged 12 volt battery and the field coil lead. The
crankshaft should be rotated by hand several revolu- current draw at 12 volts and 68 degrees temperature
tions to clear oil accumulation from the compressor should be 4.3 to 4.9 amperes.
head before the clutch is energized to avoid damaging
the compressor reed valves. Removal (All)
(1) Loosen and remove the belts. Disconnect
MAGNETIC CLUTCH clutch field lead wire at the connector.
The compressor is equipped with an electro- (2) Remove the special locking bolt and the wash-
magnetic clutch that is built-in the drive pulley as- er from the compressor crankshaft at the front cen-
sembly. (Fig. 1). ter of the clutch.
An electro-magnetic field coil is mounted on the (3) Insert a 5/8 in.-11 x 2-1/2 in. cap screw into
compressor and electrical connections made directly the threaded portion of the hub assembly.
to the coil lead. The electromagnet does not rotate (4) Support clutch with one hand, then tighten cap
with the drive pully, therefore, collector rings and screw until clutch is removed.
brushes are eliminated.
(5) Remove the three hexagon head screws at-
Testing Electromagnet Current Draw taching the clutch field assembly to the compressor
To test the coil for a short or open circuit, connect and lift off the assembly.
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24¯36 AIR CONDITIONING
HUB A N D SHOE CLUTCH CLUTCH FIELD the three pins of the Tool in the three holes in the
EMBLY BEARING ASSEMBLY
hub and shoe assembly.
Compressors mounted on eight cylinder engines
will be equipped with clutches with four holes in
them, in this case use puller tool C-4154. Tighten the
hex head bolt down until the drive hub is removed
from the bearing (Fig. 2).
(3) Remove bearing snap ring from pulley.
(4) Place pulley assembly on an arbor press, with
pulley side down, and bearing hub centered on Tool
HUB SNAP C-3825. Install Tool SP-3496 on inner race of bearing
PULLEY ASSEMBLY RING PF355 and press the bearing from the pulley assembly (Fig.
3).
Fig. ¶-Warner Clutch
A new bearing must be installed every time the
Installation (All) magnetic clutch is disassembled.
(1) Install clutch field coil assembly on the base of
compressor bearing housing. Make sure coil assembly Assembly
is positioned so lead wire points to left of compressor (1) Install pulley assembly with pulley side up on
as viewed from the front. Install the three mounting an arbor press and insert a new bearing into the bore.
screws and tighten to 17 inch-pounds. Install Tool C-3807 against the bearing and press into
(2) Insert woodruff key in the crankshaft. position (Fig. 4).
(3) Insert clutch assembly on crankshaft.
(2) Install pulley assembly with pulley side facing
(4) Install washer and a new self-locking bolt.
Hold clutch from turning with a spanner wrench in- down on Tool C-3807.
serted in the holes of front bumper plate. Tighten to (3) Start drive hub into the inner bearing race,
20 foot-pounds. and press hub into position with an arbor press.
(5) Connect field lead wire. (4) Install bearing snap ring and hub snap ring.
(6) Install belts and tighten to the specified ten- CAUTION: The pulley assembly and hub assembly
sion. are mated parts. They are burnished at the factory
before shipment. No attempt should be made to re-
Disassembly place either unit separately as this may reduce the
(1) Remove the small snap ring from the drive hub. initial torque of the clutch.
(2) Install drive hub puller Tool C-3787 aligning
HUB TOOL
AND SHOE (REMOVER)
ASSEMBLY

PULLER

# TOOL
; ^(SUPPORT)
*î· PF357

Fig. 3—Removing Bearing From the Pulley Assem-

Fig. 2—Remove Hub and Shoe Assembly, bly

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 AIR CONDITIONING 24-37

COMPRESSOR

The compressor is a two-cylinder, reciprocating-

type designed specifically for the Chrysler Air-
TOOL Conditioning System. Service parts are available so
that the compressor can be repaired in the field.
PULLEY (Fig. 5).
BEARING Some parts are serviced individually and some are
serviced in packages which include two or more serv-
ice parts. Refer to the parts book for this information.
CAUTION: The refrigerant oil used in the com-
pressor is carried through the entire system by the
refrigerant. Some of this oil will be trapped and re-
tained in the system when the refrigerant is dis-
charged for testing or unit replacement. If the com-
pressor is to be removed for repair or replacement,
measure the refrigerant oil level in the compressor
before the compressor is removed from the vehicle so
that the same oil level can be established when the
new or repaired compressor is installed on the ve-
hicle.
`>>t* PF358
Too much refrigerant oil in the system can cause
Fig, 4—Installing a New Bearing in the Pulley abnormal operating pressures and reduce the per-
Assembly formance of the entire system.

HEAD
GASKET

BOLT

HOUSING NB329B
Fig. 5—Compressor Disassembled
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24-38 AIR CONDITIONING
Complete disassembly and assembly of the com- CAUTION: Do not handle the "EPR" Valve more
pressor must be performed with the compressor re- than necessary. The valve should be inspected exter-
moved from the vehicle. On some models however, nally and wiped clean with a lint-free cloth. Place the
the valve plate and crankshaft gas seal assemblies valve in a plastic bag until ready to be installed.
can be repaired with compressor installed on vehicle.
CAUTION: The system must be completely dis- Installation
charged before attempting to perform any disassem- (1) Install new " 0 " ring on the "EPR" Valve.
bly or repair service to the compressor. Before bleed- (2) Lubricate " 0 " ring with refrigerant oil and
ing system down, cover clutch with a cloth to prevent install "EPR" Valve in the compressor with Tool C-
contamination of clutch pole faces. 3822 while rotating the valve counterclockwise.
Before disassembling the compressor, clean exteri- (3) Install compressor suction filter screen in the
or surfaces thoroughly. "EPR" Valve suction line fitting.
Cleanliness is extremely important. The work area (4) Install suction line fitting gasket, spring,
must be clean and free of air-borne dust and dirt. All fitting, and tighten the attaching bolts to 8 to 14
parts must be thoroughly cleaned and blown dry be- foot-pounds.
fore reassembly. (5) Recharge System.
Do not use air to dry the crankshaft front main
bearing. Wash bearing in clean mineral spirits and Compressor
shake out all excess cleaning fluid. Saturate bearing
Removal
with clean refrigerant oil and assemble immediately.
(1) Discharge the system.
Any dirt in the front main bearing assembly will
cause noisy operation and possible damage to bear- (2) Measure and record the refrigerant oil level so
ing. that the oil level of a replacement or repaired com-
CAUTION: Before reassembly of any unit, all contact pressor can be adjusted to the exact level in the
surfaces must be liberally coated with clean re- compressor removed from the vehicle. See "Oil
frigerant oil. Refrigerant oil must be kept in a sealed Level."
container until ready for use to prevent entrance of (3) Disconnect the suction line and the discharge
moisture and dirt. Never use engine oil as a substi- line from the compressor crankcase.
tute for refrigerant oil. CAUTION: Plug or cap all the lines as soon as they
are disconnected to keep the moisture out of the
EPR Valve (Evaporator Pressure Regulator) system.
(4) Disconnect the magnetic clutch-to-control-unit
Removal (System Discharged) wire and remove clutch assembly (see Magnetic Clutch
(1) Remove the two "EPR" Valve suction line
Removal).
fitting bolts, the fitting which also contains the com- (5) Remove the compressor-to¯bracket attaching
pressor suction filter screen, spring, and the gasket. bolís, and remove compressor. It may be necessary to
(2) Remove the "EPR" Valve and "O" ring from loosen the bracket-to-engine attaching bolts for com-
the compressor using Tool C-3822 by rotating the pressor removal.
valve counterclockwise slightly (Fig. 6).
"O" RING Installation
(1) Install the compressor to the bracket, and
EPR VALVE tighten the attaching bolts.
(2) Install magnetic clutch (see Magnetic Clutch In-
stallation).
(3) Remove the caps or plugs and connect the suc-
tion line and the discharge line to the compressor
crankcase.
CAUTION: When replacing the compressor assem-
bly, the crankshaft should be rotated by hand at least
two complete revolutions to clear oil accumulation
from the compressor head before the clutch is ener-
gized to avoid damaging the compressor reed valves.

Oil Level—Compressor
Fig. Ó—Removing the EPR Valve When a new compressor is installed at the factory,

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 AIR CONDITIONING 24-39
the compressor contains 10 to 11 ounces of a special •l/8"-27 BRASS PIPE FITTING
wax-free refrigerant oil. While the air conditioning WITH THREADS
REMOVED
system is in operation, the oil is carried through the
entire system by the refrigerant. Some of this oil will
be trapped and retained in various parts of the sys-
tem. Consequently, once the system has been in oper- R Q D DIPSTICK FOR USE IN COMPRESSOR CRANKCASE
ation, the amount of oil left in the compressor will
always be less than the original charge of 10 to 12
ounces. The compressor oil level should be checked as COMPRESSOR CRANKSHAFT
CRANKCASE
a matter of routine, whenever the refrigerant has OIL FILLER
been released from the system. PL
The compressor oil level should be checked when-
ever the refrigerant is drained from the system. The
quantity of oil is determined by measuring the height FROM FRONT OF CAR
of the oil level from the bottom of the sump. It is im- NU6
portant that the following procedure be used when Fig, 7-Compressor Dip Stick Chart
measuring the height of the oil level.
COMPRESSOR TIGHTENING TORQUE
(1) Run the engine for at least 15 minutes at high
load (maximum cooling; both front and rear units Name Torque
operating) with an inlet air temperature of 85° F. and Bolt—Cylinder Cover (Nameplate) 18-24 Ft. lbs.
an engine speed of 800-1000 rpm. This will scavenge Bolt—Cylinder Cover 20-26 Ft. lbs.
oil from the various components of the air condition- Bolt—Oil Pump Cover 100-150 In. lbs.
Bolt—Oil Sump 14-20 Ft. lbs.
ing system and return it to the compressor crankcase. Bolt—Bearing Housing 100-150 In. lbs.
(2) Bleed the refrigerant slowly from the system in Screw—Connecting Rod 50-60 In. lbs.
order to prevent excess loss of compressor oil. Bolt—Suction Fitting 8-14 Ft. lbs.
(3) After the system has been bled down, wait ten Boly—Discharge Fitting 8-14 Ft. lbs.
Cap—Charging and Gauge Valve 100-130 In. lbs.
minutes for refrigerant to boil off.
(4) Insert a clean dipstick (made up as shown in Inspection
Figure 7) through the crankcase filler hole until it After removal of head, plate and gaskets, examine
bottoms in the sump, and measure the depth of the the valves. If the valves are broken or raised off the
oil level. Consult the following table: plate, replace the valve plate assembly. Examine the
piston tops and cylinder bores for any damage. Dis-
Dipstick Reading
Inches® Inches@
6 ounces 8 ounces
Engine Minimum Maximum
All 6 Cylinder engines. 1-5/8" 2-1/8"
All 8 Cylinder engines 1-5/8" 2-3/8"
Compressor Set Vertically
on Bench 1-5/8" 2-3/8"

(5) Dipstick reading should be at least six ounces

and not more than eight ounces. If necessary, add or
remove oil to bring the oil level at least to the mini-
mum shown in the table above. Use only high quality
wax-free SAE 20 (300 SUS at 100° F.) refrigeration
oil (Chrysler Part No. 1450769 is recommended).

Cylinder Head and Vaive Plate Assembly

Removal
Remove the cylinder head bolts, head and valve
plate assembly. If plate does not separate from head,
tap the removing lip on the valve plate lightly with a
plastic hammer (Fig. 8). Do not pry apart. Fig. 8—Valve Plate and Head Removing Lip

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24-40 AIR CONDITIONING
VALVE PLATE GASKET TOOL (PILOT STUDS)
colored (dark gray) piston top indicates the piston VALVE PLATE ASSEMBLY
and connecting rod assembly should be replaced (see CYLINDER HEAD
Piston and Connecting Rod—Removal). The cylinder GASKET
bores can be repaired by removing light scoring,
scuffing or scratches with a crocus cloth. After con¯
ditioning cylinder bores, clean surfaces of cylinder
block, valve plate and head thoroughly with mineral
spirits.
Use care to remove all shreds of old gasket from
plate, block and head surfaces. Clean attaching bolt
holes in the block.
CAUTION: Do not touch or pry the reed valves. If
valve plate or cylinder head is damaged (broken or
warped) replace, using a complete compressor valve
CYLINDER
replacement package. HEAD

Installation NB95
(1) The valve plate and the cylinder head must be
assembled with the reed assembly (Fig. 9).
(2) Using the pilot studs as a guide, install the Fig. 10-lnstalling Valve Plate and Cylinder
valve plate gasket, valve plate, cylinder head gasket Head
and cylinder head (Fig. 10). (5) Remove cylinder heads and valve plates. Before
(3) Install the attaching bolts. Tighten each bolt removing the pistons, rods or rod caps, mark all parts
alternately and evenly to 18 to 24 foot-pounds (name to insure reassembly in the original position.
plate bolts) and 20 to 26 foot-pounds on the remain- (6) Remove rod caps; remove piston and rod as-
ing bolts. sembly from cylinder.
Piston and Connecting Rod Inspection
Removal Inspect piston and rings for score marks. Inspect
(1) Drain oil from compressor. rod bearing for pits and for chipping. Replace parts if
(2) Remove sump attaching bolts. damaged.
(3) Using pilot studs as a guide, separate the sump
from the case by tapping with a plastic hammer being Installation
careful not to distort the oil pressure relief spring. (1) Install piston and upper rod in bore. Use piston
(4) Remove oil relief spring and (rubber) ball ring compressor to prevent ring damage.
from crankcase and discard ball. If new parts are used, the recessed portion of the
RV2 piston head must be to the rear to provide clear-
REED VALVE ASSEMBLY ance for the bottom side valves.
(2) Install bearing caps, and tighten screws 50 to
60 inch-pounds. Be sure each cap it installed in its
original position.
(3) Install valve plates and cylinder heads.
(4) Turn compressor upside down. Install pilot
studs, gasket, spring and new oil pressure relief ball.
(5) Install the sump over pilot studs (Fig. 11)
PILOT STUDS
C-590

SUMP

RELIEF SPRING

NB94
NU14

Fig. 9-Valve Plate-Installed Position Fig. 11—Installing Compressor Sump

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 AIR CONDITIONING 24-41
making sure the oil pressure relief spring depresses
uniformly as the sump is lowered on the case. 4
(6) Tighten sump bolts finger tight to prevent
spring misalignment, then tighten 14 to 20 foot-
pounds.
(7) Refill with new refrigerant oil after the com-
pressor is installed on vehicle. (See Oil Level—Com-
pressor). Do not re-use the oil that was previously
drained.
NU15
Crankshaft Bearing Housing and Gas Seal Fig. 12—Removing Crankshaft Bearing Housing
Replacement (System Discharged) (3) Immerse the seal assembly in clean refrigerant
The gas seal may be replaced with the compressor
oil, carbon ring up.
installed in the vehicle or with the compressor re-
moved and placed on a workbench. (4) Hold the seal assembly firmly at the outside
Special care should be taken when installing the edge, at the same time preventing the ring from
new seal in a compressor mounted on the engine, that coming out of position. Do not touch the polished seal-
the carbon ring does not fall out of its housing. Ade- ing face of the carbon seal.
quate lubrication of the rotating seal assembly prior (5) When the seal stop bottoms against the crank-
to installation on the compressor shaft, will prevent shaft bearing, inspect the indexing alignment again.
the carbon ring from falling out of place. Clutch key must be removed for seal installation.
If the compressor has been removed from the ve- (6) Oil the new bearing housing oil seal and install.
hicle, it should be placed on its back, to facilitate seal (Make certain that the seal is evenly stretched into
replacement. position and that the seal is not rolled over).
It is necessary to seal the suction opening (back (7) Wipe the seal seat clean with a lint-free cloth,
side) to prevent the loss of oil during replacement. and re-oil with refrigerant oil.
The crankshaft gas seal replacement package con- (8) Install the bearing housing, taking care to en-
sists of the crankshaft gas seal assembly and sure that the "nose" of the crankshaft does not touch
crankshaft bearing housing seal seat plate. the seal seat in the bearing housing.
(9) Insert 5, 1/4 x 20 screws and pull bearing
Removal housing squarely into position. This must be done 1/2
(1) Loosen belt, remove clutch, coil and drive key. turn at a time per screw so that the ball bearing
(2) Remove crankshaft bearing housing seal bolts. outer race will not be jammed by the bearing hous-
(3) Remove bearing housing from crankshaft, ing. Torque bolts 100 to 150 inch-pounds.
using two screwdrivers inserted in the slots provided (10) Replace drive key in shaft.
to pry the housing from the case (Fig. 12). (11) Assemble clutch to compressor and turn
(4) Remove bearing housing oil seal. crankshaft by turning clutch armature. No more than
(5) Remove gas seal plate and ' 0 ' ring from the 10 inch-pounds of torque should be required to turn
bearing housing. This is part of the gas seal replace- crankshaft. If shaft is tight, remove clutch and loosen
ment package and must be replaced when the gas seal the bearing housing screws until shaft loosens up.
assembly is replaced. Again, slowly tighten screws.
(6) Clean the front bearing housing thoroughly with (12) Check the oil level which should meet the
mineral spirits.
RETAINER
Installation STOP

(1) Immerse the new seal seat assembly in clean

refrigerant oil and install in the bearing housing with -SPRING
the smooth (micro finish) side up. Use a sleeve with
the minimum inside diameter of 1-3/8 inch to avoid
damaging the micro finish sealing surface of the face
plate. Tap the sleeve lightly until the seal seat is fully
seated in the housing.
(2) Before installing the cartridge-type assembly,
C
/ TANGS'
C \\ IOP C ;\ M M
WE :
inspect the assembly to make sure that the tangs of CARBON SEAL-""
the carbon seal scallops and the retainer tangs are in- CARTRIDGE TYPE ¶ | PY1028A
dexed in the slots of the respective mating parts
(Fig. 13). Fig. 13-Gas Seal Identification

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24-42 AIR CONDITIONING
requirements of Oil Level—Compressor.
(13) Install clutch package on compressor, apply-
ing 20 ft-lbs. torque to tighten the clutch center
mounting bolt. Install and tighten belts. Evacuate
system and recharge.

Crankshaft and Ball Bearings

Removal
(1) Remove cylinder heads and valve plates.
(2) Remove pistons and connecting rods.
(3) Remove crankshaft bearing housing and gas
seal. The pistons and rods must be completely re-
moved before the crankshaft removal. NY893B
(4) Remove crankshaft and thrust washer from
crankcase. Fig. 14—Measuring Crankshaft A×iaì Movement
(5) To remove the crankshaft ball bearing, use a (5) Install pistons and connecting rods in proper
small arbor press. Make sure bearing is properly sup- position for clearance to valves.
ported before pressing bearing from shaft. (6) After pistons and connecting rods are in-
stalled, turn the crankshaft to check freeness. Shaft
Inspection should turn without binding.
Clean and inspect all the parts. Replace question- (7) Install oil sump, valve plates and cylinder
able parts as required. If the crankshaft ball bearing heads, using new gaskets.
is in good condition and clean, protect it against entry
of dirt and re-use it. If bearing is serviceable but
Oil Pump
dirty, or there is evidence of dirt, clean it carefully
with clean mineral spirits and shake dry. Saturate Removal
bearing with clean refrigerant oil and assemble im- To remove oil pump, it is not necessary to drain the
mediately. If a new bearing is to be installed, leave it refrigerant oil from the crankcase.
wrapped in its protective package until ready for in- (1) Remove oil pump cover plate and oil seal.
stalling. Do not wash a new bearing assembly before (2) Remove drive shaft and rotors.
installation. Do Not spin bearing with air.
Installation
Installation (1) Install oil pump drive shaft by rotating the
(1) Press crankshaft ball bearing or crankshaft shaft until tang end engages in the crankshaft slot.
using a sleeve which bears on inner race only. (2ì Install inner rotor on the drive shaft, engaging
(2) Install crankshaft, making sure the thrust the drive.
washer is on the rear bearing journal before placing (3) Install outer rotor, and rotate it until it will
crankshaft in the crankcase. slide forward over inner rotor cams. Turn compressor
(3) Rotate crankshaft to engage the oil pump crankshaft with the oil pump in this position to deter-
shaft in the crankshaft slot. mine that rotors do not bind.
(4) Install a new gas seal and the crankshaft bearing (4) Install oil seal after wetting with compressor oil.
housing. Use a suitable tool to assure free axial move- (5) Install oil pump cover plate and tighten bolts.
ment. (Fig. 14)

DART

EVAPORATOR HEATER ASSEMBLY

INDEX
Page Page
Blower Motor Removal and Installation 50 General Information 43
Cycling Clutch Test 46 Heater Core Removal and Installation 47
Electrical Controls and Circuits 45 Inspection and Test Procedures 17
Evaporator Removal and Installation 48 Operation of all Controls 45
Expansion Valve Removal and Installation 46 Vacuum Controls and Circuits 43

