IMDEL T2 AIrcMATIC TRINSüISSI(N

AS FITIED T0 JAOIAR-IIAII'{LER

smlEs rI XJ12 SALmiS

 COI{TENTS

PAG

List of illustrations
sEcTI0{ L

The lrydraulic tcrque converter 4

iharacteristics and specifications
oPeration
sEcTIo.t 2

!,techanical Pcrrer Flor 6

ttbchanlcal po,ver flor (gearset)
thnrst uashers
sEcuc.r 3

ttydraulic Senos 15
rear and front senros
SECTICN 4

llydraulic systen 18
front punp - governor - regulstor I

throttle valrre - valve definltions

spring identificetion
SECTICT.I 5

Adjustments 33
Fluid leve1 checking
Manrral lever adjustnents
inhibitor and reverse lights
band adjusorcnt - plessure testing
kick-dorn switch - vacüm capsules
kick-dovn solenoids - torque settings
dismantling hints - serviie tools
SECIIO.I 6

Driving Procedure 49
driviag proceürre
torving

SGCTIO\I 7

Fault findiry S1
stall speed testing
gear charge speeds
testlng proced.rres
test data sheets.

Page L
 LIST OF ILUJSTRffiIO.IS

PAGE

sEcTIOrt I
Iho trydraulic convrcrter 6

secrrcn z

!,leclunical gear-set 8
ortlrographic vievr of gear-set 9
diagraraatic sectional vieu of gear-train 11
polver flo* - ttrplicatim chart L2
gear-train dia-grosis chart 13
. thnßt nasher e:<ploded vier 14

scTro.t 3

llydraulic seros
Rear servo 16
front senro t7
sEcf,Io.r 4
Hydraulic system
Frmt plllp 19
govetnor sectional vier, 2t
rcgulation systear 22
use of nylon balls 23
kick-<to,m operation 2S
lve block - e:cploded vlew 30
valrrc block - sectlon€d vien 31

SECTIGI S

Adjustnents
Ir&nual lever adjustment 34
selector lever and cable adjustment 35
idribitor and reverse light switch 37
pressure testing 40
kick-dom switch 4L
kick-dovn solenold 42
yacu.st sr+itch 43
senrice tools 48

sEcTro{ 6

49

Page Z
 rID TORQUE COM'BIER

Charac tar{.g t'1cs

thE feaüure of us{ng a §dra{ltc converter i"n conJrmcttou uith a ttrree

epced autonatl-c gearbox proeid€s a lreane of obtaining a snooth app11c-

aülon of €ngfu€ pouer to the dri,vilg rihoels aDd additional engiue

tolqlro n'l tlpl.loations tro 11p 1ct and 2nd gears of the gearto(.

The converter a]'so plovides Iou speed is

f,teoribility lrhgr the geatrbox

ia 3rd gear and &re to the abillty of ulLtip\ying eng'ine torque, i.t
providos good acceleratlon frou vety lo!, mad Epeed r.rithort havir€ t
resort to a dol{lshLft lD the gear.bc. Torque nr]-tlpllcation fron ths
convert€r ls Jlflnite§ var:table betreen the ratLoa of 2t 1 srd 1: 1.
lbe speed range, örri-ng lrhl,ch torgue urJ.tiplJ.catior can be achieveil,
ls alBo var{.a,bLe, dependrag upon tbe aßcelerator posltion.

S reolfioations
The lytlruallc tolque converters used ln conJunctlon vlth tt€ UODEL 65
and 12 tränmisgions atlE 9| tnctree (25O.h) and 1'l 1s5." (279.4@) fi

dianeter. The choice is detEnoined by the tolque eure aharacteristiog

of tbe ogine. ILL Jaguar !c{ rnle1 car€ bave 11 i.ach {279.1$) converters.

Both Eizes are sJ.ngl-e phase, three eloelrt qryre, cotoprdsr ng an iropellor
connected to the elrg:iae crankahaft, a turtlae cornected to tha ilput.
shrfü of the geartox and a stator nounted on a sprag type one-trry
clutoh suppolted oa a ftxed hrb proJ ccting froe tbe geertor case.

Paje 3
0peration
Consldör Draradng
Shorar tlreo reticaLly

lh6 r o'peltor is rotatear ty the engiae and coaverts the eng{ne power into
ry&o*,utic energr. ftuid fr.ors froa the iuperl0r vanes to tho
rtra
turtl.rle vanee aüd rEtume to ttre iupellor throrgh the stator ranes. ?he
ctrnrature of the variqra van6a is so designed that when a 6peed dlff,en-
ential'd'ats between the i-upellor and the tulbine, tbe angJ.e of the
fIüld flow fron the t.rbtne iB ch€nged sr tbe stator vanes la such a
rray tbat the diecbarge of flIurd fmn the Etator aesr.sts in drivlng the
inpcrlor. under such coaditions torqge urltlpllcation occurs and vard.eE
frou 2 : 1 wlren the ürbl,.e ia starled (t.e. uueor the vehicle i.s staü.otr-
aty) to 1 : 1 when the ürbine reach.es a spe€d approd-nate§ 9OX of the
bpe11or. l{b€n tbis differentLal betneen the lmpellor and turblne
apeetl
is aobieved, the flLuid flov angle frou ttre hrbine Ls sucb that the.
etatot ls d:j.ven tn the sane directlon ag the turbine and tbe {hpeLIor.
Under tbeEe clrqr'Büanc€a, the correlter becooes e fluld f,s,,heel or
corpl.J.ag and there ia no torque -,1tlp1icatlon.

Page 4
 .-f'

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Page 5 I
 SECTIO.I 2

IGCI.IANICAL POITER FIS{

 Gear S ct
' ConsLder Draui-ng IIo.

the planetary gear set consists of tlro sun gears, trlo sots of pirdons,
a pj.nion carrier and a ring gear. Helical involute tooth foras are
used. thzoughout. Poi.rer enterg the gear set via the sr:n gears. Ill e] 'l

for&aral gear€, por,'er cntcrs through the foruarci sun gea.r; ln r€verso,
pouer entero through the revetse sun gear. Por.er leaves the gear set

b/ the ring gear. Ihe pinioas are used to transrait por.rer fron the sun
gears to the ring gear. In reverse, a single set of pi-nioirs is used,
trhich causes the :'ing 6;ear to rutate il the opposi Le direction to the
6un gea!. In fotrrard gear6, a double set of pinions is used to ca:rse

tho rj.ng gcar to rotate in the sarne rlirections as the s1.m gear. The
cerrier locatcs the piaions in thoir cornect positions relative to the
tt{o sun gears nnd the ring gear ( clld al.so foros a reaction member for
cerbala conötions ). The varioua Eechanical ratios of the gear set
are obtained by the engagenent of tydraraically operated ruuItl-disc

Page 6
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Page 8
 PO1IER FI,O.'

Consider Drarring Iio.

1sl; Qear (Loclc-Up Selected)

Ihe front clutch is applied, connecting the converter to tire forr,ard

§ln gear. The rear bsxd is applied, hol.di-ng the pinion ca:rier
stationaryi the gear set prorrides the reduction ot 2.9; 1r' The
reverse sun Bear mtetes lree§ in the opposite direction to the for-
vrafd sun gear.