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¤" AIR CONDITIONING 24-43

GENERAL INFORMATION
The combination heater-air conditioner controls and MAX A/C
directs airflow by opening and closing a series of
doors. The blend air door, which controls the temper- With the "MAX A/C" mode selected all of the doors
ature of the heater output, is opened and closed by a and the water valve are in the same position as they
bowden cable from the temperature control slide are in "OFF." The "MAX A/C" mode merely closes
lever in the instrument panel. All the other doors, and the electrical circuits to the blower motor and the
the heater water flow valve are operated by vacuum compressor through the anti-freeze control switch.
actuators. A single blower serves both heater and air The anti-freeze control switch prevents freezing up of
conditioner. In fact, all of the components in the evaporator condensate, by engaging and disengaging
blower motor circuit are common to the heater and the compressor clutch.
air conditioner. Controls and cooling air outlets are
integral with the instrument panel. A/C
Three cooling air outlets are contained in one unit
secured to the lower edge of the instrument panel. This mode is recommended for use after the car has
Each outlet can be adjusted independently to direct been cooled to the desired temperature. The vacuum
air up, down, or to either side. Fixed openings in the application at the outside-recirculating air door actu-
distribution duct installed under the instrument panel ator is transferred to the rod side. This moves the
direct cooling air to the floor. door away from the outside-air inlet and closes the
Controls for the system consists of a mode lever, a recirculating inlet. All other vacuum applications and
temperature control slide lever and a fan blower door positions are the same as for the MAX A/C
switch. position.
A Six Position Slide Lever—Controls the source and
route of circulating air. "OFF" (turns off the entire VENT
system); "Max. A/C" (maximum air conditioning);
"A/C" (air conditioning with outside air); "Heat" (for When the selector lever is placed in the VENT
heater use only); "Def" (windshield defrosting) and position, the vacuum circuit remains the same as in
Vent. the A/C position but the compressor clutch electrical
Temperature Control Slide Lever—Maintains any circuit is opened, preventing the compressor from
desired temperature by sliding the lever right or left operating. The blower motor is used to force outside
when operating either the heater or air conditioner. air into the passenger compartment through the A/C
Fan Switch—Permits selection of "Low," "Medi- outlets in the instrument panel.
um" or "High" blower speed. "Low" (down) "Medi-
um" (center) and "High" (up) used when operating HEAT
either the heater or air conditioner.
Air Directional Outlets—Located on the lower edge In the "HEAT" mode the outside air door is open
of the instrument panel. These are manually adjusted same as A/C mode. The blend air door is operated by
and can be shut off, turned up, down, or to either side a bowden cable from the temperature control slide
to deflect cool air to suit requirements of driver and lever and controls the amount of air that goes through
passengers. the heater core. With the lever to the right in max
warm position, all the airflow from the cowl passes
VACUUM CONTROLS AND CIRCUITS through the heater core and into the blower.
Vacuum is applied to the rod side of the air-condi-
When testing the doors in the air conditioning unit, tioning door actuator, closing off the passage to the
it is necessary to know the correct position of each air conditioning distribution duct and opening the
door for each mode position. In the illustrations which passage to the heater-defroster duct. Since the heater-
follow; air flow is indicated, also which vacuum actu- defroster door is raised, the full flow of heated air
ator hoses are activated for each position. (Fig. 1). goes through the heater outlets, except for a small
amount that bleeds off through the defroster outlets.
OFF
DEFROST
Vacuum application is as indicated. The air door is
closed to outside air—open to recirculating air. The When the defrost mode is selected all conditions
A/C door is open to A/C outlets and closed to heat. are the same as for heater operation, except that no
The heat defrost door is in the heat position. vacuum is applied to the defroster door actuator
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24-44 AIR CONDITIONING
DEFROSTER
I
ACTUATOR

YELLOW
HEAT

YELLOW TEMPERATURE LEVER

TO ENGINE
VACUUM FITTING 4 SEALED TO ENGINE
WHITE
7 / RESTRICTOR VACUUM FITTING 7 / RESTRICTOR I

_ TEMPERATURE
RED
ACTUATOR L· LEVER ACTUATOR
HEAT — — AIR/COND HEAT - * — - AIR/COND
VACUUM VACUUM TRANSFER
rnuT*n\ VACUUM TRANSFER CONTROL SWITCH
CONTROL c\A/iTru \
SWITCH
SWITCH V SWITCH
WATER VALVE | o WATER VALVE
ACTUATOR BELOW ACTUATOR
ï/4
ON OFF LOW HIGH
VACUUM VACUUM
RESERVOIR RED
RESERVOIR
WHITE
ACTUATOR
¥ ACTUATOR
RECIRCULATING -« • OUTSIDE AIR RECIRCULATING - -OUTSIDE AIR

SOLID LINE
OFF MAX-A/C INDICATES A/C VENT
ENGINE VACUUM

DEFROSTER DEFROSTER
I
ACTUATOR
•
ACTUATOR
YELLOW
HEAT HEAT

TO ENGINE TO ENGINE
VACUUM FITTING 4 VACUUM FITTING 4 SEALED
7 / RESTRICTOR

ACTUATOR RED
ACTUATOR ^
HEAT - « - * - AIR/COND HEAT - * - » • AIR/COND j
VACUUM TRANSFER VACUUM VACUUM TRANSFER f T
SWITCH \ 11 CONTROL SW,TCH\^£
WATER VALVE ' WATER VALVE | o o
ACTUATOR ACTUATOR
GREEN

VACUUM ON OFF
RESERVOIR TEMPERATURE LEVER VACUUM RED TEMPERATURE LEVER
RESERVOIR
WHITE
ACTUATOR ACTUATOR
RECIRCULATING •+ OUTSIDE AIR RECIRCULATING OUTSIDE AIR

HEAT DEFROST
PF353
Fig. 1-Vacuum Circuits-Heater and Air Conditioning

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 AIR CONDITIONING 24-45
which is spring loaded to defrost position. The door OPERATION OF ALL CONTROLS
moves away from the defroster outlets and partially
closes off the heater outlets. The heater outlets are Operating controls must be tested in the following
left open far enough to allow about 30 percent of the sequence.
blower output to bleed off. The other 70 percent is (1) Inspect, test, and adjust compressor drive belt.
defroster air. The full range of temperature control (2) Start engine and adjust engine speed to 1600
is available during defroster operation, as are all three rpm for 6 cylinder and 1300 rpm for 8 cylinder
blower motor speeds. engines. Use a reliable tachometer.
(3) Move temperature control lever to "Cool" posi-
ELECTRICAL CONTROLS AND CIRCUITS tion and place system in the A/C mode.
(4) The outside air door should be open to outside
There are two electrical switches in the control air. Open vehicle windows.
bezel, one controls the compressor clutch circuit, and (5) Test the blower operation at all three speed
the other is a three position blower motor switch. The positions. If the blower does not operate correctly,
compressor on¯off switch is built-in to the vacuum refer to "Electrical Controls and Circuit." Leave the
switch and is energized when the mode control is blower switch in the "High" (Hi) position.
placed in the MAX A/C or A/C position. This circuit (6) The compressor should be running and the air
is protected by a 20 ampere fuse in the fuse block conditioning system in operation.
(Fig. 2).
MODE LEVER
Fan Switch
The power feed line from the mode switch to the Operation
blower switch is energized only when the ignition is Reduce engine speed to normal idle. Vacuum will
on and any mode, other than "OFF," is selected. be high and vacuum actuators should operate quickly.
The fan switch is controlled by moving the control If actuator operation is slow, check the source hose
lever from down "Low" to up "High." connection at engine manifold.

,AIR
CONDITIONING
CLUTCH
14DGN

d
BLOWER MOTOR

LOW PRESSURE
CUT OUT SWITCH COLOR CODE
BK BLACK
BR BROWN
DBL DARK BLUE
DGN DARK GREEN
LGN LIGHT GREEN
T TAN

I h—BATTERY
PF38l
Fig. 2-Electrical Control Circuit
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24-46 AIR CONDITIONING
Select each mode to test over-all operation of the should take place when each mode is selected. See
electrical and vacuum controls. "Chart." Also, refer to "Vacuum Circuits."
The "Control Chart" summarizes the actions that
CONTROL CHART
Control Position Off Max. A/C A/C Vent Heat Defrost
Inlet Air Door (Open To) Inside Inside Outside Outside Outside Outside
Mode Door (Open To) A/C A/C A/C A/C Heat Heat
Heat Defrost (Open To) Heat Heat Heat Heat Heat Defrost
Compressor Clutch Off On On Off Off Off
Blower Motor Off On On On On On
Water Valve Closed* Closed* Closed* Closed* Open Open
*Water valve is closed when temperature control lever is below 1/4 heat position.

If all the controls operate in the proper sequence TEMPERATURE CONTROL CABLE
but the action of the dampers and doors is slow or
incomplete, inspect for mechanical misalignment Replacement
binding. When installing a replacement cable position it so
the tape is next to clip on the side away from the
CYCLING CLUTCH TEST control.
On cable assemblies without locating tapes, place
Push the "Max A/C" button and operate the blower cable housing into clips so that approximately .4
on low speed. inches protrude inward toward the control lever.
NOTE: Temperature control lever should be in the
minimum heat position (extreme left). Adjustment Procedure
Observe the suction pressure gauge as the suction (1) Move temperature control lever to the warm
pressure lowers due to the cooling of the evaporator. position.
The clutch should disengage when the pressure drops (2) Remove the self adjust clip from the door crank.
to approximately 12 to 20 psi. It may be necessary to (3) Move the temperature control lever to the cool
close all windows and doors and operate on recircu- position.
lated air so that the control point can be reached. The (4) Slide the self adjust clip to the cable housing.
clutch should engage as the suction pressure increases (5) Move the temperature lever toward the warm
to approximately 35 psi. position and install the self adjust clip on the door
crank (carefully to avoid extreme bending of the core
Wafer Valve Test wire).
A vacuum actuated water shut-off valve is mounted (6) Move the temperature lever firmly toward the
in the engine compartment and is connected in series cool position until the lever bottoms against the side
with the heater hose circuit. This valve (spring loaded) of the bezel.
is in the open position until vacuum is applied to actu-
ator. Vacuum is applied only when the engine is run- EXPANSION VALVE
ning and the "Off" "Max A/C" "A/C" or "VENT"
modes are selected and the temperature lever is in Removal
minimum heat position. The system must be completely discharged before
To test the valve, start the engine, remove the opening any of the refrigerant lines.
(1) Remove equalizer tube from evaporator suction
radiator cap to minimize pressure in the vehicle's
line fitting (Fig. 3).
cooling system.
(2) Disconnect expansion valve from elbow assem-
With the "MAX A/C" mode selected and the tem- bly and liquid line. Use two wrenches to loosen each
perature lever in minimum heat position test water of these connections.
valve by momentarily disconnecting heater outlet (3) Carefully pull out capillary sensing tube from
hose. A slight spillage of water when the hose is re- well located in suction line. Remove rubber seal from
moved is normal. A continuous flow of water indicates capillary sensing tube. Inspect inlet screen.
that the valve is not closing properly or the vacuum
hoses are not properly connected. Installation
If the shut-off valve does not close completely, re- (1) With new " 0 " rings and clean refrigerant oil
place the valve. on all fittings, install the expansion valve to the liquid
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 AIR CONDITIONING 24-47

be ejected into the blower area and then leak out on

the carpet, and the system cooling performance could
be decreased. Therefore, if the tube is damaged, it
should be replaced.

HEATER CORE
Removal
(1) Disconnect battery.
SUCTION LINE
(2) Drain radiator and disconnect heater hose from
EQUALIZER TUBE unit.
" O " RING
(3) Remove core tube seal nut, bracket and seal.
(4) Remove air conditioning duct.
NEW WELL NK1411 A
(5) Remove ash tray and housing.
(6) Remove radio.
Fig. 3—Expansion Valve Details (7) Remove heat-defrost vacuum actuator pot and
line and elbow assembly using two wrenches to pre- leave it hang by rod.
vent rotation and twisting of the lines. (8) To remove heat distribution duct, remove three
(2) Connect equalizer tube to the fitting on the screws on front cover (Fig. 4), two on each end and
evaporator suction line. work housing out of lip and remove to left side.
(3) With a rubber seal on the capillary sensing (9) Remove left defroster duct. Remove right de-
tube, carefully install the tube in the well located in froster duct from unit and let hang from top.
the suction line as far as it will go (approximately (10) Remove rear distribution housing, may reach
five inch depth). through radio opening for some screws, three top,
(4) After expansion valve is installed, it must be three bottom and one at left end.
completely tested. Then the system must be tested (11) With distribution housing off, core will be set-
for leaks and recharged. ting loose. Separate from dum dum seal and lift out.

REHEAT COOLING CONTROL Installation

(1) Position core in front housing, making sure dum
The air-conditioning refrigeration system operates dum seal is in good condition (Fig. 5).
at full capacity constantly when the "Max A/C" or (2) Install rear distribution housing and tighten
"A/C" position (Full capacity meaning maximum screws.
refrigeration according to the existing ambient tem- (3) Install defroster ducts.
perature and humidity.) If the discharge air from the (4) Install heat distribution duct.
air conditioning outlets is too cold the air temperature (5) Install heat-defrost vacuum actuator pot.
may be increased by reheating the air after it has (6) Install radio, ash tray and housing.
passed through the evaporator coil. The amount of (7) Install air conditioning duct.
reheating is determined by the temperature control (8) Install core tube seal, bracket and screw.
slide lever which controls the blend air door. Any (9) Connect heater hose and fill radiator (Fig. 9
desired air temperature can be obtained from the A/C & 10).
outlets by adjusting the temperature control slide
lever. AIR CONDITION RESISTOR BLOCK
HEATER OUTLET
DEFROSTER
ACTUATOR.
Condensation Drain Tubes
Condensation which accumulates on the bottom of
the evaporator housing is expelled through a single
molded rubber drain tube into the engine compart-
ment. This tube must be kept open to prevent conden-
sation from collecting in the bottom of the housing.
The squeezed rubber flap at the drain tube tip is
designed to keep engine compartment air from being
sucked into the system yet allow condensate drainage.
If the tip is not formed properly or has been damaged
DRAIN TUBE PF2O3
so that excessive air could be sucked into the system,
the system will not drain properly, condensate could Fig* 4—Removing Distribution Duct
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24-48 AIR CONDITIONING -¤
RECIRCULATING DOOR
ACTUATOR

REAR DISTRIBUTION D U M D U M SEAL AIR C O N D I T I O N I N G

HOUSING DOOR I ACTUATOR

AIR RETAINING
CONDITIONI STUDS
DOOR
BLOWER
MOTOR
Fig. 5—Removing Heater Core
(10) Connect battery and check system for proper
heat. PF2O6

EVAPORATOR COIL Fig. 7-Heater and Evaporator Assembly-

Engine Side
Removal remove one screw inside fresh air inlet (Fig. 7).
The system must be completely discharged before Remove nine screws and lift off top cover (Fig. 8). Re-
opening any of the refrigerant lines. move capillary tube and guide which extends approxi-
(1) Disconnect battery. mately six inches into the coil. Remove three screws
(2) Disconnect liquid and suction hoses from unit. and lift out coil.
Use two wrenches to loosen each of these connections.
Cap all the refrigerant openings to prevent entrance Assembling
of dirt and moisture. With seals in proper position install coil in housing
(3) Remove distribution duct (Fig. 4). and install retaining screws. Install capillary tube and
(4) Remove glove box. guide. Use caution that overcenter spring is properly
(5) Disconnect support bracket from rear of hous- located on recirçulating door. Install cover.
ing to plenum. Installation
(6) Remove courtesy light and relay from right (1) Position evaporator assembly to front housing
bottom edge of instrument panel (if so equipped). and install and tighten four retaining nuts (Fig. 6).
(7) Remove right kick-pad and remove pivot bolt (2) Attach condensate drain tube.
from right lower corner of panel and pull panel (3) Connect wires to cycling switch.
slightly rearward. (4) Connect wires to resistor block.
(8) Disconnect vacuum lines from recirçulating (5) Connect vacuum lines to recirçulating door
door actuator. actuator.
(9) Disconnect wires from resistor block. (6) Position right end of instrument panel and
(10) Disconnect wires from cycling clutch switch. install pivot bolt. Install right kick pad.
(11) Disconnect condensate drain tube from bottom (7) Install courtesy light and relay (if so equipped).
of unit and leave hang on fire wall. (8) Connect support bracket to rear housing.
(12) Remove two nuts top and two bottom of evap- (9) Install glove box.
orator unit (Fig. 6) and pull unit rearward to remove.
COIL
Disassembly
With the evaporator section of the assembly out,
BLOWER F A N
AIR C O N D I T I O N I N G DOOR OUTSIDE AIR INLET
ACTUATOR RETAINING NUTS

DEFROSTER OUTLET BLOWER RESISTOR PF2O5

PF2O7
Fig. 6—Heater and Evaporator Assembly-
Passenger Side Fig. 8—Removing Evaporator Coil
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 AIR CONDITIONING 24-49
DISCHARGE LINE`
EQUALIZER TUBE

WATER VALVE

ONDENSER

PF154

Fig. 9—Air Conditioning and Heater Plumbing 225 Cu. In. Engine

DISCHARGE LINE

EXPANSION VALVE

RECEIVER DRIER

CONDENSER

PF155
Fig. 10-Air Conditioning and Heater Plumbing 318 and 340 Cu. In. Engine
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24-50 AIR CONDITIONING

(10) Install distribution duct. (3) Remove mounting plate, blower motor and fan
(11) Connect liquid and suction hoses (Fig. 9 & 10). as an assembly.
(12) Connect battery.
(13) Evacuate and charge system. Installation
If the blower was removed from the mounting
BLOWER MOTOR plate, be sure the mounting gromme†s are installed
All service to the blower motor is made from the at the attaching bolts. Be sure the blower wheel is
engine compartment side. free and does not rub.
(1) Install blower motor assembly to the evaporator
Removal case with air tube opening to the bottom. Secure with
(1) Disconnect feed wire at connector and ground the three nuts.
wire. Remove air tube. (2) Install air tube, motor ground wire and connect
(2) Remove the three nuts located on the outer the feed wire.
surface of mounting plate. (3) Test operation of blower motor.

CORONET AND CHALLENGER

EVAPORATOR HEATER ASSEMBLY

INDEX
Page Page
Electrical Controls and Circuits 56 Inspection and Test Procedures 17
Evaporator Removal and Installation 59 & 61 Operation of all Controls 57
Expansion Valve Removal and Installation 58 Temperature Control Cable 57
General Information 50 Vacuum Controls and Circuits 54
Heater Core Removal and Installation 58

GENERAL INFORMATION

The air conditioner assembly installed on Coronet Upper Level Ventilation (Strato-Vent)
and Challenger Models is a combination air condition-
ing and heating unit which is installed inside the (Coronet Models Only)
passenger compartment under the instrument panel When the selector lever is placed in the VENT
(Figs. 1 and 2) position, the vacuum circuit remains the same as in
The controls and cooling air outlets are integral the A/C position but the compressor clutch electrical
with the instrument panel. This system operates on circuit is opened preventing the compressor from op-
the reheat principle. erating. The blower motor is then used to force
In this reheat air conditioner unit all the air enter- unheated outside air into the passenger compartment
ing the system passes through the evaporator coil. through the A/C outlets in the instrument panel.
Then either through or around the heater core. All
output air temperatures are controlled by a single Controls
slide lever in the instrument panel, which operates In addition to the six position slide lever selector
the heater water flow control valve. The blower mo- (Coronet models) and the five push buttons (Chal-
tor is turned on in any of the positions except "Off". lenger models), the A/C heater controls consist of:
The Challenger and Coronet air conditioning hous- Temperature Control Slide Lever—The temper-
ing assemblies are similar in design, therefore, for all ature control lever is connected by a control cable to
practical purposes, the service diagnosis and
the water valve. By sliding the lever to the right or to
procedures that follow may be used for either assem-
bly with the exception of the controls. the left, the water value is positioned to flow more or
Coronet models have a slide lever selector located less engine coolant through the heater core. In this
just above the temperature control lever that can be manner discharge air temperature may be adjusted in
placed in any one of six positions; OFF, MAX A/C, heater and air condition modes.
A/C, VENT, HEAT or DEFROST. All positions Fan Switch—Permits selection of low, medium or
provide the same vacuum circuits as Challenger five high blower speeds—used when operating either the
position push button except the additional Vent posi- heater or air conditioner.
tion. Air Directional Outlets—One at each end, and two

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 AIR CONDITIONING 24-51

COWL PANEL

DEFROSTER DUCT
, EXISTING STUD
IN PLENUM PANEL
SUPPORT BRACKET

A/C DOOR
ACTUATOR

BYPASS DOOR ACTUATOR

BLOWER MOTOR
RESISTOR BLOCK
HEAT DEFROST DOOR
ACTUATOR

TO PUSH BUTTON SWITCH

/ \

INLET AIR DOOR

BYPASS DOOR ACTUATOR

DASH PANEL

VIEW IN DIRECTION OF ARROW A PY182A

Fig. I—Evaporator Heater Assembly—Challenger Installation

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24-52 AIR CONDITIONING

DEFROSTER DUCT

VIEW IN DIRECTION OF ARROW Y

VACUUM HOSE
CONNECTOR PD261A

Fig. 2-Evaporator Heater Assembly-Coronet Installation

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 AIR CONDITIONING 24-53
•¯
CENTER
OUTLETS

RIGHT SPOT
COOLER

RIGHT FLOOR
SPOT COOLER
LEFT FLOOR
SPOT COOLER
LEFT SPOT
COOLER

VIEW IN DIRECTION
OF ARROW Z PY162

Fig. 3-Aír Conditioning Ducts-Challenger Installation

in the center of the instrument panel. These are ad- The center and right outlets can be rotated to di-
justed manually to direct cool air to suit the require- rect air up or down; adjustable vanes direct air to
ments of the driver and passengers. (Figs. 3 and 4) either side or shut off the air.

RIGHT SPOT COOLER

CENTER OUTLETS

EVAPORATOR HOUSING

PB258A
LEFT SPOT COOLER

Fig. 4-Air Conditioning Dwtts-Coronet Installations

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24-54 AIR CONDITIONING

The outlet at the left end of the instrument panel is OFF

also adjustable or can be shut-off by a damper oper-
ated by a push pull shaft. Vacuum application and door positions are the
same as MAX A/C position.
VACUUM CONTROLS AND CIRCUITS
When testing or adjusting the doors in the distribu- MAX A/C
tion system, it is necessary to know the correct posi-
tion of each door for each control position. The MAX A/C position turns on the blower motor
It is also necessary to know which vacuum hoses and engages the compressor clutch. The vacuum ap-
are activated for each control position. In the follow- plication is as indicated. The air door is closed to
ing illustrations air flow is indicated as the vacuum outside air—open to recirculating air. The A/C door
acuator hoses are activated. (Figs. 5 and 6) is open to A/C outlets and closed to heat. The heat
SOLID LINE - B O — * BY-PASS ACTUATOR SOLID LINE BY-PASS ACTUATOR
INDICATES^ /BLACK INDICATES- CHECK VALVE
ENGINE ENGINE VACUUM
VACUUM CHECK WHITE
VALVE
RED CLOSED O P E N - * — • CLOSED
OPEN-·¯
SEALED SEALED

BUTTON o BUTTON
CONTROL CONTROL
VACUUM i 21 3
o o
I (J)=*-wv VACUUM 21 3
| (J^-wv
SWITCH YELLOW I ACTUAT<
ACTUATOR SWITCH I ACTUAT(
ACTUATOR
HEAT DEFROSTER HEAT DEFROSTER
RESTRICTOR RESTRICTOR
HEATING HEATING

ACTUATOR ACTUATOR
WHITE
WHITE
AIR/COND AIR/COND
ACTUATOR ACTUATOR
RECIRCULATING -* • OUTSIDE AIR RECIRCULATING -* • OUTSIDE AIR

OFF, MAX A / C

CHECK VALVE CHECK VALVE

SOLID LINE BY-PASS ACTUATOR
SOLID LINE BY-PASS ACTUATOR INDICATES
INDICATES ENGINE VACUUM
ENGINE VACUUM

O P E N - « — • CLOSED

SEALED

BUTTON
CONTROL
VACUUM ¶
SWITCH
21 3 I 1 ACTUATOR
I ACTUAT(
DEFROSTER
HEAT -«—•DEFROSTER
RESTRICTOR
RESTRICTOR

\í HEATING

ACTUATOR
J Y HEATING

. ACTUATOR

AIR/COND AIR/COND
ACTUATOR
ACTUATOR RECIRCULATING•* •OUTSIDE AIR
RECIRCULATING-* •OUTSIDE AIR

HEAT DEFROST PY165A

Fig, 5—Vacuum Circuits Air Conditioning—Heating—Challenger Models

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 AIR CONDITIONING 24¯55
El·
BY-PASS ACTUATOR BY-PASS ACTUATOR

RED RED
ACTUATOR ACTUATOR
HEAT-÷—•-AIR/COND. HEAT-«—•AIR/COND.
CHECK VALVE VACUUM CHECK VALVE VACUUM
CONTROL
SOLID LINE SOLID LINE SWITCH
INDICATES INDICATES
ENGINE ENGINE
VACUUM VACUUM

ACTUATOR ACTUATOR

RECIRCULATING •+ • OUTSIDE AIR RECIRCULATING -« • OUTSIDE AIR

OFF M A X - A / C A/C-VENT

DEFROSTER DEFROSTER
BY-PASS ACTUATOR BY-PASS ACTUATOR
• I
ACTUATOR ACTUATOR

HEAT HEAT

RED
ACTUATOR
AIR/COND. HEAT - « — • A I R / C O N D .
VACUUM VACUUM
CONTROL CONTROL
SOLID LINE SWITCH SOLID LINE SWITCH
INDICATES INDICATES
ENGINE ENGINE
VACUUM VACUUM

ACTUATOR ACTUATOR

RECIRCULATING -+ • O U T S I D E AIR RECIRCULATING -« • O U T S I D E AIR

HEAT DEFROST
PB67B

Fig. 6-Vacuum Circuits-Air Condit¡on¡ng-Heating-Coronet Models

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24-56 AIR CONDITIONING

defrost door is closed and the heater core by-pass A/C and VENT, supplying outside air to the blower,
door will be fully open. which forces it through the evaporator coils and the
heater core. The amount of heat added to the air by
A/C the heater core depends on the setting of the water
flow control valve lever.
This mode is recommended for use after the car
has been cooled to the desired temperature. The DEFROST
vacuum application at the outside-recirculating air
door actuator is transferred to opposite the rod side. When the heater section is operating on Defrost,
This moves the door away from the air inlet and there will be a small amount of heat bleed through
closes the recirculating inlet. All other vacuum appli- the heater outlets. Vacuum application will be as indi-
cations and door positions are the same as for the cated. The recirculating air door will be open to out-
MAX A/C position. side air and the Defroster door will be open.
VENT ELECTRICAL CONTROLS AND CIRCUITS
(Coronet Models Only) There are two electrical switches in the control
When the selector is placed in the VENT position, bezel; one controls the compressor clutch circuit, and
the vacuum circuit remains the same as in the A/C the other is a three position blower motor switch.
position, but the compressor clutch electrical circuit The compressor on-off switch is built-in to the vacu-
is opened preventing the compressor from operating. um switch and is energized when the mode control is
The blower motor is then used to force unheated air
placed in the MAX A/C or A/C position. This circuit
into the passenger compartment through the A/C
is protected by a 20 ampere fuse in the fuse block
outlets in the instrument panel.
(Fig. 7).
HEAT
Blower Motor (Fan Switch)
The inlet air door is in the same position as for The power feed line from the push button switch to
AIR CONDITIONING AND HEATER
BLOWER MOTOR RESISTOR
VACUUM FEED SWITCH

14BK [Q n 14BK TO MAIN HARNESS

CONDITIONING

BLOWER
l8DBL-Hfc·--¯ SWITCH
14DGN £1 [fj¯ 14DGN
PUSH BUTTON
LOW SWITCH OR SIX POSITION SWITCH
14LGN Ü Q 16LGN
PRESSURE BLOWER
SWITCH MOTOR
AIR CONDITIONING
AND HEATER SWITCH

AIR
CONDITIONING
COMPRESSOR COLOR CODE
BK BLACK
BR BROWN
DBL DARK BLUE
¦ I I¡ li DGN DARK GREEN
ENGINE B iS B a INSULATORS
VIEWED FROM
LGN LIGHT GREEN
T TAN
COMPARTMENT FUSE BLOCK TERMINAL SIDE PB69

Fig. 7-Electrical Control Circuit-Coronet and Challenger

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 AIR CONDITIONING 24-57
the blower switch is energized only when the ignition refer to "Electrical Controls Circuit." Leave the
is on and any push button, other than "Off," is de- blower switch in the "Low" position.
pressed. (8) The compressor clutch should be engaged, the
The switch is controlled by moving the switch lever compressor operating, and the air conditioning sys-
from left (low) to right (high). tem in operation. If the clutch does not engage, test
the circuit as outlined under "Electrical Controls and
OPERATION OF ALL CONTROLS Circuits."

Operating controls must be tested in the following Push Button or Selector Lever Operation
sequence. Reduce the engine speed to normal idle. With the
(1) Inspect and adjust compressor drive belt. engine operating at idle speed, the vacuum will be
(2) Open vehicle windows. high and the vacuum actuators should operate
(3) Move temperature control slide lever to "Cool" quickly.
position. If the actuator operation is slow, check the source
(4) Start engine and adjust engine speed to 1600 hose connection at the engine manifold.
rpm for 6 cylinder engines and 1300 rpm for 8 cylin- Push each button to test the over-all operation of
der engines. Use a reliable tachometer. the electrical and vacuum controls.
(5) Place system in Max A/C position. The "Push Button Control Chart" summarizes the
(6) The inlet air door should be closed to outside actions that should take place in each position
air. pushed. See "Chart." Also refer to "Vacuum controls
(7) Test the blower operation at all three speed and circuits."
positions. If the blower does not operate correctly,

PUSH BUTTON CONTROL CHART

Control Position Off Max. A/C A/C or Vent Heat Defrost

Inlet Air Door (Open to) Inside Inside Outside Outside Outside
Air Conditioning Door Open Open Open Closed Closed
By-Pass Door Open Open Open Closed Closed
Closed
with
Heater Door Closed Closed Closed Open Air-Bleed
Closed
with
Defroster Doors Closed Closed Closed Air-Bleed Open
Hi.-Med. Hi.-Med. Hi.-Med. Hi.-Med.
Blower Speed Off Low Low Low Low
A/C On
Compressor Clutch Off On Vent Off Off Off

If all the controls operate in the proper sequence instrument panel, in the Max. heat position.
but the action of the dampers and doors is slow or in- (2) Position the self adjust clip on the tempera-
complete, inspect for mechanical misalignment, or ture control cable 2.0 inches from the loop at the
binding. water valve end. Place clip with cable on the water
valve cam and snap cable housing into the retaining
TEMPERATURE CONTROL CABLE clip, so that the housing projects 5/8 inch beyond the
clip (Fig. 8).
(Challenger And Coronet) (3) Move the temperature control lever, on the
instrument panel, to the Cool position to adjust the
Installation control.
The cable operated temperature control water
valve is equipped with a self adjusting control cable. REHEAT COOLING CONTROL
No adjustment is necessary after the initial installa-
tion. The air-conditioning refrigeration system operates
(1) Place the temperature control lever, on the at full capacity constantly when the "Max A/C" or
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24-58 AIR CONDITIONING
SELF ADJUSTING CLIP pressed. This delay gives the blower time to expel
condensation from the evaporator housing through
the A/C outlets before it can be blown onto the wind-
shield.
Should it become necessary to replace the vacuum
hose leading to the A/C door actuator, the correct
restrictor should be used.
CAM LEVER
EXPANSION VALVE
Removal
The system must be completely discharged before
opening any of the refrigerant lines.
WATER VALVE
(1) Disconnect equalizer from suction line fitting.
(2) Disconnect expansion valve from liquid line
and evaporator. Use two wrenches to loosen each of
these connections.
(3) Carefully pull out capillary sensing tube from
suction line well.
(4) Remove rubber seal from the capillary sensing
PD232 tube. Inspect condition of inlet screen.

Fig. 8—Water Temperature Control Valve- Installation

Challenger and Coronet (1) With new "0" rings and clean refrigerant oil on
"A/C" position (Full capacity meaning maximum re- all fittings, connect expansion valve to liquid line and
frigeration according to the existing ambient temper- evaporator assembly using two wrenches to prevent
ature and humidity.) If the discharge air from the air rotation and twisting of the lines.
conditioning outlets is too cold the air temperature (2) Connect equalizer tube to the fitting on suction
may be increased by reheating the air after it has line.
passed through the evaporator coil. The amount of (3) With a rubber seal on the capillary sensing
reheating is determined by the temperature control tube, carefully insert the tube in the suction line well
slide lever which controls the water flow to the heater as far as it will go (approximately five inches).
core. Any desired air temperature can be obtained (4) After the expansion valve is installed, the sys-
from the A/C outlets by adjusting the temperature tem must be tested for leaks and recharged.
control slide lever.
This unit has a heater core by-pass door which EVAPORATOR HEATER ASSEMBLY
allows a portion of the cool air to pass under the Removal
heater core, then mix with the hotter air being dis- (1) Remove air cleaner from carburetor.
charged at the bottom of the heater core to give a (2) Disconnect battery negative cable.
more even discharge air temperature at the air condi- (3) Drain cooling system and disconnect heater
tioning outlets. The heater core by-pass door is open hoses at dash panel. Plug core tubes to prevent spill-
during air conditioning operation and closed during ing coolant on interior of car.
heater or defroster operation. (4) Slowly discharge refrigerant from system.
(5) Disconnect refrigerant lines at dash panel
Condensation Drain Tubes using two wrenches. Leave expansion valve attached
Condensation which accumulates on the bottom of to line. Cap all refrigerant openings.
the evaporator housing is expelled through a single (6) Disconnect blower motor wires and remove
molded rubber drain tube into the engine compart- blower motor cooling tube and blower motor. (Fig.
ment. This tube must be kept open to prevent conden- 9).
sation from collecting in the bottom of the housing. (7) Remove glove box.
(8) Remove appearance shield from lower edge of
Restrictor instrument panel.
A plastic restrictor is installed in the vacuum hose (9) Remove left spot cooler duct and air distribu-
leading to the A/C door actuator. This restrictor tion duct. (Fig. 10).
provides some delay in the opening of the A/C door (10) Disconnect wires from blower motor resistor,
after the ''HEAT" or "DEFROST" button is de- and antenna wire from bottom of radio.

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 -AIR CONDITIONING 24-59

HEATER CORE BY-PASS

IN LEI AIR DOOR DOOR ACTUATOR
MOUNTING STUDS

PY19Ì EVAPORATOR DRAIN TUBE

TO ENGINE
Fig. 9—Blower Motor Removal VACUUM FITTING PY184A
(11) Remove radio, see "Radio Removal" Group 8. Fig. 11 —Heater Evaporator Assembly (Rear
(12) Disconnect vacuum harness from back of con- View).
trol switch. (5) Remove three screws from evaporator core ac-
(13) Remove water valve cable from bracket on cess plate, remove plate, this will provide access to
left end of housing. two evaporator core mounting screws. (Fig. 14).
(14) Remove nuts from housing mounting studs in (6) Remove four screws holding evaporator core
engine compartment. (Fig. 1 and 11). to front cover and remove core. (Fig. 15).
(15) Remove rubber drain tube. (7) To remove the heater core, carefully lift left
(16) Remove support bracket from housing to half of the housing seal from the rear cover as shown
plenum panel. in Fig. 16. Do not remove the entire seal as the lower
(17) Remove unit from under instrument panel. portion is a water seal.
(8) Remove two core retaining screws from mount-
Disassembly ing plates and one from between core tubes in back
(1) Carefully remove plenum air seal. (Fig. 12). of rear cover (Fig. 13). Lift heater core out of housing
(2) Disconnect vacuum hose from Inlet air door (Fig. 17).
actuator and by-pass door actuator.
(3) Remove air seal from heater and evaporator Assembly
core tubes (Fig. 13). (1) Place heat door in up position before placing
(4) Remove 18 screws holding front and rear cov- heater core in rear cover.
ers together. Separate housings.
TO A/C SPOT COOLER SUPPORT PLENUM AIR SEAL
DEFROSTER OUTLET BRACKET EVAPORATOR
AIR /AIR CONDITIONING ACCESS PLATE
CONDITIONING/ DOOR ACTUATOR
OUTLET

BLOWER MOTOR
ATTACHING SCREW RESISTOR BLOCK
LOCATION
'HEAT DEFROST ACTUATOR
FLOOR SPOT COOLER
TO PUSH BUTTON CONTROL py¶83
PYÌ92
Fig. 12—Heater Evaporator Assembly (Front
Fig. 10—Air Distribution Housing Removal View)
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24-60 AIR CONDITIONING
HEATER CORE MOUNTING HOUSING SEAL
EVAPORATOR COIL TUBES
SCREW LOCATION

HEATER CORE TUBES

PY188

Fig. 16-Housing Seal Partially Removed

Fig. 13—Core Tube Mounting Screw Location
HEATER CORE
EVAPORATOR CORE MOUNTING
SCREW LOCATION

HEATER CORE BY-PASS DOOR

PY185 (CLOSED POSITION)
PY189
Fig. 14—Evaporator Coil Removal
Fig. 17^Heater Core Removed

EVAPORATOR
EVAPORATOR CORE
PY187 PY190
Fig. I5-£vaporator Coif Removed Fig. ì 8—Evaporator and Heater Core Installed

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 AIR CONDITIONING 24-61

(2) With heater core in position, install sheet met- inch pounds then tighten the plenum support brack-
al retaining screws. et securely.
(3) Apply rubber cement to under side of raised (4) Connect vacuum harness to back of control
portion of housing seal and carefully return it to its switch. Place the water valve control cable in its
original position over the heater core. retaining bracket.
(4) Install evaporator core in front cover and se- (5) Install radio, See "Radio Installation" Group
cure with four sheet metal screws. (Fig. 18). 8.
(5) Assemble front cover to rear cover, be sure (6) Connect all wiring to blower motor resistor
cover seal is properly seated. Install 18 sheet metal and plug antenna lead into bottom of radio.
screws around perimeter of cover. (7) Install center outlet air distribution housing
(6) Install air seal over heater and evaporator and left spot cooler duct.
core tubes. (8) Install appearance shield to bottom of instru-
(7) Connect all vacuum hoses to respective actua- ment panel.
tors. (Hose with red tracer to rod side of actuator). (9) Install glove box.
(8) Place evaporator core access cover plate on (10) Install blower motor and connect wiring.
front of housing and secure with three sheet metal (11) Connect blower motor cooling tube and in-
screws. stall evaporator drain tube.
(9) Apply rubber cement to plenum air seal and (12) Connect refrigerant lines to evaporator core
install. tubes. Examine " 0 " Rings lubricate fittings and " 0 "
ring freely with refrigerant oil. Use two wrenches to
Installation avoid twisting tubes. (Fig. 19 and 20).
(1) Position housing up under instrument panel. (13) Connect heater hoses to core tubes. Fill cool-
(2) Loosely connect housing to plenum support ing system.
bracket. (14) Evacuate system. Sweep test. Examine for
(3) From engine compartment, install four retain- leaks.
ing nuts on housing mounting studs tighten to 24
EXPANSION VALVE

EQUALIZER TUBE

HEATER
HOSES DISCHARGE LINE

400 AND 440 CUBIC INCH ENGINES

HEATER HOSES
RECEIVER DRIER

225 CUBIC INCH ENGINES

SAME AS 440 EXCEPT AS SHOWN

318 AND 340 CUBIC INCH ENGINES

SAME AS 440 EXCEPT AS SHOWN
PF153

Fig. 19-Air Conditioning and Heater Plumbing (Coronet)

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24-62 AIR CONDITIONING-

DISCHARGE LINE

EXPANSION
CAPILLARY VALVE
SENSING TUBE

EQUALIZER CONDENSER
TUBE

318 AND 340 CUBIC INCH ENGINES

PF156

Fig. 20—Air Conditioning and Heater Plumbing (Challenger)

POLARA AND MONACO

EVAPORATOR HEATER ASSEMBLY

INDEX
Page Page
Blower Motor Removal and Installation 69 Heater Core Removal and Installation 68&69
Electrical Controls and Circuits 64 Linkage Adjustment 67
Evaporator Removal and Installation 70& 72 Operation of All Controls 66
Expansion Valve Removal and Installation 67 Temperature Control Cable 70
General Information 62 Vacuum Controls and Circuits 64

GENERAL INFORMATION
Two air conditioner options are available for Po- system functions on the reheat principle.
lara and Monaco Models. The first option (Front In the 'reheat' air conditioner unit all the air enter-
Unit) (Fig. 1), is a combination air conditioning and ing the system passes through both the evaporator
heating unit contained in two housings separated by coil and the heater core, regardless of weather the
the dash panel. heater, defroster or air conditioning is in use. All
The evaporator and heater core are inside the hous- output air temperatures are controlled by a single
ing installed under the instrument panel. This housing slide lever in the instrument panel, which operates the
is called the 'Passenger Side Housing/ The blower heater water flow control valve through a bowden
motor is installed on the housing attached to the en- cable. Air flow is controlled and directed through the
gine side of dash panel. This housing is called the unit by a series of doors operated by vacuum actua-
'Engine Side Housing/ The controls and cooling air tors and mechanical linkages. The blower is turned
outlets are integral with the instrument panel. This on by any of four push buttons.

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 AIR CONDITIONING 24-63

DEFROSTER DUCT INLET AIR DOOR

HOUSING ASSEMBLY

REAR HOUSING

EXISTING STUD
IN PLENUM
PANEL

FRONT HOUSING

REAR HOUSING

HEAT/DEFROST
DOOR ACTUATOR

TO PUSH BUTTON
EXTENSION ASSEMBLY

INLET AIR DOOR

ACTUATOR

A/C DOOR ACTUATOR

BLOWER MOTOR
RESISTOR BLOCK

INLET AIR DOOR

HOUSING ASSEMBLY

ENGINE SIDE HOUSING NU344C

fig. Ì-A¡r Conditioner Heater Assembly (Polara-Monaco)

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24-64 AIR CONDITIONING
The second option (Station Wagons Only), includes justed manually to direct cool air to suit the require-
the front unit plus a roof mounted evaporator assem- ments of the driver and passengers.
bly. The center outlets are units that can be rotated to
The roof mounted unit operates automatically in direct air up or down; adjustable vanes direct air to
conjunction with the front unit and is not available as either side (Fig. 2).
a single unit without the front unit. The outlets at each end of the instrument panel are
Controls for the front system consists of five push also adjustable. All outlets have the vane shut-off
buttons, a temperature control slide lever and a feature.
three-position toggle-type fan blower switch.
• Control for the roof mounted system consists of a VACUUM CONTROLS AND CIRCUITS
rotary two speed switch.
Push Buttons—Control the source and route of cir- When testing or adjusting the doors in the distribu-
culating air. 'Off' (turns off blower, compressor will tion system, it is necessary to know the correct posi-
operate above 30 F. ambient); 'Max A/C' (maximum tion of each door for each push-button position. It is
air conditioning); 'A/C' (air conditioning with outside also necessary to know which vacuum hoses are ac-
air) 'Heat' (for heater use only); 'Def (windshield de- tivated for each push-button position. In the following
froster). illustrations air flow is indicated as the vacuum actua-
Temperature Control Slide Lever—Maintains any tor hoses are activated for each push-button position
desired temperature by pushing lever in for High (Fig. 3).
Temperature or pulling out for low temperature
when operating either the heater or air conditioner. ELECTRICAL CONTROLS AND CIRCUITS
Fan Switch—Permits selection of low, medium or There are two switches, a push-button switch (air
high blower speeds. 'Low' (far left); 'Medium' (cen- conditioner and heater vacuum switch), and a fan
ter) and 'High' (far right) used when operating ei- switch (air conditioner and heater blower switch).
ther the heater or air conditioner.
Air Directional Vanes—One at each end, and two Push-Button Control
in the center of the instrument panel. These are ad- The power feed circuit (Fig. 4), is protected by a
CENTER OUTLETS INSTRUMENT PANEL

LEFT SPOT COOLER

VIEW IN
RIGHT SPOT COOLER DIRECTION OF ARROW B MOUNTING SCREWS NU5O8A

Fig. 2—Air Conditioner Ducts (Polara-Monaco)

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 AIR CONDITIONING 24-65
SOLID LINE INDICATES SOLID LINE INDICATES
ENGINE VACUUM BLACK ENGINE VACUUM BLACK

HEATING HEATING
•
ACTUATOR
•
ACTUATOR
•
AIR/COND. RED •
AIR/COND. RED
ACTUATOR ACTUATOR

OUTSIDE OUTSIDE
RECIRCULATING RECIRCULATING
AIR AIR

OFFƒ MAX A / C A/C

SOLID LINE INDICATES SOLID LINE INDICATES

ENGINE VACUUM BLACK ENGINE VACUUM- BLACK

HEATING HEATING
• •
ACTUATOR
ACTUATOR
•
AIR/COND. RED
•
AIR/COND. RED
ACTUATOR ACTUATOR

OUTSIDE OUTSIDE
RECIRCULATING RECIRCULATING
AIR AIR

* PUSH BUTTON CONTROL

VACUUM SWITCH

HEAT DEFROST

PB66A
Fig. 3-Vacuum C¡rcu¡ts-A¡r Conditioning and Heating (Polara-Monaco)

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 24-66 AIR CONDITIONING
, 16LGN 14DGN
BLOWER
I BATTERY SWITCH
Q ACCESSORY -16DGN rzj-ll4DGN
I FEED 16BR 14BR
RIGHT
I I PART OF
W
Y
INSTRUMENT
PANEL MAIN HARNESS
:—ffi GROUND BLOWER MOTOR
14BR
1
16LGN
ROOF UNIT
HIGH
C5A-14DGN STATION W A G O N
LEFT
BLOWER LOW -C7-14T- BLOWER MOTOR
SWITCH VACUUM
C7A-14T
MEDIUM C6-16LGN—
C7A-14 T
VACUUM SWITCH LEGEND
C4A-14BR TO COMPRESSOR SPLICE

C6-16LGN-1 SWITCH
C5A-14DGN MALE
MOTOR FEMALE
BLOWER C5-14DGN CIA INSULATORS VIEWED
MOTOR RESISTOR J 18LGN
W9-2OT C1-12BK* FROM TERMINAL SIDE

C2D-18DBL* ÍJ-« YELLOW COLOR CODE

ACCESSORY ¶ MOLD BK BLACK
FEED rh
BLOWER RELAY DAS I ƒ`*``-PART OF BR BROWN
MOLDED GROMMET V INSTRUMENT DBL DARK BLUE
CIO A PANEL MAIN DGN DARK GREEN
CLUTCH 16LGN HARNESS
AIR 3 r¯iHEATER LGN LIGHT GREEN
TO ENGINE C2B-18DBL*
COMPARTMENT CONDITIONER · IFEED T TAN
C5-14DGN BLOWER RELAY FEED W WHITE
MOTOR TO INSTRUMENT PANEL
MAIN HARNESS PF53l

Fig. 4-Electr¡cal Control Circuits

20 ampere fuse located in the fuse block. (8) The compressor clutch should be engaged, the
The compressor clutch circuit is energized when compressor operating, and the air conditioning sys-
either the 'Max. A/C (maximum air conditioning) or tem in operation. If the clutch does not engage, test
the 'A/C (Air Conditioning with outside air) push- the circuit as outlined under 'Electrical Controls and
buttons are depressed also in the Heat and Defrost Circuits/
position if the temperature lever is at a 1/4 setting or
cooler, closing the compressor switch (Fig. 5). The
'OFF' button positions the mode doors in the Max Air
Conditioning position. The blower is turned off and
the compressor will operate above 30 degrees F. to
dehumidify the air.