1st Ogar ( Dri-ve Selected)

The front cll-utch is appl-ied, connecting the converter'vo the forr-;ard

sun geer. Tho one-loy clutch is in operation l,reven bi.ng the pi::ion
carrier fron turni:6 opposite to the engine rotationi the gea:set i
I

provides the reduction o! 2.79 . 1. 0n the overrun, the one-r,ey clutch l

is J-n-operative and ttnrs the gearbox freer.heel-s. I

lntl Gear (Lock-llp or Drive Selected)

Again the front clutch is applied, connecting the converter to the

forward sun gear. The front barld is applied holdin; the reverse sun
gear stationxry; the gear set provides tl:e reduction of 'l .\J t 1.

3rd Geer

Again the lront clutch is app)-ied, comccti-ng i:1-,c convertcr to the for-
ußrd sun Cer.:r'. Ihc rr:ar c.l.utch is rr,1:,p1ir:ti, con:rect:inr; t'l:l con.i erter .Lo

th.: revet'sc $tür gel,ri t]rr-r:i both sui-r i,eo.:rs are I oc]:,:d ic;,i't,]'cr ald the
11cnr oet rotirtes as a unit plorridLi:r3 ir rstj.o cl I ; 1.

Page 9
Ileutra-l "n{_lg1k-

The front ::'rd rear elutches e"re ofl' end no polrer is '"lirr-rsn:-i'bted fron
the convertcr to thc gear sei;. The froni; .nd ,ear bancls are a].so

re3-easerl, e>ccept in for constmctionof reasons the tear

Perk rrlre:e
br:nd ls applied as long as the eng:ine ie rururi-ng.

I
i

Page 10
 FRONT RF}R FROMT REAR FREE
CUITCH CLUICH Bil'\D IIIHFF

A B c D E
D(f irstgeor) a o
I (firstgeor) O o
2&D(sec.gr:) o o
D(thirdseor) O o
R (rev.geor) O o
;I l*o
 I

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Page 13
 §R'N

Carri er

Gear Traln &rdfloat 0.21 - I.Oi m (o.oo8-O.04or )

AdJwted by Selective Planetaly Carrie r Uaeber
1.55 - 1.6om 0.061 - 0.06ri )
1.70 - 1.75m 0.067- 0.069r )
1.88 - 1.93^. O.O7l+ - o.o?6n )
12.06 - 2.11m 0.081 - o.o83r )
2,34 - 2,)9wo o.o92 - 0.0%.n )
2.67 - 2.7M 0.105 - o.r07")
* Usually the first selected
N.B. fhero is no fhrust tlasher between Output Shaft
,g and Adaptor Platc
9'
0a
(D
 i

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 I

SECTICT,I 3

HYIDRAULIC SERYOS
 SERVOS

0onslder Draring
Shorm la a r616as€d c ondltion

fo Applv Band
tlne presgura enters through port into area lp onto the top orf the servo
piston. TThe 1ir6 prossulg ovorcomo§ the opri-ng pressuro cauaiag the plston
to novd dorü ühe bore cffecting a clockuise novenent on tho operating 1ever.
fh9 .{ever rrill rotate arornd plvot 6, oausilS t}ro baad to grip the rse:! drin.

To iglease Bgnd
Line pressure ia exhauated, tYre spring 5 ui11 cause the piston to rotract jl
the s6rvo bore thus ralaasi-ng the clockw:lse turning effect on the operatfutg
lever and hence releastng the band.
ldJ uatoent 1g achlsved by morrhg baad anchorage.

rRONT SEBVO

Cquidcr Drawi-ng No.

Shoran l,n a elightly appllcd co nditLüt 'l
?o Apnlv Band
.l
Llne pressure in ar6s 5 (app§) mov6a servo pistcn 3 lnto bore of s ervo
corrnpressing epring causing cperatlag lover to ürrrl snti.-elockwlse aromd
pivot 7. This movenont cauaea the bend to grip @to the flont' ilnD.
!g-!cloaeE-Ee!4
Lirre preseure enters area 6 (release) to c ornteract prossure il area 5 (apply ).
AE the releaee area 1e far greator than the apply a!64 the servo pistor nust
returrr to a rest poaiticn rrith the band released.
ldJ u6tn6nt i.s achieved by turning the a{ustjag scra$ to increase and decreas€
'band to dlrm'cloamaco.
9elf a{ustnent is achieved by the use of the spring or the scr6u. !,lhen excosE
clearance ia apparent, thc spriag, vhleh ia ti.ght on the screv, travele doln
the ranrp in the a(i oinlng plate. fhie movement ri11 rotate the screv to compen-
eato for excegs claorance, uaual§ oaused by wear. The gcrev ie a left hand
thread (16 T.P.I. ).

'i
Page 15
 flSAR SERVo Ä,SsElALr

r) flaar Baad
2) Stnrt
)) Pi-Btcn
1) :lppl.ying tulea
5) Ealeasing Spring
6) Plvot

d
v
i\\

,
t

^+-
 rRoM SESVO .0SsEߧ
1 Froü Band
2 Stnrt
3 Elgüo
1 A(1'ustlag Screr
5 Snql L lrea ( appfy )
6 Large Area ( release )
7 Operatiag Ipver Plvot

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 sEcTIo.l 4

}IYDRAI'LIC SYSIB{
The tydrarJ:ic syetem contains a front p:rnp of internaL,/external gear
pattenr, picking up fluid from the oil pan through a strainer. The

controL systens uti1izes three basic types of vaLves: regr:lating

valves, Elnrttle va1ves anil a nianral_ va-l-ve. these valves regulato fluid
pressuire and dj.rect i.t to appropriate trsrsniesi.on conponents. Autoatic
contrtc]' is
provided by a centrif\rgaly rydralr]"ic govemcr operaterl o.r
the tra.risnission output shafb. thJ.s govemor .,lor*s in conJrmction wlth
the va)-ve bodtes assemb§.

fbe Front Rqp

The'f,roqxt purrp, dz{.ven b;i the converber inpeIlor, is jll operation r*rm
ever the englae is ]rrllrring. ?bis pnp, thr.ough the regulating valves,
suppli€s tne rydrarjlic r€quireüoente of the tranern{ ssion.

(N.8. 0n the iransEission used at preoont a rear prlnp is not fitted.

Excess fLos fron the regu3-attag va-lve is fed back to tlre p,uSr
j-ata.lce ) .
Tbe preo sure from the lBIt,ßFg REOIILATIIIC V.AJ,1rE lE hror,n as IJ§E pRF,gSUnE.

fhis ls the m".ln pressure antl Is the pressure which applies the bandg

Page l8
ttflt Poe
l. h.vqe s Cover.ter
IapeIIor
2. Crescai,
). Drivelr Cear
 The ooverrtor

: ?he gov€rrof, revolrlng with the ortp:t shaft ls ba,eical-ly a presfirre

reguJ.ati.rrg valve whictr re&rces LINE PRSSSUEE tb a, value that varies
ritb dutput shaft epeed. (i-.e. vehicl.e sp€ed).' This variabl-e preesulB,
kno n as GOlrERNOn PBASSUre is uti}j.sed ln the cont:oL system to effect

upshLfts and dosrshifüe rria the shifb val-vee. ßotation of the governor
' at 1.rv speed causes the govelnor nei€ht and valve to proürce e ceotr:L-
fugaL force.

'Ihis output force ls opposed by and equa-1 and opposite rydre,].i c force
produced, §r govemor pressrure acting upon the snal-J. aree of the gwemor
. r's-lve. Becanse the governor valve 1e a regulatirg va-l-ve and wllJ. aüteopt
to renain iil equl-]ibriüo, governor pressure wiJ-l rise i-a accordance wlth
the iacrea,ge ln centri.f,ugal force eaused t61 rotational speed.