OPERATION OF ALL CONTROLS

Operating controls must be tested in the following
sequence.
(1) Inspect and adjust compressor drive belt.
(2) Open vehicle windows.
(3) Move temperature control slide lever to 'Cool'
position.
(4) Start engine and adjust engine speed to 1130
rpm. Use a reliable tachometer.
(5) Push the 'A/C' button in.
(6) Inlet air door should be open to outside air.
(7) Test the blower operation at all three speed COMPRESSOR SWITCH

positions. If the blower does not operate correctly, PF36l

refer to 'Electrical Controls and Circuits/ Leave the
blower switch in the 'Low' position. Fig. 5—Control Assembly

MyMopar.com
 AIR CONDITIONING 2467
Push-Button Operation Push each button to test the over-all operation of
Reduce the engine speed to normal idle. With the the electrical and vacuum controls.
engine operating at idle speed, the vacuum will be The Tush Button Control Chart' summarizes the
high and the vacuum actuators should operate actions that should take place when each button is
quickly. pushed. See 'Chart.' Also refer to 'Vacuum Circuits
If the actuator operation is slow, check the source for Each Push-Button Position.'
hose connection at the engine manifold.

PUSH BUTTON CONTROL CHART

Button Off Max. A/C A/C Heat Defrost

Inlet air door (Open to) Inside Inside Outside Outside Outside
100% 100% 100%
Air Conditioning Door Open Open Open Closed Closed
Closed
with
Heater Door Closed Closed Closed Open Air Bleed
Closed
with
Defroster Doors Closed Closed Closed Air-Bleed Open
Hi-Med. Hi-Med. Hi-Med. Hi-Med.
Blower Speed Off Low Low Low Low
Compressor Clutch On** On** On** Off* Off*
*Compressor may be on in Heat and Defrost Position if temperature lever is at 1/4 setting or cooler.
**On above 3O°F. ambient.

If all the controls operate in the proper sequence tube. Inspect condition of inlet screen.
but the action of the dampers and doors is slow or
incomplete, inspect for mechanical misalignment, Installation
binding or improper linkage adjustment. (1) With new 'O' rings and clean refrigerant oil on
all fittings, connect expansion valve to liquid line and
EXPANSION VALVE evaporator assembly using two wrenches to prevent
Removal rotation and twisting of the lines.
The system must be completely discharged before (2) Connect equalizer tube to the fitting on suction
opening any of the refrigerant lines. lines.
(1) Disconnect equalizer from suction line fitting (3) With a rubber seal on the capillary sensing
tube, carefully insert the tube in the suction line well
(Fig. 6).
as far as it will go (approximately five inches).
(2) Disconnect expansion valve from liquid line (4) After expansion valve is installed, it must be
and evaporator. Use two wrenches to loosen each of completely tested and the system must be tested for
these connections. leaks and recharged.
(3) Carefully pull out capillary sensing tube from
suction line well. LINKAGE ADJUSTMENT
(4) Remove rubber seal from the capillary sensing To adjust door linkage, (Fig. 7), adjusting gauges
can be made as shown in (Fig. 8).
The heater door bleed gauge is made from a short
THERMO BULB length of welding rod with a flat washer soldered at a
IN SUCTION LINE WELL right angle to the rod 3/8 of an inch down from the
end. The Defrost door bleed gauge is an 8 inch piece
of 3/8 inch O.D. copper tubing bent to 60 degrees as
illustrated.
EXPANSION VALVE
EQUALIZER TUBE Defrost Door Bleed Adjustment
NU399 Place the system in 'Heater' mode, loosen the nut
Fig. ó—Expansion Valve Details on the defroster shaft. Insert the 3/8 in. gauge on the

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24-68 AIR CONDITIONING
adjustable link (heater door spring will cause heater
door to open). Insert adjusting gauge through rear
most rectangular slot (Fig. 8) in heater distribution
duct so that collar on the gauge rests on the edge of
the heat door. Push the door to the bleed position 3/8
inch until tip of gauge bottoms on shoulder rivet and
tighten adjustable link screw. Remove gauge.

HEATER CORE
Removal
The heater core is located in the rear housing of
the passenger side unit. To remove the heater core
only, the air conditioning system need not be dis-
charged or disconnected.
(1) Disconnect negative battery cable, drain cool-
ing system, remove air cleaner and disconnect heater
hoses.
(2) Plug both heater core tubes to prevent spilling
coolant when core is removed.
(3) Remove steering column cover and left spot
DOOR LINKAGE ADJUSTMENT cooler duct.
(4) Disconnect two actuator rods at linkage on left
side of housing. Remove three screws on left side of
PD234A housing.
(5) Remove seven screws retaining heat distribution
fig. 7—Linkage duct. When heat duct is removed, (Fig. 9), five clamps
unit between the defroster door and the rear wall of in bottom lip of rear housing will be exposed, remove
the rear A/C housing as shown in (Fig. 8). Tighten these clamps with two pieces of steel as shown in
the nut on the defroster door shaft. Remove gauge. Figures 10 and 11.
(6) Remove glove box. Remove right spot cooler
Heater Door Bleed Adjustment duct, air distribution housing and center outlet duct.
Place the system in 'Defrost' mode, loosen nut on (7) From glove box opening, remove two top re-
EVAPORATOR
HOUSINGv.

DEFROST DOOR IN HEAT

3/4
APPROXIMATELY
3/8" 4 INCHES PY786B

fig. 8—Linkage Adjustment

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•· AIR CONDITIONING 24-69
BLOWER MOTOR FRONT TO REAR HOUSING BEND 60°
RESISTOR BLOCK RETAINING SCREWS

MAKE FROM 2 PIECES OF 3/16'

x 1/2" x A" STEEL STOCK

RETAINING
SCREW
HOLES
FRONT TO REAR HOUSING HEAT DISTRIBUTION
RETAINING CLAMPS HOUSING PD236A

PF2O2
Fig. 9—Removing Heat Distribution Housing
taining screws. Remove two screws and clamp from Fig. I 1—Fabricating Spring Clamp Tool
right side of housing. (6) From glove box opening, connect wire to resis-
(8) Disconnect wires at resistor block. tor block. Tighten nuts on support bracket.
(9) Remove nut from housing end of support (7) Install center outlet duct, air distribution hous-
bracket and swing bracket up out of the way. Care- ing and right spot cooler duct.
fully roll rear housing out from instrument panel. (8) Install steering column cover and left spot
Next, remove the heater core by carefully pulling the cooler duct. Install glove box assembly.
heater core out at the top and cutting the adhesive (9) Connect heater hoses and fill cooling system.
along the sides and bottom with a knife. Carefully For summer operation as well as winter operation, be
remove heater core out from under instrument panel. sure the system is protected with the proper type and
Installation amount of anti-freeze.
(1) Remove condensate seal from heater core (10) Install air cleaner and connect battery ground
flange and glue on a new condensate seal. Place cable.
heater core in rear housing and fasten with a screw (11) Start engine, operate until normal engine op-
on each end. Position core and rear housing on the erating temperature is obtained and test operation of
front housing. Hold rear housing in place and swing heater.
support bracket down over existing stud on face of
rear housing. Install retaining nut. BLOWER MOTOR
(2) From glove box opening, install two top hous-
ing retaining screws and one screw and clamp at right The blower motor is mounted to the engine side
side of rear housing. housing under the right front fender between the
(3) From under instrument panel, install five inner fender shield and the fender. The inner fender
clamps along the bottom with two pieces of steel (Fig. shield must be removed to service the blower motor,
10) and two screws at the left side of rear housing. recirculating housing (Fig. 12).
(4) Install heat distribution duct to bottom of DOOR IN
FRESH AIR POSITION
housing.
(5) Connect actuator rods.

DOOR
CLAMPS ACTUATOR SEALS NU382
FABRICATED TOOL PD249

Fig. 10-lnstalling and Removing Clips Fig. 12—Rec¡rculatîng Air Door Housing
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24-70 AIR CONDITIONING

TEMPERATURE CONTROL CABLE (1) Disconnect negative battery cable, drain cool-
ing system, remove air cleaner and disconnect heater
Polara and Monoco Models hoses. Plug both core tubes to prevent spilling coolant
when unit is removed (Fig. 13).
Installation (2) Disconnect suction line and expansion valve
The cable operated temperature control water
from evaporator tubes. Use two wrenches to loosen
valve is equipped with a self adjusting control cable.
No adjustment is necessary after the initial installa- each of these connections. Cap all refrigerant open-
tion. ings to prevent the entrances of dirt or moisture.
(1) Place the temperature control lever, on the (3) Remove steering column cover and remove left
instrument panel, in the Max. heat position. spot cooler duct.
(2) Position the self adjust clip on the tempera- (4) Remove glove box. Remove right spot cooler
ture control cable 2.0 inches from the loop at the duct, air distribution housing and center outlet duct.
water valve end. Place clip with cable on the water (5) From glove box opening, disconnect wires at
valve cam and snap cable housing into the retaining resistor block.
clip, so that the housing projects 5/8 inch beyond the (6) Disconnect vacuum hoses at the push button
clip. switch, recirculating housing and dash panel. Remove
(3) Move the temperature control lever, on the the vacuum hose grommet at the dash panel and
instrument panel, to the Cool position to adjust the carefully pull vacuum hoses through hole. Disconnect
control. wires at the compressor switches.
(7) Unplug antenna wire from radio and place
EVAPORATOR wire out of the way.
Removal (8) From engine compartment remove seven re-
The refrigerant system must be completely dis- taining nuts surrounding engine side housing.
charged before opening any of the refrigerant lines. (9) Through glove box opening, remove retaining
To remove the evaporator, the entire unit housing nut from housing end of support bracket and swing
must be removed from under the instrument panel. bracket up out of the way.

DISCHARGE LINE

/ /
SUCTION LINE

<7

318 AND 360 CUBIC INCH ENGINES

SAME AS 400 AND 440
EXCEPT AS SHOWN

WATER VALVE
WITH A/C

CONDENSER

SERVO ASSEMBLY RECEIVER DRIER

WITH ATC

CONDENSER 400 AND 440 CUBIC INCH ENGINES

DOUBLE ROW
CONDENSER
SINGLE ROW
PF151

fig. I3-Air Conditioning Plumbing (Polara and Monaco)

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 -AIR CONDITIONING 24-71

EVAPORATOR EVAPORATOR COIL

FRONT REAR HOUSING COIL TUBES ^ATTACHING EVAPORATOR COIL
HOUSING
ATTACHING SCREWS

> EVAPORATOR
HEATER ^HOUSING TO 5RAÍN COIL
EVAPORATOR COIL PD233 COIL TUBES DASH PANEL SEAL TROUGHS NU381A

Fig. 14—Heater and Evaporator Core- Fig. Î5-Evaporator-Back Side of Front Cover
Passenger Side
(10) Carefully roll unit out from under instrument
panel.
(11) Place unit on bench, disconnect actuator rods,
remove heat distribution duct (Fig. 9). Remove clamps
with two pieces of steel (Fig. 10) and remove remain-
ing screws. Carefully separate the housing by pulling
the rear housing out at the top and cutting the adhe-
sive along the sides and bottom with a knife.
(12) From the tube side of the evaporator hous- FRONT COVER
NU383
ing, remove four screws and carefully lift out the
evaporator (Figs. 14, 15, and 16). Fig. 16—Evaporator—Removed from Front Cover
ROOF UNIT

SPOT COOLER

VIEW IN DIRECTION OF
ARROW B
VIEW IN
DIRECTION OF
ARROW A

PY163

Fig. I7-Roof Unit Air Conditioning Piumbing (Station Wagon Oniy) Poiara and Monaco

MyMopar.com
24-72 AIR CONDITIONING

Installation resistor block and tighten nuts to support bracket.

(1) Position evaporator coil in housing, align holes (8) Connect vacuum hoses at push button switch,
and install four mounting screws. recirculating housing and dash panel.
(2) Remove heater core from rear housing. Re- (9) Install center outlet duct, air distribution hous-
move condensate seal from heater core flange and ing and right spot cooler duct. Plug antenna wire into
glue on a new condensate seal. Install heater core in radio and replace glove box.
rear housing. Place rear housing on front housing and (10) Install steering column cover and left spot
secure the two housings with screws. Install the cooler duct.
clamps along the bottom and lower right side with (11) Connect suction line and expansion valve. Use
the two pieces of steel (Fig. 10). two wrenches to tighten fittings (Figs. 13 and 17).
(3) Install heat distribution duct to bottom of (12) Connect heater hoses, fill cooling system and
housings. inspect for leaks.
(4) Connect actuator rods and adjust linkage if (13) Install air cleaner and connect battery cable.
necessary. After the evaporator and heater assembly is installed
(5) Position unit under instrument panel and place in the vehicle, it will be necessary to sweep the sys-
support bracket over existing stud on face of housing. tem, test for leaks and charge the system with the
Install retaining nut. proper amount of refrigerant. It is recommended that
(6) From engine compartment, install seven re- the operation of all controls be tested and an overall
taining nuts to studs surrounding engine side housing. performance test be made after the repair or replace-
(7) From glove box opening, connect wires to ment of the evaporator assembly.

AIR CONDITIONING COMPRESSOR TOOLS

SP-3496
C-3787 C-4151

^¾HB^;ú-`í
I
C-3807 C-3825

1
C-3288-B
í C-3822
PF362

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 AIR CONDITIONING 24-73

AIR CONDITIONING TESTING TOOLS

C-4144

C-374O-A
PF363

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 EMISSION CONTROL SYSTEMS 25-1

EMISSION CONTROL SYSTEMS

CONTENTS
Page Page
AIR INJECTION SYSTEM 18 EXHAUST GAS RECIRCULATION 11
CARBURETORS 1 GENERAL INFORMATION 1
CRANKCASE EMISSIONS 27 HEATED INLET AIR SYSTEM 4
ELECTRIC ASSIST CHOKE SYSTEM 3 IGNITION SYSTEM 7
EVAPORATION CONTROL SYSTEM 25

GENERAL INFORMATION

Vehicle emissions stem from three different carburetor and distributor along with heated intake
sources; Exhaust, Crankcase and Fuel Evaporation. air form the basic control system.
Several changes have been made to our engines to Additional control devices include an exhaust gas
meet emission standards and maintain or improve recirculation system to reduce oxides of nitrogen
vehicle driveability. (Fig. 1). emissions, an electric assist choke, orifice spark ad-
Emission Control Requirements for the state of vance control (OSAC) valve and, in some models, an
California will vary from those of other states due air pump to provide exhaust port air injection.
to its unique climate and location; therefore, some These have been integrated into a highly effective
of the emission controls described in the following system which controls exhaust emissions while main-
paces will apply specifically to California. taining good vehicle performance.
Control of exhaust emissions (hydrocarbons, carbon Complete effectiveness of the system, depends on
monoxide, and oxides of nitrogen) is accomplished by engine idle speed, ignition timing, and idle mixture
a combination of engine modifications and the addi- being set according to the specifications shown on a
tion of special control components. Modifications to label under the hood.
the combustion chamber, intake manifold, camshaft,

CARBURETORS

INDEX

Page Page
Engine Idle Adjustment . 1 General Information . 1
Fuel Usage . 1

GENERAL INFORMATION

All carburetors have lean calibration mixtures and tures, important factors for lower HC and CO emis-
improved mixture distribution. The two barrel carbu- sion levels.
retors will have dual idle mixture screws with an
external adjustment limiting device for better control ENGINE IDLE ADJUSTMENT
of idle mixtures. Some carburetors have idle fuel dis-
charged into a by-pass air slot for better atomization. In order to maintain satisfactory engine operation
The thermo-quad four-barrel carburetor offers sev- and exhaust emission control, it is required that the
eral improvements over previously used carburetors idle, spark timing, rpm and air fuel mixture be ad-
including better low-speed driveability, more precise justed according to specifications shown on the "Vehi-
control of metering rod operation, and lower HC and cle Emission Control Information" label located in
CO emission levels. This carburetor has a plastic main the engine compartment. (Fig. 1). (Also see "Fuel
body with low thermal conductivity which reduces System", Group 14 of this manual.)
heat transfer to the fuel. The metering system assures
precise control of the amounts of fuel and air being FUEL USAGE
supplied and provides better mixing.
The thermo-quad carburetor provides good starting Chrysler Corporation supports efforts to control and
and permits the engine to operate well on lean mix- reduce vehicle emissions and will continue to design
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 CARBURETOR
S
• IMPROVED DISTRIBUTION
• LEANER MIXTURE
• FASTER ACTING CHOKE </>
ELECTRIC ASSIST OVEFILL LIMITING VALVE c/>
INTAKE MANIFOLD (LOCATION)
EXTERNAL IDLE MIXTURE LIMITER
DISTRIBUTOR IMPROVED HOT SPOT SOLENOID THROTTLE STOP
o
• ELECTRONIC IGNITION GASOLINE VAPOR CONTROL
• REDUCED TOLERANCES
VAPOR-LIQUID SEPARATOR o
• SOLENOID ADVANCE
PRESSURE VACUUM FILLER CAP
c/>
c/>
m
c/>

OSAC VALVE

CLOSED CRANKCASE VENTILATION

CHARCOAL
CANISTER FUEL TANK
HEATED INTAKE AIR

EXHAUST PORT AIR INJECTION

MODIFIED COMBUSTION CHAMBER

AND REDUCED COMPRESSION RATIO
INCREASED CAM
OVERLAP
EXHAUST GAS RECIRCULATION
AIR PUMP
• FLOOR JETS
• EGR CONTROL VALVE
• EGR VACUUM AMPLIFIER

F¡g. 1-Emission Control Systems PF94

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 EMISSION CONTROL SYSTEMS 25-3

IDLE SETTINGS MIXTURE SETTING-PREFERRED PROCEDURE Usa axhaaut anatyzar.

ws to giva 0J0% carbon monoxida (14.3 A/F ratio) M
Itidltåt ORPM.·
Timing = . 00 Whan chacking dwa(l or timing ramova hesa at distributor and plug
RPM = 0 0 0 * hosa. Timing may b· sat within * 0 o - 0 s to compansata for datona- MIXTURE SETTING-ALTERNATE PROCEDURE (Spaad Drop Mathod).
Mi»tura = Sa· Procadura tion or altituda. 1. Ramove klt· limitar caps.
Dwall valuas art not applicat>la whan elactronic ignition is usad. 2. Adjust idla spaad •craw and mixtura scraws to lean bast «Ha at 0 0 0 RPM.
•NOTE On a naw vahicla I Jndar 00 milas) idlt ipaad salting should 3. Without touching spaad •craw, turn mixtura scrawt ck>ckwua ll·an) ·
ba raducad 0 < rpm spaad toO 0 0 RPM •
4. Rainstall limitar caps with stop × turn from rich limit.
Saa Sarvica Manual for data<lad instructions

PF189

Fig. I —Vehicle Emission Control Information Label

its engines toward this end. As a result, our 1973 oline Classification Method). However, these gasolines
passenger car engines are designed to operate on vary in actual engine anti-knock properties and in
either leaded or unleaded gasolines having a minimum some cases engine adjustments or a different fuel may
octane rating of 91 {Research Method) or an anti-knock be required to avoid detonation.
index with a minimum numerical value of ® (Gas-

ELECTRIC ASSIST CHOKE SYSTEM

INDEX
Page Page
Choke Control Switch Test .. . 4 General Information . 3
Choke Heating Element Test . 4

GENERAL INFORMATION
All passenger car engines equipped with an auto- corporate an open sided well (Fig. 1). The six cylinder
matic choke have casting changes in the choke well engine exhaust manifold has a slightly smaller open
area. The eight cylinder engine intake manifolds in- sided well.

GNITION SWITCH

INTAKE MANIFOLD

THERMOSTATIC
CHOKE COIL

PF95

Fig. 1-Electric Assist Choke System

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25-4 EMISSION CONTROL SYSTEMS

TO CHOKE (2) After a period of time, the control switch will

CONTROL SWITCH de-energize the choke heater.
The shut-down will result after the control switch
warms to about HO°F. by engine heat and a small
electrical heater within the switch.
Since the heater control switch is mounted to the
engine and near the carburetor, some winter opera-
tion may energize the choke heater. This could hap-
pen after the choke has opened without benefit of
electric heat. If this happens it will have no adverse
effect on engine operation, and will soon be turned
off as indicated in the paragraph above.

Choke Control Switch Test

(1) Before starting the engine, remove both elec-
trical connectors from the control switch.
(2) Connect a test light to the load (small) terminal
of the control switch and to ground.
(3) Start engine and allow it to reach normal operat-
ELECTRIC ASSIST ing temperature.
HEATING ELEMENT PF190 (4) Then apply 12 volts to the "BAT" terminal of
the control switch. The test light should light, it may
Fig. 2-Choke Heating Element light for only a few seconds or it may remain lit for
Choke assemblies mount on and in these wells to a longer duration but must not remain lit for more
absorb heat during engine warm-up. However, an than 5 minutes. If the above does not occur, the con-
electric heating element within the assembly will trol switch is defective and must be replaced.
assist engine heat during summer operation to shorten
choke duration. (Fig. 2). Choke Heating Element Test
The electric assist choke is designed to give a more (1) Disconnect electric heating element wire at the
rapid choke opening at temperatures of about 63 °F control switch.
or greater, and a slower choke opening at tempera- (2) Connect an ohm meter lead to the crimped
tures of about 63 °F or below. junction of this wire at the choke end. NOTE—Do
The wattage of the choke heater is part of the choke Not Connect To The Steel Heater Casing.
calibration and may change from year to year. The (3) Hold the other ohm meter lead against the
heating element (Fig. 2) should not be exposed to or choke housing or engine manifold.
immersed in any fluid for any purpose, especially (4) Electrical resistance of four 4 to six 6 ohms is
cleaners. An electric short in the wiring to the heater normal. Meter readings indicating an open or a short
or within the heater will be a short of the ignition circuit are cause for installing a new choke assembly.
system. See Group 8, Electrical Wiring Diagrams. The electric assist choke system does not change
A wire from the choke heater is connected to an any carburetor service procedures and cannot be ad-
electrical control switch. This switch serves two pur- justed. However, the clnke linkage and shaft must
poses: move freely hot or cold. If the system is found out of
(1) Above 63 °F. the control switch will energize the calibration, a new heater control switch or choke unit
choke heater. must be installed.

HEATED INLET AIR SYSTEM

INDEX
Page Page
Dual Snorkel Air Cleaner 6 Service Procedure 5
General Information 5 Vacuum Diaphragm
Sensor Removal 6
Removal 7 Installation 7
Installation 7

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 EMISSION CONTROL SYSTEMS 25-5

GENERAL INFORMATION VACUUM THERMOSTAT

DIAPHRAGM
Most engines that are modified for exhaust emission
control are equipped with carburetor air preheaters.
This device is a part of the air cleaner and keeps
the temperature of the air entering the carburetor at
about 100 °F. when underhood temperatures are less
than 100 °F. By maintaining 100 °F. or more, the car-
buretor can be calibrated much leaner to reduce
hydrocarbon emissions, improve engine warm-up
characteristics and minimize carburetor icing.
The heated air system is basically a two circuit air
flow system. COLD
AIR
(1) When the under hood air temperature is 10 ENTERS
AIR HEATED
degrees F or lower, carburetor intake air will flow BY MANIFOLD
through the stove, into a flexible connector, into the
adaptor on the bottom of the snorkel and into the
carburetor.
(2) When the under hood air temperature is above HEATED AIR
100 degrees F, the air flow will be through the snorkel. ENTERS
CARBURETOR PY944
When the under hood air temperature is between
approximately 10 and 100 degrees F, there will be air Fig. 1-Heated Inlet Air System
flow through both circuits after the engine has been
The modulation of the induction air temperature is
started and the exhaust manifold starts to give off performed by intake manifold vacuum, a temperature
heat. The colder the under hood air the greater the sensor and a vacuum diaphragm which operates the
flow of air through the stove, and the warmer the air heat control door in the snorkel.
the greater the flow through the snorkel. The quantity With the vacuum diaphragm opposed by a spring,
of air through each circuit is controlled by a heat temperature modulation will occur only at road load
control door in the snorkel to maintain a temperature throttle positions or when the intake manifold vacuum
of 95 to 105 degrees F at the temperature sensor is above the operating vacuum of the vacuum dia-
mounted inside the air cleaner housing (Fig. 1). phragm.

SERVICE PROCEDURES
Improper functioning of this system will affect
driveability as well as the vehicle exhaust emission.
To determine whether the system is functioning
properly, the following procedure would be used:
(1) Make sure all vacuum hoses (Figs. 2 and 3), and
the stove to air cleaner flexible connector are proper-
ly attached and are in good condition.
(2) With a cold engine and ambient temperature
in the engine compartment of less than 100 degrees
F., the heat control door (valve plate) in the snorkel
should be in the up or heat on position.
(3) With the engine warmed up and running, check
the air temperature entering the snorkel or at the
sensor. When the air temperature entering the outer
end of snorkel is 105 degrees F. or higher the door
should be in the down position (heat off). TO CARBURETOR
(4) Remove the air cleaner from the engine and VACUUM FITTING
allow it to cool down to 90 to 95 degrees F. With
20 in. Hg vacuum applied to the sensor the door PY945
should be in the up or (heat on position). Should the Cleaner
door not rise to the heat on position, check the vacuum F¡g. 2—Routing of Vacuum Hoses—Single Snorkel Air

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25¯6 EMISSION CONTROL SYSTEMS
VACUUM HOSE NIPPLE VACUUM
DIAPHRAGM

OPERATING
ROD

PY948

Fig. 5—Opening Front Lock Tab

TO CARBURETOR
single snorkel air cleaner with one exception:
VACUUM FITTING (1) On deep throttle accelerations, both snorkels
PY946
are open (when intake manifold vacuum drops below
Fig. 3—Routing of Vacuum Hoses—Dual Snorkel Air the 5 inches Hg).
Cleaner (2) The non-heat air snorkel is connected to mani-
diaphragm for proper operation. fold vacuum through a ' T E E " in the vacuum hose
(5) To test the vacuum diaphragm, apply 20 inches between the carburetor and the sensor (Fig. 3).
Hg to the vacuum diaphragm and stop off the line and Check second snorkel vacuum diaphragm as one
check for diaphragm leaks (Fig. 4). The diaphragm with heat connector.
should hold 20 in. Hg for five minutes. Next release
the vacuum on the diaphragm. Then with the use of VACUUM DIAPHRAGM
the bleed valve build the vacuum slowly and observe
the door operation. The door should lift off the bottom Removal
of the snorkel at not less than 5 inches Hg and be in With air cleaner housing removed from vehicle.
full up position with no more than 9 inches Hg. (1) Bend down lock tab (Fig. 5) and carefully lift
(6) Should the vacuum diaphragm not perform forward edge to clear lock tab, then slide forward
adequately, replace it and repeat the checks in steps to disengage rear lock tab, then slide to right to un-
2 and 3. hook operating rod from heat control door (Fig. 6).
(7) Should the vacuum diaphragm perform ade- (2) With the vacuum diaphragm removed, check
quately but proper temperature is not maintained, the door for freedom of travel. When the door is
replace the sensor and repeat the temperature checks raised to the up position, it should fall freely when
in steps 2 and 3. released. If it does not, observe door to snorkel side
VACUUM DIAPHRAGM
DUAL SNORKEL AIR CLEANER
The dual snorkel air cleaner performs at low tem-
peratures and above 105 degrees F. basically like a
VACUUM PUMP

VACUUM TEST
SET C-3707
VACUUM DIAPHRAGM

OPERATING ROD

SHUT-OFF
PY949
BLEED VALVE VALVE ` ^ PY947A
F¡g, 4—Inspecting Vacuum Diaphragm Fig. 6—Removing or Installing Vacuum Diaphragm

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 EMISSION CONTROL SYSTEMS 25-7

PY950
* • • • • PY95l
Fig. 7—Removing Retainer Clip Fig. 8—Installing Gasket and Sensor
walls for interference of foreign matter. Also check SENSOR
hinge pin for foreign matter. Try to release by blow-
ing with compressed air or by releasing the interfer- ® w X ° r c l e a n e r h o u s i n g r e m oved from vehicle.
€nce#
(1) Disconnect vacuum hoses from sensor, remove
retainer clips (Fig. 7), and discard (new clips are
Installation supplied with a new sensor).
(1) Insert operating rod into heat control door, then @) Remove sensor with gasket and discard,
slide rearward engaging the rear lock tab, when front
lock is in position press forward edge down. Installation
(1)
(2) While holding vacuum diaphragm down, apply Position gasket on air cleaner housing and in-
s a
9 inches of vacuum to diaphragm hose nipple, door ¢ ) ¾ * ^ on outer diamet mstaU
should operate freely If door operates freely, bend n e wr e t a ‰ r c ¿ s e c u r d bei gure k e t ig c o m .
lock tab forward. Whüe supporting snorkel and the p r e s s e d tø f o r m a n air seal Süpport¡ng sensor on
lock tab with a piece of flat steel held securely g u a rd could damage bi-metal strip. No attempt should
under lock tab, flatten flush with snorkel. Manually b e m a c j e t o acj¡ust sensor.
operating heater door could cock rod and diaphragm (3) install vacuum hoses.
which restrict operation of the heater door. (4) install air cleaner and test operation. Refer to
(3) Assemble air cleaner, install on vehicle and test Exhaust System, Group 11, for service procedures on
operation. Air Heaters.

IGNITION SYSTEM
INDEX
Page Page
Distributor Solenoid 8 OSAC Valve Test 10
Electronic Ignition 7 Temperature Operated Vacuum By-Pass Valve . . . 10
Orifice Spark Advance Control (OSAC) 8
ELECTRONIC IGNITION SYSTEM The electronic ignition system can be identified by
mi , A, . , . . ... . . dual primary wires at the side of the distributor, a
* f , r n« A t r T ^ >¶ 'ST!X¯ control unit mounted on the dash panel or the left
tended to all 6 and 8 cylinder engines this year. This inner fender ^ ^ an(J &d u a , b a l l J resistor
unique system eliminates the need for breaker points When ^ distributor is removed a perma ‰nt
by using a magnetic arrangement to trigger delivery and reluctor ^ *
of electrical energy to the spark plugs With worn ^ * £ ig ed ^
breaker points eliminated as a cause of engine mis- G ¿ <<Electrical¾ of this manual ¿ r further
firing and increased emissions, better control of ex- mformation a n dtest procedures.
haust emissions is achieved.
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25-8 EMISSION CONTROL SYSTEMS

PICK-UP COIL
AUXILIARY BALLAST RESISTOR PERMANENT
MAGNET

IGNITION SWITCH
.TO BATTERY
START RELUCTOR
RUN
NORMAL BALLAST RESISTOR

ELECTRONIC DISTRIBUTOR

BATTERY

PF96
Fig. 1—Electronic Ignition System

DISTRIBUTOR SOLENOID

A start-only solenoid (Fig. 2) is used on the dis-

tributors of models equipped with 400 Cubic Inch
Engine With 4 Barrel Carburetor and Manual Trans-
mission to provide additional spark advance during
engine starting. The solenoid, is located in the vacuum
unit attached to the distributor housing and operates
only while the ignition switch is in START position.
Use of the solenoid provides improved starting
characteristics while maintaining a low level of hydro-
carbon and carbon monoxide emissions at idle.

ORIFICE SPARK ADVANCE CONTROL (OSAC)

The OSAC system is used on all engines this year

to aid in the control of NOx (Oxides of Nitrogen). The
system controls the vacuum to the vacuum advance
actuator of the distributor. (Fig. 3).
A tiny orifice is incorporated in the OSAC valve
which delays the change in ported vacuum to the
distributor by about 17 seconds when going from idle
to part throttle. When going from part throttle to idle,
the change in ported vacuum to the distributor will be BULLET
CONNECTOR PD45l
instantaneous. The valve will only delay the ported
vacuum signal when the ambient temperature is about Fig. 2-Distributor So/enoid-400 CID Engine with
60°F or above. Vacuum is obtained by a vacuum tap 4 BBL Carburetor and Manual Transmission

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 360 CID ENGINE WITH HOLLEY 2 BBL. Q

440 CID ENGINE 340 CID ENGINE WITH THERMO QUAD

WITH CARTER THERMO QUAD
OSAC VALVE

í >¿t

BLACK

318 CID WITH CARTER BBD

198 AND 225 CID ENGINE
WITH HOLLEY SINGLE THROAT
400 CID ENGINE WITH
OSAC VALVE HOLLEY 2 BBL

BLACK

¢/>

PF97
Fig. 3¯¯OSAC Valve Vacuum Hose Routing MyMopar.com
cb
25-10 EMISSION CONTROL SYSTEMS
just above the throttle plates of the carburetor. This NUMBER 1 " PORT
type of tap provides no vacuum at idle, but provides TO OSAC VALVE
manifold vacuum as soon as the throttle plates are TO DISTRIBUTOR
opened slightly. Proper operation of this valve de- ADVANCE
D" PORT
pends on air tight fittings and hoses and on freedom TO MANIFOLD
from sticking or plugging due to deposits. VACUUM
"NUMBER 2" PORT
OSAC Valve Test
Inspect hose connections between valve, carburetor
and distributor. Replace any hardened or faulty hoses
that may allow air leakage. Check operation of valve.
With engine running at 2000 rpm in neutral, discon- PB410A
nect hose at the OSAC valve that leads to distributor
Fig. 5—By-Pass Valve
(Fig. 4). Attach vacuum gauge to this vacuum fitting.
The valve is operating properly if a very gradual to normal operating temperature, the OSAC system is
increase in vacuum is observed, perhaps 15 seconds restored to normal operation.
to a stabilized level (this will vary with different The valve has three ports or pipes (Fig. 5) "D" port
engines and cars). If vacuum immediately pops up (to is connected to the distributor advance unit, "Number
same level as manifold vacuum) the OSAC valve is 1" port is routed through the OSAC valve to carburet-
not operating properly and must be replaced. If no or vacuum (Above the throttle valve) and "Number
increase in vacuum is observed, the OSAC valve is not 2" port is connected to manifold vacuum.
operating properly and must be replaced. Ambient
temperature in area of vehicle must be above 68 °F Test Valve Operation as follows:
for this test. (1) Check vacuum hose routing and installation
(Fig. 6). Check coolant level.
TEMPERATURE OPERATED VACUUM BY-PASS (2) Attach a tachometer to engine.
VALVE (3) Bring engine to normal operating temperature,
be sure choke is open.
A vacuum by-pass valve is used on some engine (4) Adjust idle to 600 rpm—For test only.
applications to reduce the possibility of engine over- (5) Disconnect the hose from number "2" port
heating under extremely high temperature operating (manifold inlet) and plug hose.
conditions. When engine coolant temperature at idle (6) Check engine idle speed, no change indicates
reaches 225°F., the valve opens automatically and valve is holding and valve is acceptable up to this
applies manifold vacuum directly to the vacuum ad- point. If idle speed drops 100 rpm or more the valve
vance unit of the distributor, by-passing the OSAC should be replaced.
system. This increases engine idle speed and provides (7) Re-install vacuum hose to number "2" port.
additional engine cooling. When the engine has cooled (8) Cover radiator to increase engine coolant tem-
perature. DO NOT OVERHEAT ENGINE.
(9) Idle engine until temperature is approximately
TO DISTRIBUTOR
VACUUM ADVANCE
225 degrees F. (Abnormally high temperature is indi-
HOSE

TEMPERATURE SENSING
COVER IN AIR INTAKE MANIFOLD HOSE
PLENUM
TEMPERATURE
OPERATED^
BY-PASS VALVE
TO CARBURETOR
VACUUM PORT PD301A
PF191
Fig. 4-OSAC Valve Fig. 6—By-Pass Valve Hose Routing

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 EMISSION CONTROL SYSTEMS 25-11

cated on models with temperature gauge when indi- bar, valve is defective and should be replaced.
cator needle reaches top of normal bar, 235 degrees (10) Idle engine (radiator uncovered) until tempera-
F.). If engine idle speed has not increased 100 rpm ture is normal, and re-adjust idle rpm.
or more before gauge indicator reaches top of normal

EXHAUST GAS RECIRCULATION

INDEX

Page Page
EGR Control Valve Service 12 Service Diagnosis 16
Floor Jet Exhaust Gas Recirculation 17 Service Procedure 12
General Information 11 Temperature Control Valve 12
Ported Vacuum Control 12 Venturi Vacuum Control System 12

GENERAL INFORMATION
Oxides of Nitrogen (NOx) in engine exhausts are Ported Vacuum Control System and Venturi
reduced by lowering peak flame temperatures during Vacuum Control System (All Engines Except
combustion, this is accomplished by allowing a prede- 340 and 400 CID Engines with 4 Barrel
termined amount of hot exhaust gas to recirculate and Carburetors)
dilute the incoming fuel and air mixture. (Fig. 1). Each of these two systems use the same type ex-
Three alternate systems are used to control the rate haust gas recirculation (EGR) control valve, only the
of exhaust gas recirculation, depending on engine method of controlling the valve is different. The valve
model. These systems are: Ported Vacuum Control is a vacuum actuated, poppet type unit used to modu-
System, Venturi Vacuum Control System, and Floor late exhaust gas flow from the exhaust gas crossover
Jet System. into the incoming air fuel mixture.

TEMPERATURE CONTROL VALVE

TEMPERATURE SIGNAL
VENTURI
VACUUM AMPLIFIER VACUUM

VACUUM TO EGR VALVE

PF98
Fig. I -Exhaust Gas Recirculation (EGR) System—Venturi System Shown

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25-12 EMISSION CONTROL SYSTEMS

Venturi Vacuum Control System type port in the carburetor throttle body which is ex-
(Figs. 2,3 and 4) posed to an increasing percentage of manifold vac-
The venturi vacuum control system utilizes a vac- uum as the throttle blade opens. This throttle bore
uum tap at the throat of the carburetor venturi to port is connected through an external nipple directly
provide a control signal. Because of the low amplitude to the EGR valve. The flow rate is dependent on
of this signal, it is necessary to use a vacuum amplifier manifold vacuum, throttle position, and exhaust gas
to increase the vacuum to the level required to operate back pressure. Recycle at wide open throttle is elimi-
the EGR control valve. Elimination of recycle at wide nated by calibrating the valve opening point above
open throttle is accomplished by a dump diaphragm manifold vacuums available at wide open throttle as
which compares venturi and manifold vacuum to de- port vacuum cannot exceed manifold vacuum. Elimi-
termine when wide open throttle is achieved. At wide nation of wide open throttle recycle provides maxi-
open throttle, the internal reservoir is "dumped," mum performance.
limiting output to the EGR valve to manifold vacuum.
As in the ported control system, the valve opening Temperature Control Valve
point is set above the manifold vacuums available at Both the ported vacuum control system and the
wide open throttle, permitting the valve to be closed venturi vacuum control system utilize a plenum
at wide open throttle. This system is dependent pri- mounted temperature control valve (Fig. 8) which
marily on engine intake airflow as indicated by the reduces the recycle rate at low ambients for improved
venturi signal, and is also affected by intake vacuum driveability. The unit contains a temperature sensitive
and exhaust gas back pressure. bimetal disc which senses plenum air temperature.
The snap action of the disc unplugs a calibrated orifice
Ported Vacuum Control System to provide the bleed air. Calibration is protected by
(Figs. 5,6 and 7) an air filter unit.
The ported vacuum control system utilizes a slot

SERVICE PROCEDURE
Every 12,000 miles or 12 months, the complete EGR directly to the EGR control valve with the engine
system should be inspected and tested. To assure warm and idling in neutral. Idle speed should drop
proper operation of this system all passages and 150 rpm or more when this vacuum signal is applied
moving parts must be free from plugging or sticking to the valve. This speed change confirms that exhaust
as a result of deposits. It is also important for hoses gas recirculation is taking place. If the speed change
and connections to be free from leaks. does not occur, or is less than the minimum specified,
Inspect all hose connections between carburetor, exhaust deposits in the EGR valve or intake manifold
intake manifold, EGR control valve, (and EGR ampli- EGR passages are indicated. The EGR valve should be
fier if so equipped). Replace any hoses that are hard- removed for inspection and cleaning, if necessary.
ened or cracked and any faulty connectors. Manifold passages should be cleaned as required.
Operation of the EGR control system and valve
should be checked with the engine warmed up and EGR Control Valve Service
running. Ambient temperature in the area of the The EGR valve should be inspected for deposits
vehicle must be above 68°F for this test. Allow the en- with particular attention to the poppet and seat area
gine to idle, in neutral, with the carburetor throttle (Fig. 10). If deposits exceed a thin film condition, the
closed; then, abruptly accelerate the engine to approx- EGR valve should be cleaned. Cleaning is aided by
imately 2,000 rpm, but not over 3,000 rpm. Visible applying a liberal amount of manifold heat control
movement of the EGR valve stem should occur during valve solvent, or equivalent, to the poppet and seat
this operation, which can be determined by change area and allowing the deposits to soften. The deposits
in the relative position of the groove on the EGR valve may be removed by opening the valve using an ex-
stem. (Fig. 9). This operation may be repeated several ternal vacuum source and scraping the deposits from
times to confirm movement. Movement of the stem the seat and poppet using a suitable sharp edge tool.
indicates that the control system is functioning cor- If wear of the stem or other moving components is
rectly. If faulty operation is indicated by the above noted, the valve should be replaced.
check, use the service diagnosis procedures to deter- NOTE: Extreme care should be exercised during the
mine the problem area. cleaning operation to prevent spilling of solvent on
If control system is functioning correctly, the valve the valve diaphragm, as this may cause diaphragm
and passages may be checked for exhaust gas flow by failure. Do not push on diaphragm to operate valve,
applying a vacuum signal of at least 10 inches Hg use vacuum source only.