' As Bpeed increases tbe govemor weight Eoves outuard.d oentnifugal§ to

a stop i-yl tlre goveraor boqy, lrlren it ean nore rro furbher. When thls
oocllrs, a spritg looated between the rrcigbt ar:d the governor va1ve,
becooes effective. The constant forcs of this spring then conti:oueE
wlth the centrif\rgaJ" force of, tbe govemor valve, the total then beiag
opPosed bJr govemor pneasura, thra rendering this pressure l-ess serrsiti\re
to output shaft variations.

lherefore the cOVERilOR provides tr.o distllct phasos of COVEB,NOR ?RESSIßE

the.glq! being used for accurato controL of the l"ow epeed shift poi:rta,

Page 2O
'
 I,ine Pressuru to
!lanus-]- Valve
Thmttle Prss sure
fron Ihrottle Yalve
?hrottle Pressrre to
Shifl Vdve Plrgs
To Convertor at Iou

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 IX'E OF NIIDil BATUI
Fig. r Fig. r
Elul-d Prsssure fro rAr niLI not travsl
to rBl
Eluid Pressure fron rBl r11l traveL to rlr

It. II
flu1d fro l0r ui1l travaL to
lßl closirg I Dl
Hluid fron rDl uiII travel to
rtrr elosirg I cr
N.B. Eluid Pressure does not traveL
fro[ rßl

l/s/4^{ ir*r, sd".a /,TZ

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lr.
As lt8 thmttle valve Ls i,adi1rifu&Uy opo.ateal by the
nan6 suBgEEtB th€

drlvers thr'otüIen pedal-; thragh a cable fron the carburettnr to tbe

rr

do mshLft can and valve assomb§ and finaL\y rria a apri.ng to the face

of the tlrrotüIe valne.

Aa nith the govemor,LEE PRESSffiE ie fed to tbe throttLe valve direct\r

fnon the pr{.aary roguJ.ati-ng valve. Regulatioa is achieved bJr nov@ent
of t,he throttle pedal rla the dorestd.ft cab1e.
Vhea the thr.ottlcs ete closed the ühmttle valve ie lrr itE reet posltlon
hence tbe r:eguLated pressre rÄtl- be Ei.aj.na1. When the throtu.ee are
opened the throttle vaLve Dovea to canse the regu1ated pressure to
r{.se.

(a) shlft vatves

fUe snaly'eprlag ends of the
(b) Pd&aly regulator valve (Sprig enit)
(o) uoartator

Page 24
 ßICXDC[,ril OPE!4IION
1. Eickdorn Solenoid
2. Dor.nshift Yalve (Kickdor.m)
3. throttle Valve
,(. SollenoJ.d Exhanst
5. SolenoLd Plroger
6. Soletroid Bet l
?. Vacur:n Capsule Roct

8. Line Pressure Feed

9. fhmttle t'io&:Lator Pr€ssur€
10. Tbrottle Pressure
11 . Line PtEasu.re Feed used orily itr§l
1 of 2 is seLected
12. To Shift Valves

'o
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o
N
llarual Valve: Tba nal.n 1J.ae pnesanrc öractLng valvo - operatad

tg B..E levcr Ln car. Dlrccta line Dr€larrc to 4.11 !d-B coup@ots.

P rLnarl Regulator Valvc r The aaLa re1lef vaLna for the rydraülc
syEt€D - oontrols thc pncasurc fro the front pllp, that ts L'IIE

IB8§§rnts.

S ccmdary RcBuLator Valva: Posltioned neorü to th€ pd.oaqf regulator

valve - contmla th€ 1orr preoanrs for tbe cowcrt€r and lrrbr:Loatl,on
rsqtrl,t@nt3.

Oowrlor Valve: 8türatcd in goverro! bo{y on ortpt abafb. BegrtS.atea

IlD. pacosulr La accorüance rith loid tpec.il to glve @IEBIICß P8ElSlUnB.

Ildr preasure iB lnttlr]ly directed to the alüft y8-hrüs to !@ gear

changca. It la a16o fsd to the noÖrlator and lcro or{flce coatro:L

l

valvoa.

Throt{.Le Valve: Oporatad Lu.ldLrectJsr W th6 aoccl.€rator pcda.l' -

provt{ba a !3gulatlng pte6surs kaore aa fmoml"8 !ßESSIIE - Ia
opl-rycat to pcztro:o tuo barlc I\rnctd.ons:
( f ) fo ral,se lLne pßlsuro.
(U) Oppocc govlrnor praloune at ablfü valvea to le-ti.uo chargse.

Uoübtor El::.r Moürlet66 thtottlc pt!.BsurB and pr{-nad.§ fecrta

thlt prcaürn to th€ Dsr-opr'lng end of tbc pr{-oary rcguJ'ator volvo
iq ormaa thlottb p$rrsurc belrg fcd to the tpr{rlg end of the
pr{-uary ragu1ator ya-1va. IH,e prnr{.«laa btgh llno prirsaurc rurdcr atdll
or part rt .lL condttlom. Olvce rout barklt iI all otbar condittoE.

Page 26
I*-:q:. A goveraor op€rat€d 'tlmLngit valne.
 stD0{.rE oü ,RESSUES

.y!t-. It le ueod for the applLoatloa of Banilr od Clutcba. It lt

ü.o stad rdül ttr otbr prcranrea aro mt H.gb oot{b.
t
oo}tem mEl$n,! A vrri,ü:to Prtotur€ rlotorüncd by pd

rprcd. It 1r fcd prd.rrrL§ to ü, fr{p odr of th. .E.ft relvoc.

?Il0fm !ßESSUT A trlrlabL &tcntud § tnrottJ.e

pr!6ranr6
pcdal poaltton. this prt ranra is f.d to rrfvlptlrS odr of tb oH.fb
ralvcr to opDorc gotrarür! praaanra.

l
Page 78
I

^"V%/br.x,q{rr"y h\
/??*" Y7"r/m *tt'-rq 05
," c-C b l'5
E^-?2 Z-). ---/@*vu'yt<.+t7! /§
fT*t "-f-rt""r"q,S tY/ tl
tl (,-C )l /s
Lr? l -z fryavryf4/5 ,5
W
ru'"l
_55

^*/,5 79
,/aff/V<+w( H hs
rq {'9
-1..de?4) h-fO ' 77-'a 2racs<t'tu1/ h I
,ry-?fl ffy c^2r',-..,.>-a7l tS
ffn/1 rulh/ 0?
/Y*'"u/&A iT rnp'5 th
f.y,4,o/4f"U fy6/ s+
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 MOIEL 12 (Creen Plate - - O2'l )

FruE IENOIH DI}I,IEIE.B NO. OF COIß cotoL'B

:_*""- 1"**,:1-' ]YAti--:-

lrur"r *
i:yy.
-., - 111.€oo (4o.tu'$', )
'
.75err (19.0@)
.636t'(16.00 @)
11

I
Pttrin
Plairl
s econdary Regulator Valve * I 1 .ort (2?.oom) .2)1n 1 5.95tu) 1i Orange

Dowrshlfb Valve 0.80" (20.3tu) .180n ( 4.7tu) 18

än"""ortiro-ari"to, 1.lr5t'(37.Otu J.,r1a (,11.4tu) 1l+ Pl"aih

- - '' -*------ -1
Ihrottle Mo.+!t.l ator 1.3Or (33.00@) .lYft .Jtw)
(11 11 Red

Senro Regulator ;
r-.ä;;7u.t,wl .458" (11.rm) 13 P1&ix

Servo Regulator TLuer I

g:6?), (.16.1@) .22rt { 10

Cut Back (no sprhg) _5.5tu)