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 EMISSION CONTROL SYSTEMS 25-13
BLACK WITH YELLOW STRIPE CARBURETOR
VENTURI NIPPLE
BLACK
TEMPERATURE CONTROL VALVE

BLACK WITH
WHITE STRIPE

BLACK WITH YELLOW STRIPE

VACUUM
AMPLIFIER
MULTIPLE CONNECTOR

BLACK WITH GREEN STRIPE

BLACK WITH WHITE STRIPE

FUEL TUBE

INTAKE MANIFOLD

A / C COMPRESSOR * EGR CONTROL VALVE

SUPPORT BRACKET

BLACK WITH WHITE STRIPE

A / C COMPRESSOR SUPPORT
BLACK WITH
GREEN STRIPE VIEW IN DIRECTION OF ARROW A PF99

Fig. 2-EGR Vacuum Hose Routing for 198 and 225 CID Engines (Venturi System)
TEMPERATURE
CONTROL VALVE ÇJ BLACK WITH BLACK WITH GREEN STRIPE (TO
WHITE STRIPE TEMPERATURE CONTROL VALVE)
MULTIPLE CONNECTOR
VACUUM
AMPLIFIER
BLACK WITH
BLACK'WITH WHITEJTRIPE
BLACK WITH YELLOW STRIPE
GREEN STRIPE

BLACK WITH
YELLOW STRIPE INTAKE MANIFOLDS-
CARBURETOR
VENTURI NIPPLE V A C U U M CONNECTOR

\\

BLACK WITH
YELLOW STRIPE

VIEW IN DIRECTION VIEW I N DIRECTION VIEW IN DIRECTION

OF ARROW B OF ARROW A OF ARROW C
PF1OO

Fig. 3-EGR Vacuum Hose Routing for 360 CID Engine (Venturi System)

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25-14 EMISSION CONTROL SYSTEMS
BLACK WITH YELLOW
STRIPE TEMPERATURE
CONTROL VALVE

CARBURETOR
VENTURI NIPPLE

VIEW IN
DIRECTION OF BLACK WITH
GREEN STRIPE
BLACK WITH
(TO TEMPERATURE MULTIPLE
YELLOW STRIPE CONNECTOR
CONTROL VALVE)

VACUUM
AMPLIFIER

MOUNTING
EGR CONTROL BRACKET
VALVE

BLACK WITH
WHITE STRIPE

VIEW IN DIRECTION
VIEW IN DIRECTION
OF ARROW C
OF ARROW B PF101

Fig. 4-EGR Vacuum Hose Routing for 440 CID Engine (Venturi System)
BLACK WITH GREEN STRIPE CARBURETOR PORTED
V A C U U M NIPPLE

TEMPERATURE CONTROL VALVE

TEE CONNECTOR
BLACK WITH WHITE STRIPE

BLACK WITH YELLOW STRIPE

BLACK WITH WHITE STRIPE

EGR CONTROL VALVE

VIEW IN DIRECTION OF ARROW A

BLACK WITH YELLOW STRIPE

BLACK WITH GREEN STRIPE

PF102

Fig. 5—EGR Vacuum Hose Routing for 318 CID Engine (Ported System)

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¤¯ EMISSION CONTROL SYSTEMS 25-15
TEMPERATURE CONTROL VALVE

TO TEMPERATURE CARBURETOR PORTED

CONTROL VALVE VACUUM NIPPLE
BLACK WITH
GREEN STRIPE BLACK WITH
GREEN STRIPE

EGR
CONTROL
VALVE

BLACK WITH
YELLOW STRIPE
TEE CONNECTOR'
BLACK WITH
VIEW IN DIRECTION WH¦TE STRIPE
OF ARROW A PF103

Fig. 6—EGR Vacuum Hose Routing for 400 CID Engine (Ported System)
TEMPERATURE CONTROL VALVE

BLACK WITH YELLOW STRIPE

CARBURETOR PORTED VACUUM NIPPLE
TO TEMPERATURE
CONTROL VALVE

BLACK WITH GREEN STRIPE EGR CONTROL VALVE

BLACK WITH GREEN STRIPE

TEE CONNECTOR (RED DAUB FOR IDENT)

BLACK WITH
WHITE STRIPE

g
VIEW IN DIRECTION OF ARROW A PF104

Fig. 7-EGR Vacuum Hose Routing for 440 CfD High Performance Engine (Ported System)

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25-16 EMISSION CONTROL SYSTEMS

SERVICE DIAGNOSIS
Condition Possible Cause Correction
EGR VALVE STEM (a) Cracked, leaking, disconnected or (a) Verify correct hose connections and
DOES NOT MOVE ON plugged hoses. leak check to confirm that all hoses
SYSTEM TEST. are open. If defective hoses are found,
replace hose harness.
(b) Defective EGR valve, ruptured dia- (b) Disconnect hose harness from EGR
phragm or valve stem frozen. valve. Connect external vacuum
source, 10 inches Hg or greater, to
valve diaphragm. If no valve move-
ment occurs, replace valve. If valve
opens, approximately 1/8 inch travel,
pinch off supply hose to check for dia-
phragm leakage. Valve should remain
open 30 seconds or longer. If leakage
occurs, replace valve.
EGR VALVE STEM (a) Defective temperature control valve, (a) Verify temperature in vehicle area is
DOES NOT MOVE ON above 68°F, then disconnect hose
SYSTEM TEST, OPERATES from temperature control valve and
NORMALLY ON EXTERNAL plug hose. If normal operation of EGR
VACUUM SOURCE. valve stem is restored, replace tem-
perature control valve.
(b) Defective control system—plugged (b) Ported Vacuum Control System: Re-
passages, move carburetor and inspect port (slot
type) in throttle bore and associated
vacuum passages in carburetor throt-
tle body including limiting orifice at
hose end of passages. Use suitable
solvent to remove deposits and check
for flow with light air pressure. Nor-
mal operation should be restored to
ported vacuum control EGR system.
(c) Defective vacuum control unit (am- (c) Venturi Vacuum Control System: Re-
plif¡er). move venturi signal hose from nipple
on carburetor. With engine operating
at idle, apply a vacuum of one to two
inches Hg to venturi signal hose. En-
gine speed should drop a minimum of
150 rpm and EGR valve stem should
visibly move 1/8 inch or more. If this
does not occur, replace vacuum con-
trol unit.
(d) Plugged carburetor ventur¡ signal pas- (d) If vacuum control unit (amplifier), op-
sage, erates normally in previous test,
plugged vacuum tap to carburetor
venturi is indicated. Use suitable
carburetor solvent to remove deposits
from passage and use light air pres-
sure to verify that passage is clear.
NOTE: Do not use drills or wires to clean carburetor
control passages for either type of control sys-
tem as calibration of precision control orifices
may be altered resulting in unsatisfactory ve-
hicle operation.
ENGINE WILL NOT IDLE, (a) Control system defective—EGR valve (a) Disconnect hose from EGR valve and
DIES OUT ON RETURN open. plug hose—recheck idle. If satisfac-
TO IDLE OR IDLE IS VERY tory, replace vacuum control unit
ROUGH OR SLOW. (amplifier).
(b) High EGR valve leakage in closed po- (b) If vacuum hose removal does not cor-
s¡tion. rect, remove EGR valve and inspect to
insure poppet is seated. Clean depos-
its if necessary, or replace valve if
found defective.

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 EMISSION CONTROL SYSTEMS 25-17

Condition Possible Cause Correction

POOR ENGINE (a) Defective temperature control valve. (a) EGR at rates intended for summer
DRIVEABILITY AND operation may reduce vehicle per-
RESPONSE AT ROAD formance at low ambients. Discon-
SPEEDS AT AMBIENT nect hose from plenum temperature
TEMPERATURES control valve and allow to vent. Test
BELOW 4O°F. vehicle, if performance is improved.
Replace temperature control valve.
WEAK WIDE OPEN (a) Defective vacuum control unit (ampli- (a) Disconnect hose from EGR valve and
THROTTLE fier). plug the hose. Road test vehicle, if
PERFORMANCE. performance is restored, replace vac-
uum control unit.

FILTER TEMPERATURE
SENSING COVER VACUUM ACTUATOR
IN AIR
INTAKE
PLENUM

VALVE STEM
TO EGR
SYSTEM VACUUM

PF193
PF192
Fig. 9-EGR Control Valve
Fig. 8—EGR Temperature Control Valve
Floor Jet Exhaust Gas Rec¡rculation (340 or
400 CID Engines with 4 Barrel Carburetors)
VACUUM Exhaust gases are introduced into the intake mani-
ACTUATOR

INCOMING FUEL-AIR
MIXTURE

ì FLOOR JET

POPPET
VALVE
AND SEAT :-
INTAKE
EXHAUST MANIFOLD
OUTLET
MOUNTING
RECIRCULATING GASES
HOLES
EXHAUST GAS
PF105 CROSS-OVER PD173A

Fig. 10-EGR Control Valve (Bottom View) Fig. lì-EGR Floor Jets
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25-18 EMISSION CONTROL SYSTEMS
fold through jets in the floor below the carburetor. An throttle valves open. Using a flashlight inspect the
orifice in each jet allows a controlled amount of ex- floor jets visually through the carburetor. Condition is
haust gas to be drawn through by engine vacuum to satisfactory if passage in jet shows open path through
dilute incoming fuel and air (Fig. 11). The illustration the orifice. If jet is plugged, remove jet, clean and
shows the configuration used in engines where ex- reinstall. The above inspection (and service) procedure
haust gases are taken from the intake manifold should be repeated every 12,000 miles.
exhaust crossover passage. NOTE: Floor jet is non-magnetic, stainless steel mate-
After first 12,000 miles of operation inspect the rial. Caution should be taken so that jets will not fall
floor jets for deposit buildup. With engine off and into intake manifold ports during removal and instal-
carburetor air cleaner removed, hold choke and lation.

AIR INJECTION SYSTEM

INDEX
Page Page
Air Injection Pump Diverter Valve
Removal 23 Removal 23
Installation 23 Installation 23
Check Valve (Air Injection Tube) General Information 18
Removal 24 Service Diagnosis 22
Installation 24 Service Procedures 23
GENERAL INFORMATION
An exhaust port air injection system is used to re- and 440 CID (standard) engines. (This emission con-
duce carbon monoxide and hydrocarbons to required trol equipment is an available option in other states
levels on California models equipped with 225, 360 on these engines). The system adds a controlled

DIVERTER VALVE CHECK VALVE

V A C U U M SUPPLY
HOSE

INJECTION TUBES
TO EXHAUST PORTS

DIVERTER VALVE
AIR PUMP • DUMP VALVE
• INLET • PRESSURE RELIEF VALVE

PF106

Fig. I—Air Injection System (8 Cylinder Engine)

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 EMISSION CONTROL SYSTEMS 25-19

amount of air to exhaust gases in the exhaust ports, AIR INJECTION PUMP
causing oxidation of the gases and reduction of an
appreciable amount of the carbon monoxide hydro- The belt driven air pump is mounted on the front of
carbons in the exhaust stream. the engine with power take-off at the crankshaft
The exhaust port air injection system consists of a pulley. Intake air passes through a centrifugal fan at
belt-driven air pump, rubber hose, a check valve to the front of the pump, where foreign materials are
separated from the air by centrifugal force. Air is
protect the hoses and pump from hot gases, injection delivered to the air injection manifold and tube as-
tubes, and a combination diverter pressure relief sembly by a rubber hose through the diverter valve
valve assembly. Eight cylinder engines have specially mounted on the rear of the pump. Hoses are secured
designed exhaust manifolds that incorporate air pas- to all fittings by clamps.
sages to each exhaust port. On six cylinder engines NOTE: The air injection system is not completely
these passages are incorporated in the cylinder heads. noiseless. Under normal conditions, noise rises in
Location of the exterior mounted components is pitch as engine speed increases. To determine if ex-
shown in (Figures 1, 2, 3 and 4). cessive noise is the fault of the air injection system,
HOSE _ ./ r ¢ ^ ^ - CHECK VALVE PULLEY DIVERTER VALVE
AIR PUMP
TUBE ASSEMBLY AIR PUMP
ADJUSTING
BRACKETS

DIVERTER VALVE
VACUUM SUPPLY HOSE
(TO CARBURETOR)

AIR PUMP
MOUNTING
BRACKET
WITHOUT AIR CONDITIONING ENGINE
MOUNTING
BRACKET

CHECK VALVE (INJECTION TUBE ASSEMBLY)

CYLINDER
HEAD
AIR PUMP

PULLEY AIR PUMP

MOUNTING
BRACKET

AIR PUMP FRONT

MOUNTING
BRA

DIVERTER
VALVE
VACUUM
SUPPLY HOSE
(TÕ¯ CARBURETOR)
PULLEY ASSEMBLY WITH AIR CONDITIONING
MOUNTING BRACKET PD401A

Fig. 2—Air Injection System—225 CID Engine

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 DIVERTER VALVE CJ1
TUBE
VACUUM SUPPLY HOSE
ASSEMBLY
ro
DIVERTER VALVE
VACUUM SUPPLY HOSE

CO
VACUUM HOSE ROUTING CO
THROUGH POWER STEERING
PUMP BRACKET

50
TUBE ASSEMBLY o
CO
CO
AIR PUMP AND IšÈ
POWER STEERING
PUMP MOUNTING
BRACKET
AIR PUMP

GASKET
REAR MOUNTING
BRACKETS

DIVERTER VALVE
TUBE ASSEMBLY

AIR PUMP
MOUNTING VIEW IN DIRECTION
BRACKET
OF ARROW A
AIR
PUMP

PULLEY PF107
Fig. 3—Air Injection System—360 CID Engine

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¤· EMISSION CONTROL SYSTEMS 25-21
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25-22 EMISSION CONTROL SYSTEMS
TO INTAKE TO EXHAUST PRESSURE
VENT HOLE DO NOT OIL MANIFOLD:
MANIFOLD RELIEF VALVE
VACUUM
DRIVE HUB

ROTOR
SHAFT

SILENCER
MATERIAL
)
DIAPHRAGM PFÌ94

CENTRIFUGAL FILTER FAN Fig. 6-D¡verter Valve

HOUSING PF109 when it reaches the exhaust area and combines with
injection air. The next firing of the engine will ignite
Fig. 5—Air Injection Pump this air-fuel mixture. The diverter valve senses the
disconnect the drive belt and operate the engine. If sudden increase in intake manifold vacuum causing
noise now does not exist, proceed with diagnosis. the valve to open, allowing air from the air pump to
The only serviceable component of this pump is the pass through the valve and silencer to the atmosphere.
centrifugal fan filter. (Fig. 5). Do not assume the pump A pressure relief valve, incorporated in the same
is defective if it squeaks when turned by hand. DO housing as the diverter valve, controls pressure within
NOT LUBRICATE PUMP IN ANY WAY. the system by diverting excessive pump output at
If the engine or underhood compartment is to be higher engine speeds to the atmosphere through the
cleaned with steam or high pressure detergent, the silencer.
centrifugal fan filter should be masked off to prevent
liquids from entering the pump. CHECK VALVE
DIVERTER VALVE A check valve is located in the injection tube as-
sembly that leads to the exhaust manifolds on the
The purpose of the diverter valve (Fig. 6), mounted eight cylinder engine and the cylinder head on the six
to the rear of the air pump, is to prevent backfire in cylinder engine. This valve has a one-way diaphragm
the exhaust system during sudden deceleration. which prevents hot exhaust gases from backing up
Sudden throttle closure at the beginning of the into the hose and pump. This valve will protect the
deceleration temporarily creates an air-fuel mixture system in the event of pump belt failure, abnormally
too rich to burn. This mixture becomes burnable high exhaust system pressure, or air hose ruptures.

SERVICE DIAGNOSIS
Condition Possible Cause Correction
EXCESSIVE BELT NOISE (a) Loose belt. (a) Tighten belt (see Group 7 "Cooling
System").
(b) Seized pump. (b) Replace pump.
EXCESSIVE PUMP (a) Insufficient break-in. (a) Recheck for noise after 1000 miles of
NOISE. CHIRPING operation.
EXCESSIVE PUMP NOISE (a) Leak in hose. (a) Locate source of leak using soap solu-
CHIRPING, RUMBLING, tion and correct.
OR KNOCKING (b) Loose hose. (b) Reassemble and replace or tighten
hose clamp.
(c) Hose touching other engine parts. (c) Adjust hose position.
(d) Diverter valve inoperative. (d) Replace diverter valve.
(e) Check valve inoperative. (e) Replace check valve.
(f) Pump mounting fasteners loose. (f) Tighten mounting screws as specified.
(g) Pump failure. (g) Replace pump.

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 EMISSION CONTROL SYSTEMS 25-23

Condition Possible Cause Correction

NO AIR SUPPLY (a) Loose drive belt. (a) Tighten to specifications.
(ACCELERATE ENGINE (b) Leaks in supply hose. (b) Locate leak and repair or replace as
TO 1500 RPM AND required.
OBSERVE AIR FLOW (c) Leak at fitting(s). (c) Tighten or replace clamps.
FROM HOSES. IF THE (d) D¡verter valve leaking. (d) If air is expelled through d¡verter ex-
FLOW INCREASES AS THE haust with vehicle at idle, replace di-
RPM'S INCREASE, THE verter valve.
PUMP IS FUNCTIONING (e) Diverter valve inoperative. (e) Usually accompanied by backfire dur-
NORMALLY. IF NOT, ing deceleration. Replace d¡verter
CHECK POSSIBLE CAUSE. valve.
(f) Check valve inoperative. (f) Replace check valve.

SERVICE PROCEDURES

For satisfactory emission control and engine dura- Installation

bility, it is important that the air pump be operating (1) Install air pump pulley and brackets on air
at all times (except when performing tests). For pump. Tighten the air pump pulley screws to 95 inch-
proper operation of the air pump, it is necessary that pounds and bracket attachment bolts to 30 foot-
the air pump drive belt be in good condition and pounds Maximum.
adjusted to the specified tension. Check the condition (2) Install diverter valve to air pump.
of the air pump belt and adjust the tension according (3) Position pump assembly on engine and install
to specifications not less frequently than every 12,000 the air hose to diverter valve outlet. Install pump
miles or 12 months. pivot and adjusting bolts loosely.
Servicing of the air pump is limited to replacement (4) Install drive belt and adjust. See "Cooling Sys-
of the centrifugal fan filter or the entire pump. Do tem", Group 7. Tighten mounting bolts to 30 foot-
not disasemble pump for any reason. Do not clamp pounds.
pump in vise or use a hammer or pry bar on pump (5) Reinstall vacuum hose to diverter valve. Do not,
housing. under any conditions, pry on the housing.

AIR INJECTION PUMP DIVERTER VALVE

Removal—225 CID Engine
Servicing of the diverter valve is limited to replace-
(1) Remove air and vacuum hose from diverter
ment of the entire valve. Failure of the diverter valve
valve.
will cause excessive noise. Either the relief valve or
(2) Loosen pump pivot and adjusting bolts and re-
the diverter valve have failed if air escapes from the
move belt.
silencer at engine idle speed and entire valve assem-
(3) Remove pivot and adjusting bolts from pump
bly should be replaced.
and remove pump and diverter valve as an assembly.
Installation Removal—225 CID Engine
(1) Position pump on engine and install pivot and (1) Disconnect vacuum hose from diverter valve.
adjusting bolts loosely. (2) Release clamp and remove air hose from fitting
(2) Install drive belt and adjust. See "Cooling Sys- on diverter valve.
tem - Group 7". Tighten pump pivot and adjusting (3) Remove two screws securing diverter valve and
bolts to 30 inch-pounds Maximum. silencer assembly to pump and remove valve assem-
(3) Reinstall air and vacuum hose to diverter valve. bly.
(4) Remove gasket material from diverter valve and
Removal-360 CID and 440 CID (Standard) pump flanges.
Engines
(1) Remove air and vacuum hoses from the diverter Installation
valve. (1) Position new gasket on pump flange.
(2) Loosen air pump pivot and adjusting bolts and (2) Position diverter valve on pump flange and se-
remove belt. cure with two screws. Tighten screws to 95 inch-
(3) Remove pivot and adjusting bolts from pump pounds.
brackets and remove pump, diverter valve, and pump (3) Connect air hose to diverter valve fitting and
brackets as an assembly. secure with clamp.
(4) Remove air pump pulley, brackets, and diverter (4) Connect vacuum hose to fitting on diverter
valve from air pump. valve.
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25-24 EMISSION CONTROL SYSTEMS

Diverter Valve tain that the outer edge of the fan slips into the
housing (Fig. 8). A slight amount of interference with
Removal-360 and 440 CID (Standard) the housing bore is normal. Do not attempt to install
Engines a fan by hammering or pressing it on. After a new
(1) Remove air pump and diverter valve assembly fan is installed, it may squeal upon initial operation
from engine. (See Air Pump Removal Procedure). until its O.D. sealing lip has worn in. This may require
(2) Remove two screws securing diverter valve to 20-30 miles of operation.
pump and remove valve.
(3) Remove gasket material from diverter valve and CHECK VALVE (Injection tube assembly)
pump flanges.
The check valve is not repairable and if necessary,
Installation should be replaced with a new check valve. To de-
(1) Position new gasket on pump flange. termine if the valve has failed, remove the air hose
(2) Position diverter valve on pump flange and se- from check valve inlet tube. If exhaust gas escapes
cure with two screws. Tighten to 95 inch-pounds. from inlet tube, valve has failed and must be replaced.
(3) Reinstall air pump and diverter valve assembly If exhaust manifold injection tube assembly joint is
on engine, (see Air Pump Installation Procedure). leaking, remove injection tube assembly and replace
gasket material.
CENTRIFUGAL FILTER FAN
Removal—225 Cubic Inch Engines
Removal (1) Release clamp and disconnect air hose from
A damaged filter fan may be removed by inserting check valve inlet.
needle nose pliers between the plastic filter fins and (2) Remove screw securing injection tube to cylin-
breaking fan from hub. (Fig. 7). Care should be taken der head and remove injection tube/check valve as-
to prevent fragments from entering the air intake sembly.
hole. Do not insert screwdriver blade between pump (3) Remove gasket material from cylinder head
and filter. It is seldom possible to remove the fan flange surface and injection tube flanges.
without destroying it. Do not attempt to remove the Installation
metal drive hub. (1) Install new gasket on cylinder head flange and
install injection tube assembly. Tighten screw to 200
Installation
inch-pounds.
Install the new filter fan by drawing it into position,
using the pulley and bolts as tools. Draw the fan down Check Valve
evenly by alternately torquing the bolts, making cer-
Removal—360 CID Engine
(1) Release clamp and disconnect air hose from
METAL HUB check valve inlet.

CENTRIFUGAL
FILTER FAN
METAL
DRIVE HUB

PLASTIC FILTER FAN

PF110 PFin
Fig. 7—Removing Centrifugal Filter Fan Fig. 8—Installing Centrifugal Filter Fan

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¤· EMISSION CONTROL SYSTEMS 2525
(2) Remove screws securing injection tube to ex- Check Valve
haust manifolds.
Removal—440 CID (Standard) Engine
(3) Remove screw securing injection tube bracket (1) Release clamp and disconnect air hose from
to intake manifold. check valve inlet.
(4) Remove the injection tube assembly from en- (2) Remove screws securing injection tube to ex-
gine. haust manifolds.
(5) Remove gasket material from exhaust mani- (3) Remove the injection tube assembly from en-
fold and injection tube flanges. gine.
(4) Remove gasket material from exhaust mani-
Installation fold and injection tube flanges.
(1) Install new gasket on injection tube flanges Installation
and install injection tube assembly. Tighten flange (1) Install new gaskets on exhaust manifold flang-
mounting screws to 200 inch-pounds. es and install injection tube assembly. Tighten flange
(2) Tighten the bolt securing the injection tube mounting and injection tube bracket screws to 200
bracket to the intake manifold to 35 foot-pounds. inch-pounds.
(3) Connect air hose to check valve inlet and se- (2) Connect air hose to check valve inlet and se-
cure with clamp. cure with clamp.

EVAPORATION CONTROL SYSTEM

INDEX
Page Page
Crankcase Emissions 27 Overfill Limiting Valve 26
General Information 25 Pressure Vacuum Filler Cap 26

GENERAL INFORMATION
The function of the evaporation control system is fuel vapor from the fuel tank, flows through the sepa-
to prevent the emissions of gasoline vapors from the rator to the canister.
fuel tank and carburetor into the atmosphere. When The canister used this year will have three hoses
fuel evaporates in the carburetor float chamber or and no purge valve. The purge valve previously lo-
fuel tank, the vapors pass through vent hoses or cated on top of the canister has been eliminated by
tubes to a charcoal canister where they are temporar- using an additional ported vacuum connection on the
ily held until they can be drawn into the intake mani- carburetor for purging the canister. This utilizes the
fold when the engine is running. throttle plates of the carburetor as a purge valve.
When the fuel tank is filled to the base of the filler This system will improve hot idle quality by eliminat-
tube, vapors can no longer escape, they become ing canister purging during idle.
trapped above the fuel. Vapor flow through the vent Some limited production, High Performance ve-
line is blocked by the limiting valve; and the filler hicles will continue to use the earlier type two stage
tube is blocked by fuel preventing more fuel to enter canister which utilizes an integral purge valve. This
the tank. At any time pressures in the tank rise canister can be identified by four hose connections
above operating pressures of the limiting valve, about (The new type canister uses only three).
1/2 psi, the valve opens and allows vapors to flow Hoses connected to the canister ports at one end
forward to the charcoal canister (Fig. 1). will be connected to the following ports or "Tee"
Due to the configuration of the fuel tank on some connectors at the other;
models and all station wagons, vapor separator tanks (1) The canister port marked "Distributor Vacu-
are not required. um" will be connected into the "OSAC" valve hose at
The charcoal canister is a feature on all models for the carburetor with a "Tee" connector.
the storage of fuel vapors from the fuel tank and (2) The "PCV" port is connected into the PCV
carburetor bowl. A vacuum port located in the base valve hose at the carburetor with a tee connector.
of the carburetor governs vapor flow to the engine. (3) The "Fuel Tank" port is connected directly to
On some models, each corner of the fuel tank is the vapor separator.
vented and each of the hoses from these vents is (4) The "Carburetor Bowl" hose is connected di-
connected to a vapor separator. A tube from the rectly to the carburetor fuel bowl vent tube.
separator leads to the charcoal canister. Evaporated The only service normally required for the system
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25-26 EMISSION CONTROL SYSTEMS

PRESSURE-VACUUM RELIEF FILLER CAP

OVERFILL LIMITING VALVE

VAPOR- LIQUID SEPARATOR

CARBURETOR

OVERFILL LIMITING
VALVE ON
SOME MODELS VAPOR-VENT LINES

CARBURETOR FUEL
BOWL VENT LINE

FUEL TANK VENT LINE

CANISTER PURGE LINE

CHARCOAL CANISTER CHARCOAL CANISTER-
PF112

Fig. I —Evaporation Control System

is to replace the filter located in the bottom of the rator must be replaced (see "Fuel Tank" section of
canister each 12 months or 12,000 miles. More fre- Group 14).
quent replacement of the element may be necessary NOTE: It is important that all overfill limiting valves
if the vehicle is frequently driven in dusty areas (Fig. be installed as vertical as possible, in order to func-
2). tion properly.
NOTE: The hoses used in this system are specially
manufactured and if replacement becomes necessary PRESSURE-VACUUM FILLER CAP
it is important to use only fuel resistant hose.
For further information, see "Fuel System" sec- The fuel tank is sealed with a specially engineered
pressure-vacuum relief filler cap. The relief valves in
tion, Group 14 of this manual.
FIBER GLASS FILTER
OVERFILL LIMITING VALVE

Replacement
The overfill limiting valve, located in the engine
compartment on some models, is not serviceable and
seldom needs attention, but in the event that replace-
ment is required, the entire vapor vent line need not
be replaced. Position a new replacement valve next to
the old valve, mark the existing tube and cut it off
using a tubing cutter. Flare the end of the existing
tube to insure a good vapor seal and install the re-
placement valve in the same position as the old valve,
using the rubber hose and clamps provided. If overfill
PF195
limiting valves on vehicles equipped with a vapor
separator require replacement, the entire vapor sepa- Fig. 2—Charcoal (Vapor) Canister Filter Replacement

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 EMISSION CONTROL SYSTEMS 25¯27
AIR CLEANER
FUEL TANK AIR INTAKE
FILLER TUBE
(CUT AWAY)

PD181 PF113

Fig. 3—Pressure Vacuum Filler Cap F¡g, 4—Closed Crankease Ventilation System
the cap are a safety feature, and operate only to CRANKCASE EMISSIONS
prevent excessive pressure or vacuum in the tank
caused by a malfunction in the system or damage to The crankcase ventilation system is designed to
the vent lines. eliminate emission of residual fumes and vapors from
This cap has higher relief pressures than those of the crankcase by directing these fumes back through
previously used caps. Two pairs of tangs, arranged the combustion chamber.
like those on a radiator cap, allows the seal to be When the engine is running, air is drawn by mani-
broken and the pressure relieved without separation fold vacuum from the air cleaner through a hose, to
of the cap from the filler tube. To completely remove the crankcase inlet air cleaner. From the crank-
the cap requires an additional 90-degree turn. This case inlet air cleaner, the air mixes with the vapors in
feature prevents fuel from being forced out of the the rocker arm chamber, and crankcase, and is then
tank because of pressure build up in the tank or vapor drawn up through a ventilator (PCV) valve in the
line (Fig. 3). cylinder head cover to a hose connected to either the
If replacement is necessary a similar unit must be intake manifold or carburetor base (Fig. 4).
used in order for the system to remain effective. See Group " 0 " Lubrication section of this manual
CAUTION: Remove filler cap prior to removing or for complete service and maintenance of the crank-
repairing fuel lines. case ventilation system.

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 ALPHABETICAL INDEX

ALPHABETICAL INDEX
BRAKES
INDEX
Page Page
Brake Equipment Application 5-64 Bleeding Vehicles with Metering Valves 5-22
Disc Brakes—Floating Caliper 5-48 Brake Warning Switch (Drum Brakes) 5-16
Assembling Caliper 5-56 Combination Brake Warning/Metering Valve 5-20
Bleeding Disc Brake 5-60 Brake Warning Switch Unit 5-20
Brake Hose and Tubing 5-51 Checking Metering Valve Unit 5-20
Brake Shoe Installation 5-54 Metering Valve Unit Operation 5-20
Brake Shoe Removal 5-53 Testing Brake Warning Switch Unit 5-21
Cleaning and Inspection 5-53 Combination Brake Warning/Metering/
Checking Braking Disc for Run-Out and Proportioning Valve 5-21
Thickness 5-58 Proportioning Valve Unit 5-21
Disassembling Caliper 5-55 Testing Proportioning Valve Unit 5-22
Disc Brake Service Precautions 5-52 Combination Brake Warning/Proportioning
General Information 5-48 Valve 5-19
Installing Brake Disc and Hub 5-58 Brake Warning Switch Unit 5-19
Installing Cal¡per 5-57 Proportioning Valve Unit 5-19
Metering Proportioning Valves 5-49 Testing Brake Warning Switch Unit 5-19
Ref¡n¡shing (Refac¡ng) Braking Disc 5-58 Testing Proportioning Valve Unit 5-19
Removing Braking Disc and Hub 5-58 Master Cylinders 5-12
Removing Caliper from Vehicle 5-54 Bleeding Master Cylinder 5-15
Routine Maintenance—30,000 Miles 5-49 Cleaning and Inspection 5-14
Service Diagnosis 5-52 Disassembling Master Cylinder 5-12
Specifications 5-62 General Information 5-12
Disc Brakes—Sliding Cal¡per 5-35 Installing Master Cylinder 5-15
Assembling Caliper 5-44 Master Cylinder Identification Chart 5-13
Bleeding Disc Brake 5-46 Master Cylinder Removal 5-12
Brake Hose and Tubing 5-38 Reassembling Master Cylinder 5-14
Brake Shoe Installation 5-41 Testing Master Cylinder 5-15
Brake Shoe Removal 5-40 Parking Brakes 5-26
Cleaning and Inspection 5-40 Adjusting Parking Brakes 5-27
Checking Braking Disc for Run-Out and General Information 5-26
Thickness 5-45 Installing Front Parking Brake Cable 5-29
Disassembling Cal¡per 5-42 Installing Rear Parking Brake Cable 5-27
Disc Brake Service Precautions 5-39 Removing Front Parking Brake Cable 5-27
General Information 5-35 Removing Rear Parking Brake Cable 5-27
Installing Brake Disc and Hub 5-46 Service Diagnosis 5-26
Installing Cal¡per 5-44 Power Brakes 5-30
Proportioning Valves 5-36 General Information 5-30
Ref¡n¡shing (Refacing) Braking Disc 5-46 Pedal Linkage Application 5-31
Removing Braking Disc and Hub 5-46 Power Brake Vacuum Hose 5-32
Removing Cal¡per from Vehicle 5-42 Power Brakes 5-32
Routine Maintenance—30,000 Miles 5-36 Service Diagnosis 5-31
Service Diagnosis 5-39 Service Procedures 5-32
Specifications 5-62 Service Adjustments 5-1
Drum Brakes 5-5 Adjusting Service Brakes 5-1
Brake Drum Installation 5-12 Bleeding Brake System 5-2
Front Brake Drums 5-12 Brake Hose and Tubing 5-2
Rear Brake Drums 5-12 Stop Lamp Switch Adjustment 5-4
Brake Drum Removal 5-7 Test for Fluid Contamination 5-2
Front Brake Drums 5-7 Testing Application Adjusters 5-1
Rear Brake Drums 5-7 Wheel Stud Nut Tightening 5-2
Brake Shoe Installation 5-10 Service Diagnosis 5-5
Front Brake Shoes 5-10 Tightening Reference 5-63
Rear Brake Shoes 5-11
Wheel Cylinders 5-23
Brake Shoe Removal 5-7
Front Brake Shoes 5-7 Assembling Wheel Cylinders 5-24
Rear Brake Shoes 5-8 Disassembling Wheel Cylinders 5-24
Cleaning and Inspection 5-9 General Information 5-23
General Information 5-5 InstaH¡ng Brake Supports 5-25
Grinding and Refac¡ng Recommendations 5-9 Installing Wheel Cylinders 5-24
Service Diagnosis 5-5 Removing Brake Supports 5-25
Hydraulic System Control Valves 5-16 Removing Wheel Cylinders 5-23
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ALPHABETICAL INDEX-

ALPHABETICAL INDEX
CLUTCH

INDEX
Page Page
Clutch Housing Alignment 6-9 Service Diagnosis 6-2
Clutch Pedal Free Play 6-3 Service Procedures 6-3
Clutch Release Bearing 6-7 Specifications 6-10
Clutch Release Fork 6-7 Steam Cleaning Precautions 6-10
Clutch—Servicing 6-4 Tightening References 6-10
Pilot Bushing—Crankshaft to Transmission Torque Shaft and Bearings 6-8
Drive Pinion 6-7

COOLING SYSTEM

INDEX
Page Page
Accessory Belt Drives 7-2 Reverse Flushing Cooling System 7-9
Belt Tension Specifications 7-18 Service Diagnosis 7-3
Conversion Chart 7-18 Special Service Tools 7-19
Coolant Reserve System 7-6 Specifications 7-14
Engine Water Temperature Gauge 7-8 Temperature Operated Vacuum By-Pass Valve 7-8
Fan 7-11 Thermal Control Drive 7-12
Fluid Fan Drive 7-11 Thermostats 7-8
General Information 7-1 Thermostat Removal and Installation 7-8
Pressure Testing Cooling System 7-7 Tightening Reference 7-18
Pressure Testing Radiator Caps 7-7 Torque Control Drive 7-11
Radiator 7-9 Transmission Oil Coolers 7-10
Radiator Hoses 7-9 Water Pumps 7-12
Radiator Pressure Caps 7-6

ELECTRICAL

INDEX

FOR ADDITIONAL ELECTRICAL

INFORMATION SEE THE BODY SERVICE
MANUAL #81-370-3250

Page Page
Alternator and Voltage Regulator 8-16 Specifications 8-114
Assembling the Alternator 8-27 Specific Gravity Test 8-1
Bench Tests 8-22 Horns 8-81
Disassembling the Alternator 8-22 Adjusting 8-81
General Information 8-16 General Information 8-81
Output Tests 8-19 Service Diagnosis 8-82
Rectifier Testing 8-23 Service Procedures 8-81
Regulator Testing 8-21 Testing 8-81
Replacing Slip Rings 8-26 Ignition System 8-29
Service Diagnosis 8-17 Ignition System 6-cyunder 8-32
Specifications 8-122 Ignition System 8-cylinder 8-39
Voltage Regulator 8-20 Service Diagnosis 8-30
Battery 8-1 Spark Plugs 8-46
Adjustment of Acid Gravity 8-3 Testing Ignition System 8-29
Battery Visual Inspection 8-1 Instrument Panels 8-48
Charging the Battery 8-4 Buzzer System 8-72
High Rate Discharge Test of Battery Challenger (J) 8-58
Capacity 8-4 Coronet-Charger (W) 8-62

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 ALPHABETICAL INDEX

ALPHABETICAL INDEX
Page Page
Dart (L) 8-55 General Information 8-6
General Information 8-48 Ground Circuit Test 8-7
Polara-Monaco (D) 8-65 Insulated Circuit Test 8-7
Service Diagnosis 8-49 Installing the Starter 8-16
Test in Vehicle 8-50 Removing the Starter 8-7
Test Out of Vehicle 8-54 Resistance Test 8-7
Radio 8-73 Service Diagnosis 8-8
Antennas 8-78 Servicing the Starter Clutch Unit 8-13
Antenna Trimming 8-76 Specifications 8-123
Fader Control 8-76 Testing the Starter (Bench Test) 8-7
Front Speaker 8-79 Testing Armature 8-12
Interference Elimination 8-76 Testing Field Coils for Ground 8-12
Radio Replacement 8-79 Turn Signals and Hazard Warning Flasher 8-92
Rear Speakers 8-79 General Information 8-92
Service Diagnosis 8-77 Hazard Warning Flasher 8-92
Stereo Speakers 8-79 Service Diagnosis 8-93
Specifications 8-114 Turn Signal Switch 8-92
Alternator 8-122 Windshield Wiper and Washers System 8-94
Battery 8-114 End Play Adjustment 8-106
Bulbs 8-117 Gear and Park Switch Replacement
Circuit Breakers 8-116 Three Speed 8-105
Distributors 8-119 General Information 8-94
Fuses 8-114 Linkage 8-107
Starting Motor 8-123 Lubrication 8-102
Voltage Regulator 8-122 Motor Installation 8-98
Speed Control 8-84 Motor Removal 8-98
General Information 8-85 Motor Repairs—Two Speed 8-102
Installation 8-90 Motor Testing 8-101
Removal 8-90 Panel Switch Tests 8-100
Service Diagnosis 8-86 Park Switch Test—Three Speed 8-105
Test and Adjustment 8-85 Pivot Replacement 8-107
Starter (Reduction Gear) 8-5 Service Diagnosis 8-96
Amperage Draw Test 8-6 Service Parts List 8-99
Assembling the Starter 8-13 Testing Armature—Two Speed 8-102
Brushes and Springs Replacement 8-11 Voltage Testing—Three Speed 8-103
Bushings Replacement 8-13 Voltage Testing—Two Speed 8-99
Cleaning the Starter Parts 8-11 Windshield Washers 8-110
Disassembling the Starter 8-10 Wiper Arm Adjustment 8-106
Field Coils Replacement 8-13 Wiring Diagram 8-124

FOR ADDITIONAL WIRING DIAGRAMS SEE

BODY SERVICE MANUAL #81-370-3250

EMISSION CONTROL SYSTEMS

INDEX
Page Page
Air Injection System 25-18 Service Procedure 25-23
Air Injection Pump 25-19 Carburetors 25-1
Removal 25-23 Engine Idle Adjustment 25-1
Installation 25-23 Fuel Usage 25-1
Check Valve (Air Injection Tube) 25-24 General Information 25-1
Removal 25-24 Crankcase Emissions 25-27
Installation 25-25 Electric Assist Choke System 25-3
D¡verter Valve 25-22 Choke Control Switch Test 25-4
Removal 25-23 Choke Heating Element Test 25-4
Installation 25-24 Evaporation Control System 25-25
General Information 25-18 Crankcase Emissions 25-27
Service Diagnosis 25-22 General Information 25-25

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ALPHABETICAL INDEX-

ALPHABETICAL INDEX
Page Page
Overfill Limiting Valve 25-26 Sensor 25-7
Pressure Vacuum Filler Cap 25-27 Removal 25-7
Exhaust Gas Rec¡rculation 25-11 Installation 25-7
EGR Control Valve Service 25-12 Service Procedure 25-5
Floor Jet Exhaust Gas Recirculation 25-17 Vacuum Diaphragm 25-6
General Information 25-11 Removal 25-6
Ported Vacuum Control 25-12 Installation 25-7
Service Diagnosis 25-16 Ignition System 25-7
Service Procedure 25-12 Distributor Solenoid 25-8
Temperature Control Valve 25-12 Electronic Ignition 25-7
Venturi Vacuum Control 25-12 Orifice Spark Advance Control (OSAC) 25-8
Heated Inlet Air System 25-4 OSAC Valve Test 25-10
Dual Snorkel Air Cleaner 25-6 Temperature Operated Vacuum By-Pass
General Information 25-5 Valve 25-10

ENGINE

INDEX
Page Page
198 and 225 Cubic Inch Engines 9-3 Hydraulic Tappets 9-33
Camshaft 9-14 Main Bearing Clearance 9-45
Camshaft Bearings 9-15 Oil Filter 9-50
Connecting Rods 9-19 Oil Pan 9-46
Connecting Rod Bearing Clearance 9-19 Oil Pump 9-48
Crankshaft Identification 9-19 Pistons, Pins and Rings 9-40
Crankshaft Main Bearings 9-19 Rear Main Bearing Oil Seals 9-45
Crankcase Ventilation System 9-74 Repair of Damaged or Worn Threads 9-75
Cylinder Block 9-16 Removal and Installation 9-27
Cylinder Head 9-8 Rocker Arms and Shaft Assemblies 9-28
Engine Mounts 9-6 Special Service Tools 9-91
Main Bearing Clearance 9-20 Specifications 9-78
Oil Filter 9-25 Tightening Reference 9-88
Oil Pan 9-22 Timing Chain, Cover and Oil Seal 9-34
Oil Pump 9-23 Tune-up 9-25
Pistons, Pins and Rings 9-16 Valves and Valve Springs 9-30
Rear Main Bearing Oil Seals 9-20 Va!ve Timing 9-34
Repair of Damaged or Worn Threads 9-75
Removal and Installation 9-6 400 and 440 Cubic Inch Engines 9-50
Rocker Arms and Shaft Assembly 9-7 Camshaft 9-62
Special Service Tools 9-90 Camshaft Bearings 9-63
Specifications 9-75 Connecting Rods 9-68
Tappet Adjustment 9-8 Connecting Rod Bearing Clearance 9-68
Tightening Reference 9-87 Crankshaft Identification 9-67
Timing Chain, Cover and Oil Seal 9-12 Crankshaft Main Bearings 9-69
Tune-up 9-4 Crankcase Ventilation System 9-74
Valves and Valve Springs 9-9 Cylinder Block 9-64
Valve Timing 9-12 Cylinder Heads 9-54
Distributor Drive Shaft Bushing 9-63
318, 340 and 360 Cubic Inch Engines 9-25 Engine Mounts 9-51
Camshaft 9-37 Hydraulic Tappets 9-58
Camshaft Bearings 9-38 Main Bearing Clearance 9-70
Connecting Rods 9-44 Oil Filter 9-74
Connecting Rod Bearing Clearance 9-44 Oil Pan 9-71
Crankshaft Identification 9-43 Oil Pump 9-72
Crankshaft Main Bearings 9-44 Pistons, Pins and Rings 9-65
Crankcase Ventilation System 9-74 Rear Main Bearing Oil Seals 9-70
Cylinder Block 9-39 Repair of Damaged or Worn Threads 9-75
Cylinder Heads 9-28 Removal and Installation 9-52
Distributor Drive Shaft Bushing 9-38 Rocker Arms and Shaft Assemblies 9-53
Engine Mounts 9-26 Special Service Tools 9-92