' .:-. " _-"._
-asr'r*vaIte , . ]
't.5ttt (9.69@,) .6att (1 5.8iein) I Pt{iit
-l 2 - 3 Shift Va1ve Outer I
1.Sr' (47.C'Om) .436tt (11.oom) 12 Plai-rt

Inner 0.92r (2).1fu) .186il( L.7tu) 1) Pl€ril

0riflce Cmtm]. o.6t' (16.rlm) .180u ( 1.7tu) 1lr P,rr?1o

u;s".r;"e,,r"t*- 1.45u (37.oom!) .378' ( 9.52@) 1l+ Plrrin

( L- Iellow
i8 --,:-
Ball fafge Spr{re s.§1t (16.51m) .228" 5.95w)
gtai:r
Oovemor o.Sr' (21 .590m) .436tt (11 .0Om)

r Springe on these valves are rcr:nd cloclcrd.se ühil-st aIl- other sPrtngs are r,purd antl-clockr'dse.

'o
§
0a
o
(,.
SECTIOi.I 5

AD.rU$I.ß[TS
 ?&TNilI§ISIOil TLUID - LEI'EL CIIECKNüO

l11 lraneniesionsfitied to Jasuar Cara

In ordcr to achleve standardieation in the fluid leve1 checkfug procaöre on

the above automatic transrlaeiona the follorring I Check and tQptng upr aequenca
has been evolved.
111 prcvlora instnrctions reJ.ati,ng to the flultl 1ev61 check are thue eupereeded
by th. lngtnrctions beIos.
Before ctrecking the fluid 1eveI, the car Bhort1d b6 on lov€I ground and tha
enginc and traneßiasion shorrld be at norrnal operatlng t€mperaturo, as trdicated
by thc rater tenperature gauge.

1. Firu.ly epply foot and handbrake and nrn €ngine et a maxirnm epeed d
750 r.p.n. for 2 to 3 rainutes. Pass selector lever through c opletc
range of positLons to enEure transolssLon systeu is ful_ly prim€d.
2. Select rPr (Park) and raehock that handbrako le flm.ly applled.
). Leave engine running at idl.e Ep6ed.
1. lleaove dipstick and c16an bl.ade with a li.nt-free cloth.
5, R.place dipstlck, ensuring that tt is puched fu1§ hore into the tube
and rithdres lt again iroodiatoly.

6, ote 1eve1 of oLI on face of dipatick blade narked tIIOTr.

7. If necesoary, add surficlent fluld to bri-ng the l-ev€l betveen narka sr
thc hot Eirle of, tlre dlpotlok.
8. tfLor tqping up, if required, ropeat operatlona 1 to 6.
lUEs ünE rosr BB TAKE{ Nor ro ovEff'rlL Page 32
 UAITUAI IEI'ER IDJI§II{ENT

Accurate adjustnent of the Manra.]. Lever A:senb\y ie esEentia,l dren a

car fitted vith an lutomatLo Transnigsion ls to be run at argr tlrne r,'ith
Neutral selected.

Conaider Drawing l{o .

l'lodel 12 selector shour.

It can be seerr that rdth a tight cable, caused by a rldn[l or I general

Etlfftreset line preearre to the Bancts std Clutches is deereaseil vla the
sua.1l orif,ioe ( ) appaz,ent. In tbis clrcumatance slip antt preuature

near uouLd be noted.

It carr oe en]riBaged that nanra-1 lever na1-adjustment can cause drivhg

at the transraisaion r,rben neutral ig selected.

l. pmcedrre for actua]. adiustment is aE foLl,or€: -

doneLder Drardng No.

1) with the trin removed froa bhe gear selector area, release ).ock-
ruts on th€ outer cable at abutnent bracl<et.
z) So1eot Reverso wr eel-ector Leve! @ tbe eide of transnissioa cas€.

» Select rRl on gelector lever on centr€ cousole

4) Roughly adjust lock-nuts untLl r jrnlted fre€-p3.ry ie noted.
,) Finallv tighter loclc-nuts dtguting that the Be].ector lever free-
pIry, irherent il oablea, 18 central relatLve to the rRr positioü.
gate.

Page 53
 v
.\----.- J.-,.,.

--
 t) rgtrgm EAcB!
e) rrnu crrra
r) gsrscron r.EvEß srvol
q) BPnrile InaDED
t) srrts
5) lrIJ Jotm r txvtn
r) crsu prroa
8) locntrfit

ll
lr

rc
§
0a
o
(^
 ItrIIISITOB & NETEN.S IJGI{T SWITCES

See Dran!.ng No.

Tbc above ssitcher are uounted on the selector J.evur arsobly.

?he osntre panel La tho centre conaolc haß to be roovetl to galn aoccls
. for adJuataant. fhe adJuetaent givdr ir nr{ nJrnal.

fhe ni,cm-srrltch used fo! {nh{bitrrg Btartlng La drive pocitione ls

givea lte adjuet{ag prorlaloa by a large oounttng hole. When tbg
!cro!.! aro loo6c tbc rtdtch is then Ln a poaition to be ooved backmrds
and foruards. A tcat l.anp or ohoetrr sh.'u1d b€ uaed rtren an adJuetnent

la car.rlcd out.

the pllunger type ardtch r.rhtch ta used for the ravcrae lighte ia
adjuatable. lhe gnltob 16 Bcrer€d tato the seJ'ector lever aosemb§
and la posltioed nlth tH.ns.

If thc arrltch is ia too far the reverge lightg yi].1 be couatant§

gcre$sd

tlluul.aated. Converae§, if the arrltch is Dot sorou€d fui far enough

theü th. Dovcrse }Lght rÄlt not mr* al n'l'l .

Page 36
 E
f,'"E
HE'
H fiE
dHä:
dHE H
HYTEts

I
äH":
Page 37
 t'

if, n t/ C ,--rLV:- f,qrhryorf

rh V*A' r1 VzV'W' 4 "'Yl?K
ff/v:.-r /ry*/ t*4/ I
 BAI,ID AD.,USTMMII

lront Band
The front band is self adj usti.ng, hovevo!, it ia realisod that a{usttomt uiLl
be neceosary froa tlme to tlo€.
Aäiustnent Ls as follons:
1. fhc gear$co< should b6 drained and the sufip re6oved. Access has nov been
ga5aed.

2, Using a O,z5}tt (6,)5E.) spacer bot're€! servo rod and opa rating lever
adjuit screv to'10 Ibs i4 (o,115 Yq/o,).
il.B. 1 Gtl J( can be used but Ls ao lrrng6r avallablc.
l[.8. 2 No Servj.ce tool is available to check torguo of a{iusting scres.
{SL Spaaner and eprilg balance wil} suffice.
), Refit sury and o11.
Rcar Band

loceas is a probl€n for this adjustoet. Th6 rear €ngj.n€ nounLing mrst be
lowered sufficiently to a1lou the tno specia). tools to be used.

1. flalea,se adjustiag ecr6u loclcrut, uoJ.ng 18O 'lO1 /1 ,

2. üsing 18O 701/2 addvst cotre screu to ? 1b tt (o.)7 Ket/n).

3. Baäk off 1 * turne.

1. Re-tlghten loclomt.
VEtr II.{PoRIANr

for the Rear Band 1g 10 lb ft (l .18 Wil.

T6rque Hoyever rür6n uging
l& n1/2 because of tlra llcraaaed length, 7 fb ft (A.SZ Wn) is tho corr€ct
ftgure.

Page 38
 /,aL/ lt
k/ r.-, Ll;r" uh*J
 PAESSUXE TEEEINq

1. Fit pressure tost oquipnent

N.B. An independant tachoneter rmrst be us€d lf oqulp@nt des not
i.nclude 18C - 677 ZC,
2. Fit vacuun gaugc.

7. Ensure engine and trananission ie at norma] operating temperature

4, Chock ntreele, apply brakes

,. Sa1.ect rDt and bring engine speed up to 1200 revs/min.

Readinge mrrE- be as follovs:-
Vacuun r ! - 10 ln (Zl - ZS cn) }Ig.
Presaure = 75 +n p.E.i. (5,n + L4g, KE/c'i? )
-5 -l
- o.35
!f Vacurn readi.ng is lou at th6 vacuun capoule th6n rechock readiag at manifold
tapplng. If roailing is still 1ou then engtne tuno le the prüae auspect.
&EüeI!- The EIgry rriIl never be corrtct untlL the Vacuurn rcadlng is
coEoct.
If tha lggg3g requires adjustaent, dieconnect racuun pipe on vacuun capsule
using e short,/snal). ocrerrdrivBr tura a(lustlng screrr ag folloug:
Q_lockrlse to iacrease reeding
.- gl-i^-:mt*. to d6creare räaatug
lggU"rf coqlete ürrnra ls equal to approximate§ 10 p.s.i. (O.l XA/ca.2 )

Page 39
 )

.E
t, PNSSSURE TESMNG MODEI 12
xl
(!
o
:/

l
 e
o \
,/,
-r- @

.!.
:-=---==

ECKMWN SOLE{OID

,nl=
Direction of Rotaüion and flonoval
II0TE:- Afber rotaticnn, rithdraw froo B ody
Feed Wire (Btue)

)
,G. ./,
-.'-...-.-././
Ccctn€ctor ria lransrission Casc

ct
oa //
o
a\)

- I
 ( ll'"/'o't ü\ft?/wb't
7 l, ('h'a',.4 /rrß-rt*,
-// 7/U ) Lt t(
ü/,
c/rytn

/3u' ,*rot Ü'»' 9"6'41' '/'^ ü,te" »'/*e/n

3 2,th.rrA,?,r.rä.A t 6*4
. f?,,.,/^ .2r-1-<r /r-"Ä
,*
lf
-t
,i
ö
n
<,tlo
CJO+,
dd
E
5
*d
lbo
(J r{C!.
d .r>.r{ O
> dc4 +)o.
tr
lD- !t
o.o 6
ö- d

FC!(Y\

(a
t\'r
((J

Page {3
TOf,QUE WRENCH S['I-t tNrJn

ITEM DESCRUTION lbf.fr. ld./m.

TRANSMIS§ION
Mounting platc ro brxiy l/4 in. UNF bolt 67 0,t3- 0,96
S€lcclor lever rclurfl rpnng No.l0 UNF locknut 4 4.5 0.56..0.61
Rcversc swrlch 5/8 in. rpccial l4-.18 I 94--2,48
Adlusring ball cnd to gcarbox lever l/4 in t NF nut 6-7 0,83-.096
Crblc to adjustable ball rnd (collct) 7/ l6 lu UNF nut l1-13 I J3- r,7e
lnhlbitor switch l/4 ln. UNF nut 3.5 -4.5 0,,19-o,62
Crblc lbutment brackct t{) !eltjctor gata l/4 in. UNF nut 6.7 0,83..096
Crblc to brackct
Brackcl lo trensrnistion
5/16 in. lJNl'bolt l4-lt t,94-2Jlr
3/8 hr. UNF nut 22 -26 305 - 3,5e
Cable to abutrflcnt bracket
Front ald rear propcllcr shafl assy.
5/8 in. UNF nut
3/E in IJNF nut
l4-.18
27 -32
r ,9a-2
3:14^a,42
rr
Rubb.r nrrt. roprtip. shafl flrrrgc 5/16 in. UNF nut r4-l8 l 94 -2,4E
R ul)bcr mtB. tu mountrng bratket l/4 in. IJNF bolt 6-7 0,83-.086
Mounting brackct to body bracket l/4 in. t NF nut 6-7 0.8r-096
Carrrer phte to ba5r phtc l/4 in. UNF nut 6.7 0,E3-086
Mrrunting to body brackcts 5i l6 ln. UNF nut t4- l8 1,94-2,4t
Br!€ platc to body 5/16 in. UNF bolt l4-tg r94-2,{8

A UTOMATIC TRANSMI§SION
Punlp to tcsr caia boll t7 235-t,U
Frorl irrvo lo gce, c!!a -22
boll 30- 35 4.15-4,84
Rcsr !ßrvo to grar cesc bolt .o-50 5,53-6gl
Ccntrc support to lcar crsr bolt m-2s 2,15-3,4
Valvc body to ßcar casc l/4 in. bolt 5-8 0.69-r.l r
Valvr body ro gcrr ca!! 5/ I6 in. bolt l? -20 2,35-2J6
F.rtension housinS lo ßeat casc bolt 2E-33 3ß7 -4,56
Otl pün l(r g?3r cüc bolt t0-t3 1.38- 130
Prcsrurc r hcck point
Frllrr trrbe
PluS t3-l7 | ,80- 2.3 5

Rcar banJ adjusting screw

nut 20-25 2:l*3,16
locknut 1044 5J3-60E
Gerr casc lo bell lrousrnc bolt 58-65 t,02-E,98
Mrr,ual lcver atlachmcni nut 35-rt0 4,t4- 5,5 3
Fronl pump covcr a aclL'ncnt
Cr:vcrnor tn5pcrtion coyer ttt!chfncnl
!cralv 2-l 0,2t-0,42
scrcw 5-6 0.69.-0,83
Coternor valvc body to c()unterwcitht bolt 4-5 0,55-0,69
Gov?toor valve bodv cover tctcv 2-2,s 0,28-0,J5
Valvr brdy and *rainer lcrcw 2-2.5 0,2t-0.35
Vacuum control unit
I(e.r rcel covo to crtenrion hourinl
t 3-.17 rro-2J5
bolt 30-35 4,t5-.1ß1

Page 44
\
l. Ensuns rorttop to be uc.d is Glcdl and of arlttotent area to corble
edeqratc Bp.cfug wt of cryrntr.
2. lqr raga to be nrod d|ür1d bc pmcrrrbly of r 4r1cr type raterful
bcr prelentfla; to a d.aln ry fldl Drrüfo.fr fra octdartlng
.lrc,b oqoa"ütt ., tb t,ltr. üIo*.