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ALPHABETICAL INDEX
Page Page
Specifications 9-82 Tune-up 9-50
Tightening Reference 9-89 Valves and Valve Springs 9-55
Timing Chain, Cover and Oil Seal 9-60 Valve Timing 9-60

EXHAUST SYSTEM AND INTAKE MANIFOLD

INDEX
Page Page
Carburetor Air Heaters 11-9 Intake Manifold (400-440) 11-18
Exhaust Gas Recirculation (EGR) 11-7 Manifold Heat Control Valve
Exhaust Manifold (318-340-360) 11-15 Six Cylinder 11-18
Exhaust Manifold (400-440) 11-18 Eight Cylinder 11-19
Exhaust Pipes, Mufflers and Tailpipes 11-8 Quiet Car Package 11-7
General Information 11-1 Service Diagnosis 11-8
Intake and Exhaust Manifold (Six Cylinder) 11-9 Tightening Reference 11-20
Intake Manifold (318-340-360) 11-15

FRONT SUSPENSION AND STEERING LINKAGE

INDEX
Page Page
General Information 2-1 Steering Linkage 2-9
Isolated Front Crossmember 2-24 Sway Bar 2-10
Lower Ball Joints 2-18 Tightening Reference 2-31
Lower Control Arm and Shaft 2-13 Torsion Bars 2-5
Lower Control Arm Strut 2-17 Torsion Bar Rubber Isolator 2-7
Service Diagnosis 2-2 Upper Ball Joints 2-23
Service Procedures 2-3 Upper Control Arm 2-20
Specifications 2-30 Wheel Alignment 2-3
Steering Knuckles 2-8

FUEL SYSTEM

INDEX
Page Page
BBD Carburetor (1-1/4 Inch) 14-16 Service Diagnosis 14-61
Accelerator Pump and Bowl Vent 14-22 Specifications 14-67
Checking Float Setting 14-21 Testing Fuel Pump (On Vehicle) 14-62
Carburetor Adjustments 14-22 Fuel Tanks and Evaporation Control System 14-52
Choke Vacuum Kick 14-22 Fuel Tank Capacities 14-54
Choke Unloader (Wide Open Kick) 14-23 General Information 14-53
Dashpot Adjustment 14-24 Installing Fuel Tank 14-58
Disassembling Carburetor 14-18 Installing Fuel Tank (Station Wagon) 14-60
Fast Idle Cam Position 14-22 Over Fill Limiting Valve 14-54
Fast Idle Speed (On Vehicle) 14-23 Pressure Vacuum Filler Cap 14-53
Idle Speed Adjustment 14-23 Removing Fuel Tank 14-58
Inspection and Reassembly 14-20 Removing Fuel Tank (Station Wagon) 14-60
Service Procedures 14-18 Special Service Tools 14-68
Special Service Tools 14-68 Holley Model 1920 Carburetor 14-9
Specifications 14-64 Accelerator Pump and Bowl Vent 14-15
Electric Assist Choke System 14-1 Carburetor Adjustments 14-14
Choke Control Switch Test 14-2 Choke Vacuum Kick 14-14
Choke Heating Element Test 14-2 Dash Pot Setting 14-15
Fuel Pumps 14-61 Disassembling Carburetor 14-11
Fuel Vapor Separator 14-62 Fast Idle Cam Position 14-14
General Information 14-61 Fast Idle Speed (On Vehicle) 14-15
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Page Page
General Information 14-9 Thermo-Quad Carburetor 14-25
Idle Speed Adjustment 14-15 Accelerator Pump Stroke 14-35
Inspection and Reassembly 14-11 Bowl Vent 14-37
Measuring Float Setting 14-13 Carburetor Adjustments 14-34
Service Procedures 14-11 Choke Control Lever Adjustment (Off or On
Special Service Tools 14-68 Vehicle) 14-35
Specifications 14-64 Choke Diaphragm Connector Rod 14-35
Hoi ley Model 2210 Carburetor 14-38 Choke Unloader Adjustment (Wide Open
Accelerator Pump 14-49 Kick) 14-37
Bowl Vent 14-50 Disassembling Carburetor 14-29
Carburetor Adjustments 14-48 Fast Idle Cam and Linkage 14-36
Choke Unloader (Wide Open Kick) 14-49 Fast Curb Idle Speed Solenoid Adjustment 14-38
Cleaning Carburetor Parts 14-45 General Information 14-25
Disassembling Carburetor 14-42 Inspection and Reassembly 14-31
Fast Idle Speed (On Vehicle) 14-50 Secondary Air Valve Opening 14-34
Fast Idle Speed and Cam Position 14-48 Secondary Air Valve Spring Tension 14-34
General Information 14-39 Secondary Throttle Linkage 14-34
Idle Speed 14-50 Secondary Throttle Lockout 14-37
Inspection and Reassembly 14-45 Servicing Carburetor 14-2
Measuring Float Setting 14-46 Service Procedures 14-29
Service Procedures 14-42 Special Service Tools 14-68
Special Service Tools 14-68 Specifications 14-65
Specifications 14-67 Vacuum Kick Adjustment (Off or On Vehicle) . .14-36
Servicing the Carburetor 14-2 Throttle Linkage 14-50
Service Diagnosis 14-4

HEATERS AND AIR CONDITIONING

INDEX
Page Page
Air Conditioning 24-14 Polara and Monaco 24-62
Complete System Discharge and Recharge 24-28 Blower Motor Removal and Installation 24-69
Charging the System 24-29 Electrical Controls and Circuits 24-64
Discharge the System 24-28 Evaporator Removal and Installation 24-70
Evacuate the System 24-29 Expansion Valve Removal and Installation 24-67
Gauge Set Manifold Installation 24-15 Genera! Information 24-62
Refrigerant Service 24-28 Heater Core Removal and Installation 24-68
Removing Sweep Test Charge 24-29 Operation of all Controls 24-66
Replace Receiver Drier 24-29 Vacuum Controls and Circuits 24-64
Sweep Test Charge 24-28 Service the Compressor 24-35
Evaporator Heater Assembly 24-42 Compressor 24-37
Challenger and Coronet 24-50 Magnetic Clutch 24-35
Blower Motor Removal and Installation 24-59 Service Procedures 24-32
Electrical Controls and Circuits 24-56 Anti Freeze Recommendations 24-33
Evaporator Removal and Installation 24-59 Compressor Drive Belt Adjustment 24-33
Handling Tubing and Fittings 24-32
Expansion Valve Removal and Installation 24-58
Radiator Pressure Cap 24-33
General Information 24-50
Vacuum Control System Adjustments
Heater Core Removal and Installation 24-58
and Tests 24-34
Operation of all Controls 24-57 Test Procedures 24-17
Vacuum Controls and Circuits 24-54 Correcting Low Refrigerant Level 24-21
Dart 24-43 Expansion Valve and EPR Valve Test 24-26
Blower Motor Removal and Installation 24-50 Front Unit Performance Test 24-23
Cycling Clutch Test 24-46 Over-All Performance Test 24-22
Electrical Controls and Circuits 24-45 Receiver Drier 24-29
Evaporator Removal and Installation 24-48 Refrigerant Level 24-18
Expansion Valve Removal and Installation — 2 4 - 4 6 Roof Unit Performance Test 24-24
General Information 24-43 Test System Pressure 24-17
Heater Core Removal and Installation 24-47 Testing System for Leaks 24-20
Operation of all Controls 24-45 Heaters 24-1
Vacuum Controls and Circuits 24-43 General Information 24-1

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ALPHABETICAL INDEX
Page Page
Service Diagnosis (All Models) 24-1 Dart 24-2
Service Procedures 24-2 Blower Motor Removal and Installation 24-4
Challenger 24-4 Control Cable Adjustment 24-2
Blower Motor Removal and Installation 24-6 Disassembly and Assembly 24-3
Control Cable Adjustment 24-4 Heater Removal and Installation 24-2
Disassembly and Assembly 24-4 Polara—Monaco 24-9
Heater Removal and Installation 24-4 Blower Motor Removal and Installation 24-12
Coronet 24-6 Control Cable Adjustment 24-9
Blower Motor Removal and Installation 24-8 Heater Core Removal and Installation 24-11
Control Cable Adjustment 24-6 Heater Removal and Installation 24-11
Disassembly and Assembly 24-8 Upper Level Ventilation (Strato-Vent) 24-12
Heater Removal and Installation 24-8 Coronet, Polara and Monaco Models 24-12

LUBRICATION AND MAINTENANCE

INDEX

Page Page
Alternator 0-9 Headlights 0-9
Battery 0-9 Hoisting 0-6
Brakes 0-26 Hydraulic Brake System 0-26
Capacities 0-4 Lubrication and Maintenance Guide 0-3
Carburetor Air Cleaners 0-12 Lubrication and Maintenance Schedules (Normal
Carburetor Choke Valve Shaft 0-13 and Severe) 0-2
Certified Car Care 0-1 Manifold Heat Control Valves 0-11
Chassis Lubrication 0-20 Materials Added to Engine Oils 0-10
Classification of Lubricants 0-1 Parking Brake Mechanism 0-27
Clutch Linkage 0-25 Parts Requiring No Lubrication 0-30
Cooling System 0-6 Propeller Shaft and Universal Joints 0-27
Crankcase Ventilation System 0-14 Rear Axles 0-22
Distributors 0-9 Rubber and Plastic Component Inspection 0-19
Emission Control Systems 0-16 Speedometer Cable 0-29
Emission Control System—Maintenance 0-16 Steering Gear 0-19
Engine Idle Adjustment 0-16 Summary of Lubrication and Maintenance
Engine Oil Filters 0-11 Services 0-1
Engine Oil—Selection of 0-9 Throttle Linkage 0-30
Exhaust Gas Floor Jet 0-12 Tires 0-27
Frequency of Oil Changes 0-10 Towing 0-6
Front Wheel Bearings 0-28 Transmission (Automatic) 0-24
Fuel Filters 0-13 Transmission (Manual) 0-23
Fuel Vapor Storage Canister 0-13 Windshield Wiper Blades 0-29

PROPELLER SHAFTS AND UNIVERSAL JOINTS

INDEX

Page Page
Cross and Roller Universal Joint 16-7 Removal, Front Joint (All Models) 16-6
Assembly 16-7 Removal, Rear Joints (All Models) 16-6
Cleaning and Inspection 16-7 Propeller Shaft Angularity 16-1
Disassembly 16-7 Front Universal Joint Angle 16-2
General Information 16-1 Rear Universal Joint Angle 16-3
Propeller Shaft 16-6 Service Diagnosis 16-1
Installation, Front Joint (All Models) 16-6 Specifications 16-8
Installation, Rear Joint (All Models) 16-6 Tightening Reference 16-8

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REAR AXLE

INDEX
Page Page
Rear Axle Alignment Checking Procedure 3-3 Removal 3-34
Rear Axle Assembly 8-1/4 In. Ring Gear 3-16 Removal and Replacement of Drive Pinion
Axle Shafts and Bearings 3-18 Flange and Oil Seal in Vehicle 3-43
Assembly and Installation 3-18 Service Diagnosis 3-4
Removal and Disassembly 3-18 Service Procedures 3-30
Differential Bearing Preload and Drive Gear Specifications 3-48
Backlash 3-26 Tightening Reference 3-49
Differential Reconditioning 3-20 Tool Identification Pictures 3-51
Assembly and Installation 3-23 Welding Rear Axle Housing 3-34
Cleaning and Inspection 3-22 Rear Axle Assembly 7-1/4 In. Ring Gear 3-5
Removal and Disassembly 3-20 Axle Shafts and Bearings 3-6
Gear Tooth Contact Pattern 3-27 Assembly and Installation 3-6
General Information 3-16 Removal and Disassembly 3-6
Lubrication 3-28 Differential Bearing Preload and Drive Gear
Rear Axle Assembly 3-19 Backlash 3-13
Installation 3-20 Differential Reconditioning 3-8
Removal 3-19 Assembly and Installation 3-11
Removal and Replacement of Drive Pinion Cleaning and Inspection 3-10
Flange and Oil Seal in Vehicle 3-28 Removal and Disassembly 3-8
Service Diagnosis 3-4 Gear Tooth Contact Pattern 3-14
Service Procedures 3-18 General Information 3-5
Specifications 3-48 Lubrication 3-15
Tightening Reference 3-49 Rear Axle Assembly 3-7
Tool Identification Pictures 3-50 Installation 3-8
Rear Axle Assembly 8-3/4 in. Ring Gear 3-29 Removal .3-7
Axle Shafts and Bearings 3-31 Removal and Replacement of Drive Pinion
Assembly 3-33 Flange and Oil Seal in Vehicle 3-15
Disassembly 3-32 Service Diagnosis 3-4
Installation 3-33 Service Procedures 3-6
Removal 3-31 Specifications 3-47
Axle Shaft End Play 3-34 Tightening Reference 3-49
Differential and Carrier 3-35 Rear Axle Assembly Sure-Grip Differential 3-44
Installation 3-43 General Information 3-44
Removal 3-35 Lubrication 3-47
Differential Case 3-36 Service Diagnosis 3-4
Drive Gear and Pinion Backlash 3-41 Service Procedures 3-45
Gear Tooth Contact Pattern 3-42 Sure-Grip Differential 3-46
General Information 3-30 Assembly 3-47
Lubrication 3-43 Cleaning and Inspection 3-46
Pinion Bearing Cup Installation 3-38 Identification 3-45
Pinion Bearing Preload and Pinion Setting Installation 3-47
Using Tool C-758-D5 3-38 Noise 3-45
Pinion Bearing Preload and Pinion Setting Removal 3-46
Without Using Tool C-758-D5 3-40 Testing 3-46
Rear Axle Housing 3-34 Rear Axle Noise Diagnosis 3-1
Installation 3-34

SHOCK ABSORBERS AND REAR SPRINGS

INDEX
Page Page
Rear Springs . . . . 17-5 Specifications .17-8
Shock Absorbers .17-2 Tightening Reference .17-8

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STEERING

INDEX

Page Page
Manual Steering Gear 19-1 1.06 Model 19-36
Adjustments 19-2 General Information 19-24
Gear Installation 19-3 I nspection 19-29
Gear Reconditioning 19-3 Oil Seal Replacement
Gear Removal 19-3 .94 Model 19-27
General Information 19-1 1.06 Model 19-32
Sector Shaft Oil Seal Replacement 19-8 Pump Installation 19-27
Service Diagnosis 19-1 Pump Removal 19-27
Specifications 19-58 Reconditioning
Tightening Reference 19-59 .94 Model 19-27
Tool Identification 19-7 1.06 Model 19-32
Power Steering Gear 19-8 Service Diagnosis 19-25
General Information 19-8 Service Procedures 19-26
Service Diagnosis 19-9 Specifications 19-58
Service in Vehicle 19-11 Tightening References 19-59
Sector Shaft Adjustment 19-11 Tool Identification 19-37
Sector Shaft Oil Seal Replacement 19-13 Steering Columns 19-38
Valve Body Recondition 19-13 Standard Steering Column 19-38
Service Out of Vehicle 19-15 Column Inspection 19-44
Tests and Adjustments 19-21 Disassembly 19-41
Gear Reconditioning 19-15 Floor Shift Column 19-50
Gear Installation 19-23 Installation 19-49
Gear Removal 19-15 Reassembly 19-44
Specifications 19-58 Removal 19-41
Tightening Reference 19-59 Steering Column (Tilt Wheel) 19-50
Tool Identification 19-22 Disassembly 19-50
Worm Shaft Oil Seal Replacement 19-14 I nspection 19-54
Power Steering Pumps 19-23 Reassembly 19-55
Flow Control Valve Tightening Reference 19-59
.94 Model 19-31 Tool Identification 19-57

TRANSMISSIONS
MANUAL TRANSMISSION-FOUR SPEED (A-833)
INDEX

Page Page
General Information 21-19 Assembling Transmission 21-31
Service Diagnosis 21-20 Cleaning and Inspection 21-30
Service in Vehicle 21-20 Disassembling Transmission 21-24
Extension Housing Yoke Seal 21-23 Extension Housing Bushing Replacement 21-32
Four Speed Gearshift 21-20 Transmission Installation 21-34
Gearshift Linkage Adjustment 21-21 Transmission Removal 21-24
Speedometer Pinion Gear 21-21 Specifications 21-124
Service Tools 21-130 Tightening Reference 21-128
Service Out of Vehicle 21-24

MANUAL TRANSMISSION-THREE SPEED (A-230)

INDEX

Page Page
General Information 21-1 Service in Vehicle
Service Diagnosis 21-3 Extension Housing Bushing ,21-13

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Page Page
Extension Housing Yoke Seal 21-16 Cleaning and Inspection 21-7
Gearshift Linkage Adjustment 21-16 Disassembling Transmission 21-4
Speedometer Pinion Gear 21-13 Transmission Installation 21-12
Service Tools 21-130 Transmission Removal 21-4
Service Out of Vehicle Specifications 21-124
Assembling Transmission 21-9 Tightening Reference 21-128

MANUAL TRANSMISSION-THREE SPEED (A-250)

INDEX
Page Page
General Information 21-35 Service Out of Vehicle 21-41
Service Diagnosis 21-35 Assembling Transmission 21-44
Service in Vehicle 21-36 Cleaning and Inspection 21-44
Extension Housing Bushing 21-38 Disassembling Transmission 21-41
Extension Housing Yoke Seal 21-39 Transmission Installation 21-46
Gearshift Interlock 21-36 Transmission Removal 21-41
Gearshift Linkage Adjustment 21-36 Specifications 21-124
Speedometer Pinion Gear 21-37 Tightening Reference 21-128
Service Tools 21-130

TORQUEFLITE TRANSMISSIONS
(A-904 and A-727)
INDEX
Page Page
General Information Valve Body and Accumulator Piston Removal ..21-89
Hydraulic Control System 21-50 Valve Body Disassembly (A-904) 21-90
Operating Instructions 21-50 Valve Body Disassembly (A-727 and A-9O4-LA) . .21-91
Valve Body Reassembly (A-904) 21-94
Maintenance and Adjustments Valve Body Reassembly (A-727 and A-9O4-LA) . . .21-95
Band Adjustments 21-84
Gearshift Linkage Adjustments 21-79 Service Out of Vehicle
Hydraulic Control Pressure Adjustments 21-85 Assembly—Sub-Assembly Installation 21-118
Lubrication 21-78 Disassembly—Sub-Assembly Removal 21-100
Throttle Rod Adjustments 21-81 Installation—Transmission, Converter and
Drive Plate 21-122
Service Diagnosis and Tests Pump Oil Seal 21-99
Recondition Sub-Assemblies 21-102
Charts 21-73 Front Clutch—A-904 21-106
Clutch and Servo Air Pressure Tests 21-70 Front Clutch—A-727 21-107
Converter Stall Test 21-69 K¡ckdown Servo and Band 21-117
Fluid Leakage 21-70 Low-Reverse Servo and Band 21-118
Hydraulic Control Pressure Tests 21-68 Oil Pump and Reaction Shaft Support—A-904 .21-102
Oil Pump and Reaction Shaft Support—A-727 .21-104
Service In Vehicle Overrunning Clutch 21-115
Aluminum Thread Repair 21-128 Planetary Gear Train—A-904 21-112
Extension Housing Bushing and Output Shaft Planetary Gear Train—A-727 21-114
Bearing 21-87 Rear Clutch—A-904 21-110
Extension Housing Yoke Seal 21-87 Rear Clutch—A-727 21-111
Governor and Parking Gear 21-88 Removal—Transmission and Converter 21-97
Manual Lever Shaft Seal 21-90 Service Tools 21-131
Neutral Starting and Back-Up Switch 21-86 Specifications 21-125
Parking Lock Components 21-89 Starter Ring Gear 21-98
Speedometer Pinion Gear 21-85 Tightening Reference 21-129
Valve Body and Accumulator Piston Installation.21-97 Torque Converter Flushing 21-99

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ALPHABETICAL INDEX
WHEELS-BEARINGS-TIRES

INDEX
Page Pag¢
Bearings (Front Wheel) 22-6 Inflation of Tires 22-2
Adjustment 22-8 Radial Ply Tires 22-3
Cleaning and Inspection 22-7 Rotation of Tires 22-2
Installation (Without Disc Brakes) 22-7 Repairing Tire Leaks 22-3
Installation (With Disc Brakes) 22-7 Tire Noise Complaints 22-3
Lubrication 22-6 Tire Wear Patterns 22-4
Removal (Without Disc Brakes) 22-6 Tire Tread Wear Indicators 22-3
Removal (With Disc Brakes) 22-6 Wide Tread 70 and 60 Series Tires 22-3
General Information 22-1 Wheels 22-5
Service Procedures 22-1 Styled Wheels 22-5
Specifications 22-8 Tire-Wheel Balance 22-5
Tightening Reference 22-10 Tire and Wheel Runout 22-6
Tires 22-1 Wheel Covers 22-6
Care of Tires—Cleaning 22-1

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