,. lhe corect tool6 lcccr.ary for dlrmtltng and adturtlag the trann-
d.ülan etpuld tr rt band äf.to df' !.Idlrrt ac..l. md g.rh.t6 la dotng
ro a d,nilrl ant of ti.D ralU ba -rtod, dGr I rbre turanQr
1r lrrrtlvrsd - a .trndard tdr elJoroc 1. glru for e.6h oDar.tton tU
tha frctory, th.rüo$a c{ttoüng l, .tlrrtt al.
4. tlhlr revtag tb prfrary and acodrry velrrr - Cfüfy nryot tbo
oo$!r .! th. rpttl foroc 1g qrr.ta stll.braüb.
5, Btrrch alL solEt.Ü üd boltt t rto le.ret F.L., to facllltrtr tuy
recognitlon.
6. If the trtraLssldr end cleanrancc is checkcd 6ur{rrg dü.ratU.og and tlr
c1cararce ll.li,t4s alc aecqrütblo - üH.s irdicat ü linrgü nrbr r.ar is
not t8c8881.v6, but oh€ok for U.ar od onrtrrtlag rrry'l,qif.
1. Gtnera.l.§ check rrl slall for harilariag, cracking, qrt! or
{.i.9€ acrolr th. outnrbber
r dlactrr of tna r{ng.
8. Chcck conditionn of all. corponartr, e.g. hav. ttry been albrsot d to
.rc.err.vG hcat.? al,datt, lry üroolouratton, obcl« for erccad.rt Eat,
.cor'lrg qnd thc !lL.
i. Öheck eenro adJuttrcnt pr-l,or to diaoanLling, tf Eost, ot Lha adjurt ont,
hao heen used up, thle *ould nccct rlüetc band rrtplacelent.
1o. Check rrtstb§ for rooring of t eth, chtpptn6 of teeth and condltlon of
thnlst rac€s at tht qrdg of tüc goarc.
11. Change aII plston r.l,ngs nhan ovcrüanllng and clean oagnet attached to
thc valve block.
12 Valve Bor& Covcrnor
Thooe assarqbllss nrc noL oftr:n dornaged, exccpt by echanlcE in the fleld,
rhrrinl; rllrrmrur l.I lnrt nnd aescrnb\y check ('or burra, or atripped ttu:oadg -
vhGrF v^tveo 1116 lt.lclv tn oparattdr ua6 r.,D rn cury cloth- coatod ln trans-
aloalrrn fluld/oLl to clenn ond frec off va1v6a.
!g-Lg r Cont rrll val'wc rlüh fluld bGforc lnccrtüg urrlt salro ,bloek.

Page 45
 !g!g: Do not force vall"vea into thoir locattons - aB the fotuation of hrrs on
the alurinirn carürg viIl resuLt - gent§ oanlpllate lnlo place.
lo chack each valve for freedm of operation, lnaerL into vaJ.ve blor:k
rith ouL lts corraopondiDg oprlry - block off open end of the block and
gent}y Ehd(e. tbc valve should eall§ tranavtrao along ita bore.
Check valve lprt n86 - ars th. cotrcct .prlngr flttcd? ane tlrsJr brokr'.o
or ütt ttad?
l{lren rcfittlag tlr valve on a l{odoil 12 th aecurir€ pina can bo retained
prior to vE1vr block .lstübtt tn tb. bos tf amlylng a thia fllo of grease.
&!g: Nylm ba'tle : th.to ale tD rüpllcaentr so €nsure they are not L1B-p1eced.
Ensrtre that aLl the reLätant scleus baw been stertod Il their femaLs threads
bef,rre torqul,n6 do.ar and röere poaslblo ti,ght€n ftu the centr€ qtrteardl.
franad.g cio[r CaBe

.. Check for cracka - nhlch rrould be a poaelb1e cause for fluJ.d leekagc.
C].u+.ch Elatog
Check rear outer eüeel pLatca for cu - note place on a flat nrrface to check
fhtnoaa and cone. Cqrä ehorld be
- .O1O .(PO (O.2rc - O.5rm).

!g!e: Coning of platca .hould LLI faoe ln the eaDe dlnectlon.

Hhere the {;r!oves arl no longer viEible on the frictlon platee replace as a
cöDplete cet a.Iso dr§' uarTed pllatea, üuaf.ry discoloured by lntenso heat.
Itainshaft
note: Insp€ct eIf f,Luld t ass6g€8 for obstnrctton or leakage, the use of r.-n
alr line is necesaaty.

lrAftr'rlr{G:
not be cl'eansed either internallv or extem,uv
H#"ri:H:;l3tirils1d
Conv"rts[ ,

l.Iherr r:ontaminntion of tha box is prsvalgnt usua],ly rrlso errident by discolorratiorr

oll' r.r'1:, t,rAraEiasion fluld, ch,]n8e tho convotte!,,rhem overhoulirvJ.
Uae ol' vaoelLne

For rr.rr *hon fllt,i-n1; Lhrust urrohofs and thmo L race$, as iL nssisüa i-n eecurinrg
ihenr i.n pI.rt,;c. Do not ucc graase aß lt does noL easl\y diaoJ.vo in the trans-
6l.6lon fluld.
gglrrtirj.ngL4 Fluld
'fo c.rrroct :rtnctfic.rLion 1.e., orly typc aufftx lAl eluld tert for oer€ency usc,
Dclnrn t,ran:rrniaslon fluid cen be used lf the aboye is not available.

Page 46
 iltEgsrntr gru! &gg !9! oTEm^uIxxG EBc'tlailll §E§Ig§
§ guSP Is J!§UE @
B
cBu 1 mEsslrnB TEIS 4urn{ilt
2
cBll 1B mEssunE TEt! lDrStOB (EIRLI IODE| 5t 6ür)
cBrr,, EDJtArt (lrmE
CBT rT N)Avl( P F(,t.t t)FrÜw
ctß n xEln cll,lca 6?E.ilo coDrPREs§On

cm 41r ,, c 6, RErn CUnCH Plglcil nPIlCE

loDrrr,
ct0 41 loDE§I & 12 nlln cLuroH PIaßn RIPtrctR
cBs /a tü33 ,, & 6' ln ril ourltu Pulr(x Elrcü
clD 12 IODTIII 8 & 12 IROIT CLÜICH PIIII(X A@T.AOER
cx! 45 tEtt nilP Drsclu.ncB nBE RD'tOvlß (toDE s alLr)
cw wl fi lDlSIcr uRE0Ct
cBU 2l lolPlon nun BAIID
WL 'o
cw '4?l I L PLm r.ürroB (I,oDE§ ?5 & 65)
cBY 548 ronrrE scnnaulrrm
cBu ,48 I iDr?Ioi
CHJ 64 DolrgllEt C,IEI,E BEOTTEß (mDE 6' illJr)
7# OIMIJP PIIEIII
U2 rrcf,cllfn
1ü} ?Ov1& re ?0v2 E4n alID llulEf,mo !0otr1

§EElr9gteälguxg&g§gE
- c8r ,1 at'lctrllc rMxsl,llsslcl tooL lu! (octrüs tGr @ mr rrvr)
cn, ,tE BFE cnrm,l WaA, t5
crß 7, mll GRIDI.E IODEA 8 &, U2
CBY 60 EE CNTDE tI['8.6'
CW 16 OIL SllL
RDOTB
cBU ,0 Ilf,rnnln sLtIUrE nD,G (lO& ,, !E 2.8 l,Irlt)
'
t48-2r
c8u '4?^ Ar!rcBfiolt sm
cU YtL, l[tlW.rf,Il Sn0O
61
cBI !üI/nGlß 9!ß1to rtr, & uful[[ rDlFtuü
?6trJ ctnüDPlr.IEtottmg

Page 47
 üE\]UIErC_tsr§L{äErS[
mgIß-&Le- ;ä;*@
t4oDEüt 6r, 12, )5, 8

g,,2
€ ä%q
{,
cB, 1C
ör.'Ü
./.'
cn 517L-fr
TE}.'SION I,ISENCH
cB,i 5L7A-50 - 2A
.A'IPTON FOR EBAKE BA}IDS
ISE9SIT/,' 1EST EQIEII,E}M
tf,üü' 65, 12, ?5, I I,IoDEIS 6r, 12r )5r MODEIS 65, 12, )5, g

u7
q'Y -==<^{"}
§üt 547|.fr - 4 5lrß cEI 518
TNESSI'nts POII{T PII'O $TPIIB ßßqUE SON$IDRIVM TOEQIJE SCNEI,IIßWSB BI?
UaDBIS 65, )5 MoDEI§ 6r, 12, )5t M0DEIS 65, 12, )5, I

Jx @
L/
1* 701/1 ar,|d, /2 cBtr 4Ä cBr taa,
B.ITD .AD.II'SII{G
SP.ENNERS RE'B CIUTCH PIS1ON BEPI,ACEB T'BOI.TT CLUTCH PISTO}I nEPLAßR
M( ',§ 12, )5, I vßwIß 6r, Jj uoml§ 65, ,5

((_))

srG 411
E7 @to p\
""--d
NEÄR CIITTCH PISTOIiI MPI.ACEB FRONT CLUTCH PISTON REPLACER DOI,'I6HIX'T CAB1E NEMOVM
t{oDEIs 12, I !'IoDEIS 12, I I,1oDEL 65

n :_ _r
,'-1f-'. =+=+
ci,t; nt
t'l '
\ir--'
BäIR CIUTC}I SIRING
)

ruPT,A@R
qm
@4§
37
IEESS Fon Cil ylA,
e:=,'
?O66 and 7066 H and J
PLIM,S AIID EOD{TS

}oDEI§ 65, 12, 35, I l,toDBIs 6r, 12, 35, I il.DEIS 65, 12, )5, 8
Page 48
 l

sEcTro.r 6

DRWING PROCEIN'RE
I

mrtorG-IE9§c_l§§.

P
R
N

D
2
1

lhe quadrant on the XJ12 and Daj.nler Double Si:( is as above.

To roove the gear selector lever from P to R or N the lever must be pressed to
the r:i-ght against the sprirrg blas. The lever noves free§ betrrcen I'l to D and
Ztß1.
O peratj-on is as follolrs: -
P - Park position - parki.ng pa!,1 enga€eE vi'ith rin€ gear teeth - ca! can I

be starLed. I

B - Reverse gear only (z.o9z1 )

N - Neutral - nothilg applied - cer can be started - can be towed

( wittr ti-r,:.t ations ).

D - Ar,rtouratic drj.ve range - transmiggion r"i.lL shift betlreen first, second

and third elepondtng on road speed. (L9:1 , 1.1.5i and 1:1 respectiveJy ).
Kick dom is avail,able after f\:11 thrrcttle. Parb throttle dorcrshift (tnira to
second) io availablo rir6-Eänditions r,rarrant.
2 - Second gear on§ - liren sel-ectcd from D or 1 position second y;ear is
engaged lrrrediately - no upshLfts or dourshifts - eng:ine braki-ng IrilL
be apparent.
'l - Iack up - first gear ontry '.rith engi-ne braki-ng.

Page 49
 fi)ITIING

Autoaatlc gealbox frrnctionirg corrrect§ - add 3 to 4 pLnts of otl.

(t.Z to 2.3 tltrcs ) eelect l{ - tow for 30 uiles Ea:düru at l0 o.p.b.
({8 tc.p.tr. ) Esrd.aa.

Autoratic geattor defeottve - tou on\y nlth rear lhee).e off ground
or yith propshaft disconnected.

ßII1E8 M}II}IG

$eight restrictions for trailer tor.Lng ale as fo11o!r€:-

Barr &Lruelght : 1 orö (p.e rg1 Mrx,

TraLler l.rolgbt z 21 cvt (1066.6 rg) ü I

f,.B. tbe above r=etrtctions aplrIy to c'll J6gug3 XJ Sa-Loons incJrrdfuig

Ea.!rr6.1 trenaolssion.

Page 5O
 ''

SECTIü.| 7

FAIJLT FINDING
§TALI SPEED TE§T

This test provides a rapid cleck on the cortect frnctioning of the converter
as well as the trans[iss ion. As the stall speed is dependent both on the engine
and torque converter characteristics, it will vary with the condition of the
engine as well as with the condition of the transtiss ion.

It ril1 be necessary, therefore to determine the condition of the engine in order

to correctLy interpret a lov sta11 speed.

The hydraulic converters normal stal1 speed for the model 12 gearbox is
165,0 + l@ R.P.M. - 1800 R.P.M. indicates slip in trangnission and approxinately
5Ol belou nornal indicates slipping stator.

Belor standard acceleration, in higlr gear above. 48 k.p.h. (3O n.p.h.) conibined
with substantiall.y reduced maxir,m speed indicates that the stator one-h,ay clutch
has locked in the engaged position.

Page Sl
C(NVERTIIII SIAI,L TEST

Because of the possihility of overheating during these tests do not_exceed

1o seconds per test, and ilever more than three tests in a minute. This is not
a conplete test and should always be followed by a road test.

Procedure

1. Check transmission and engine oi1 leveJ.s

2, Iingine and transnission at nornal working tenperature
3. Chock road r,rhecls and apply foot and handhrake
4. Select 1 and with engine rwrning apply fu11 throttle, note r.p.m.
5. Repeat r,rith R position and note r.p.m.

Correct readings
'i'lodel 65 approximately L95o r.p.n. + 100 r.p.m.
),Iodel 8, 12 and 35 approxinately 1"650 r.p.n. + 10O r.p.n.

Sorne results that can be obtained with causes

1 R Corunents

40m 4ocD No oiL in trans

1800 1800 Slip in trans
1400 14m Engine twre
lCm 1ffn Faul ty stator and overheating

1650 16SO o.K.

1650 1800 Rear clutch

1800 1650 Front Clutch

Page 5?
MODEL I2 AUTOMATIC TRANSMISSION

GENERAL DATA

Ger r Trrrn F.nd Floal . 0.008 to 0.044 in. (0.10 ro I .ll nrnr)
Pinion End Float . 0.010 to 0.010 in. (0.25 to 0.51 mm)
\linrmum Rear ( lutch Plale Coning . . . . 0.010 in. (0.:5 mm)
One Way Clutch Spring to Lever Clearance . .0.125 to 0.188 in. (3,2 to 4.8 mm)
Thrust Wlsher Sires . 0.061 to 0.063 in. ( I ,55 to I ,60 mm)
0.067 to 0.069 in. ( I ,70 to I ,75 mm)
0.074 to 0.076 in. ( I ,88 to I ,93 mm)
0.081 lo 0.083 in. (2.08 to 2,1 I mm)
0.092 to 0.094 in. (2,34 to 2,39 mm)
0.105 to 0,107 in.(2,67 to2.72 rnml
( ortrol llressure al t) Io lO in. (l-1 to 25 crrr)Hg
1{ (s.27
.75 11,.71r.2
ffi kg./cm'?)
SLill r1'q.l (N(,r,nrl) . .. 1,600 to 1,700 r.p.m.

GEAR CHANGE SPEED§

3.31:l axle ratio
Throttle position
Upshifts Downshifts
I to2 2to3 3 toz 2tol'
Minimum 6 to 10 14 to 18
Full 39 to 45 13 to E2
f:ull throttle Kickdown 63 to 73 13 to 17
Zet o 7to17
Part 20 to 26 rfiax.

Nlirtinrunr 9 k) 16 22 to 2<)
Frrll 62 to 72 I 17 to 132
[] irll throttL. Kickdown l0l to I l7 2l to 27
Ztro ll o27
Parl 32 to 42 max.

3.07:1 axle ratio

Throttle position
Upshifts Downshifts
I to2 2lo 3 3to2 2to1
lvlininum 7 to 11 16 to 2O
F ull 45 to 5l 85 to 94
Full throttle Kickdown 73 to 83 15 to 19
7-ero 9to19
Ilxrt 23 to 29 rnax.

['iinimurr ll to l8 25 to 32
l.'u ll '72 to 82 136 to 151
lrull tlrrot tlc Kickdown 1l7tol33 24 to 30
Zcro 14 to 30
Pirrt 37 lo 47 max.

NOTE: 't'hc fiBurcs in lhis tablc ilre thcorctical arrd aolual figurcs may vary slightly from those quoted due to such factrrrs as
tyrc wcar, prcssurcs clc.
(
I . Checking engine tme
7

4.

10. Ilydraul ic faul.t check (slipping tie up run-up etc.,)

11. Valveblock renp'ral and check

should be carried out on each vchiclc.

Page 54
AUTOMATI€ 684ßBOX TEST DATA FORM

The farrn b.low mu8t bc comploted bcfora r..klng rdvlcc or tuldrncg-from

Diimicr, ,egzar or Roy.r-Trlu;1Ph clthcr by talGPhoh. or lGttc? orr anjt t Ghlrlc.l
problcm orwerrrntt d.cltlolr P€rtdnlnt to .n .lltomltlc t.rtDox unlt'
I Y.hlcl. numlI
I itltugr
t O*. ol §d.
Y Glrbor numbrr
I 8rmptomr o, hulqr)

a Oll lcvcl §lttdrctorr/Corr.ctad

I Lln. p'ütlt rt ldl. lbl)nz
ll0rym
Et ll rp..d Normd Hlsh Lov rPm
fo bG GomDl.t d ö, Dl*rlbutor
or Dnlcn Strll tat ln .rch 8cr"
Dosltlon for nct mott th.n l0
DO o o
iocondr rlth r I mlnut tt t b."
tu.Gn a.cb tGL 20 o o
?hcc a crort "X" ln thc tppro.
Drlrta cl rcl. fotGach tcrr potltlon'
lndlc.tlna. norm.l, hlih, or low
r.rdlni, ind r.cord thG rcturl
to o o
fjum ln tho rFcr piovldCd. RO o o
I Throttlc rnd dornthlft llnk.i.
rdrurtm.rt SrtirtrctorylAa; urtca

l0 ttrnud r.ltctor llnkrE §rtlrrrctotTAdlurcGd

It iGrr b.nd .dru*m.nt SrtkfrctoryAdlurtrd
12 F?ont brnd rdluttni.nt Sltldrctot /Adlurt d

Unlcor prccho answ.rr to tha rboYa polntr ara rvrllrblr' llttla utlrtarca crtr
be glvon rndWrrnfit, delrloot ulll not b. mrdo.
P.n l'lo. AKD 8026

Page 55
l'
 Prglj.njrarr Ä.1 i''rstment, Fau]-ts
.r. f[ui.] lsve I i naulficicnt
E Dornghift .,ib1e incorrect§ aseenbld or adiuat€d
C Larrual 1 i.nhrge ireorroctl.y adjuated or araarnbkd
D fncorroct engine üllilg rPccd
E Incorrecl, frort bard adjustustt
F Iacorrsct rear band aÄJurürmt
fi rdr,aUli-?-c-en'!g9-1Jq*!g

a O:L1 tr:bes uissing or incorrectl;r assablad

a
b Scaling rlngc nissi.ng or bmken
e Valve body screws nissing or i:rcorrect§ tigbtaed
d Prioary regulrtor ya,).vo otLcking
Secondart reg..rlator val-ve rticklag
f Throt;tl-e valve cticking
g l,lodul,etor v:üve stlclcing
h Goneraor va.1ve sticklng, lcalcing or lncorroctly ass€mbLod
I Servo oriflca control valve atlclclng
u l-2 glrlft v::Lvs stlcki.B
n ?--3 shft. ve.Lve stlcking
p 2-3 sh jJt v::Jve plrrnger stlclcilg
q i*rverter out ch6ck valve nlssllg or atlckl.ug
e hup chack va.lve mlssing or stlcking
Mecboi.cal Fau.ltc
ll Frcnt clutch slifrplrr, ,lue to uorn plrtes or faultv Parb§
Fronb clutch selzed or platcs distolted
P Roar clutclr slipqrlnt du6 to uofir platea or faulty check valve ia position
Q lfear clutch ael.zed or pLat.6 distortod
R Frcrrt, band sllpplng due to faulty aervo, brrC<<r or florn band
S Rear brm,t sllpp:ing due t,o faulby srrro, brrd<en or worn band
T ()nc-way clutch stippil,l or Lncorrectdr lnatalJedl
ll Oylrpwqv clLrtch scizcd
V Input shaft br.okrvr
1,, Fron t. prrp drlvo tarrge nn convertor lmb brrd<en
X Front, trrqp uotn
Y Rcar Frif eorr or drlvo kcy brokon
Z Ccrertsr bl-ldinß ary'or ore-nay olutoh fait€d.

Page 56
 GIrICä .q$ERE{CE TAULI DIAE{OSIS CHAM

Adjustneats Ilydraullc C clrrtrol 8aults

ftlEaeelqgot of, R D or L
llrrns/
Delsyed
llone
toku lrff
cne fonla:d
I'i
llone :ievero6
.;o-'izuag rsverSe
llo neutral
ttpshi.gts
!.1c. 1-2 6
llo.Z-li 6 2 lt
Above nonoal shift
sPeed 'l 2 3 6
lleloru nortal shift
sped 1 2 ) l+

heh+!!-qa+Iilr
s].ip 1-2 2
z
-torg.h 1-2 1
Rorrt 2-3 1
ieizure 1-2
Seizuno 2-3 I

Dougshlfta i

rio.2-1 I
2i
ll o. 3-2 I
2l
I nvolunt-rry h5.gh I i

sy»od 3-2 I
Above nonoal shiCt
sp6d i

Below noraaL shiJt I I

EPe4rl ?l
Dornghil!,-.sldÄE I

sltp 2-1"
clip 3-2
fl711,;h !-1
Rough 3-2 I
L.iae Preasure
T,ow, i< .1ng
iligh, J-:l1ing
L6w at stal 1
Hi.gh at etall
St.]'l Brr.€d
I
I

Belou 1tJ00 I

Over 2O0 I
llo rnrsh atart 7 i'
Overüeqtlna
I

Page 57
 *§AErtfrtEm autCImetäe trmmsm§ssäon
romd test

§I&EI§ t. orl tByßt (IlmrAL ,l!!irp. ExcrxE mrrilo ,pt srlactm)

P n il D 2 ,1

2. SIOITE SIABTü0 It !-
3, rIVER§t Lr(EtS '

4. (EAn EItotOEtErt toX f,toR ll to

!. g'ILL SPBTD ,t!EI 't n

Egr&_EEl 1. (EAR CBATOEts :-

LI( T Tf,N@TI.E
N'LL IEROITIA

2. r trItr' XrCr-DOHr Sl8rDS 3 - 2 Shlft

l-1$ttt

]. q{I8 olr 3 - 2 sblft I{o Upeblfta

4oUS(?2 1-2 2-1 üo D3

5. u(,ilG mAxrlto I D1

6. Pr[ I'EIIT,L Dg,{mIILL

Page sB