DEMO - 1956-57 Fordomatic Car

FORD
CAR-TRUCK
FORD DIVISION
FORD MOTOR COMPANY
Copyright © 2010, Forel Publishing Company, LLC, Woodbridge, Virginia
All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever
without written permission of Forel Publishing Company, LLC. For information write to Forel
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1956-57 Fordomatic Shop Manual
EAN: 978-1-60371-019-0
ISBN: 1-60371-019-1
Forel Publishing Company, LLC
3999 Peregrine Ridge Ct.
Woodbridge, VA 22192
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FOREWORD
This
used
in the 1956
and
specifications needed
of each
transmission
1957 Ford
parts and
the
and
mission
tive
show
in the
being
the
performed.
use of
new procedures are
The descriptions
time the book
the
Trucks. All the
the
various parts and assemblies
included.
Wherever
by
aid
in
identifying
the
illustrations showing the
tools
special
the tools. Disassembled
to
procedures and
are needed
views of some of
various parts
and
to
service
the trans
their
rela
introduced for the first time
on
the 1957
Fordomatic, they
model.
and
specifications
was approved
right
or repair
Fordomatic transmissions
assemblies.
apply to the 1956
reserves
converter are
assemblies are also shown
position
Where
also
torque
and
all
service procedures are accompanied
operations
unit, illustrations
Cars, Thunderbird,
to check, adjust, replace,
In many cases, the
a
information for
manual contains complete service
for
to discontinue
without notice and without
contained
printing.
models at
incurring
in this
manual
The Ford Division
any
time,
of
were
in
effect
at
the
Ford Motor Company
or change specifications or
design,
obligation.
SERVICE
DEPARTMENT
FORD DIVISION
FORD
MOTOR
COMPANY
TABLE OF CONTENTS
Page
Subject
Chapter
ONE CONSTRUCTION
3
AND OPERATION
Section 1 Torque Converter
2
Planetary
3
Clutches, Bands
3
6
Gear Train
and
7
Servos
9
4 Control System
Chapter
TWO MAINTENANCE
Section
16
AND ADJUSTMENTS
1 Transmission Fluid
16
2 Adjustments
17
r
Chapter
THREE TROUBLE
Section
Chapter
1
22
Preliminary Checks
2 Performance Checks
23
3 Final Diagnosis
28
FOUR REPLACEMENT
30
Section 1
Chapter
22
SHOOTING
Sub-Assemblies Transmission
2 Transmission
and
3 Transmission
without
FIVE TRANSMISSION
Section
1 Removal
in Vehicle
30
Converter
33
Converter
35
OVERHAUL
37
Sub-Assemblies
of
37
2 General Inspection
3 Repair
and
Assembly
4 Transmission Case
5 Installation
of
Chapter SIX CONVERTER
Chapter
of
and
Sub-Assemblies
41
53
Linkage
54
Sub-Assemblies
6 Hydraulic System
Section
40
Tests Transmission on
OVERHAUL
Bench
57
60
1 Converter Removal
60
2
60
Disassembly
3 Inspection
61
4
Assembly
62
5 Installation
63
SEVEN SPECIFICATIONS
AND TOOLS
64
Chapter ONE
CONSTRUCTION AND OPERATION
Section
Page
1
Torque Converter
3
2
Planetary Gear Train
Clutches, Bands, and Servos
6
Control System
9
3
4
Fordomatic transmissions
equipment, for
1956
all
are
7
1957 Ford cars,
and
optional
as
available,
including
Police Interceptor Unit, Station Wagons, Courier,
Ranchero and Thunderbird, and F-100, F-250, F-350,
the
P-350, P-400
the
same
P-500 trucks. The
and
as
Fordomatic
previous
have been
changes
horsepower in 1956
engine
1957
and
The Fordomatic transmission
for the increased
cars and
combines
1.
The hydraulic torque
1957 Fordomatic
and
cars
cylinder
cars
models
have
trucks
and
and
converters
differ in
trucks have
size.
(Fig.
2),
The
tion
The
torque
(pump),
consists
the
turbine,
1). The impeller is driven
through
spring-steel
a
crankshaft.
by
The turbine,
clutch.
All
details
and
which
these
of
is
in this
scribed
chapter.
truck models
all
1956
case
by
rotate
8-
clutch
All
Fordomatic design
Any
fully
are also
a
one-way
only in the
locks the
prevent
converter.
mounted
parts
or opera
explained
here.
same
stator
backward
power
clutch
which
direction
to the
permits
as
the
stator
to
the impeller. The
on
support
the
case
to
rotation.
from the turbine is transmitted to the
shaft.
parts:
main
engine
crankshaft
on
engine
a
shaft,
is
mounted
on
a
are
enclosed
in
a
stator
of opera
the stator (Fig.
and
the
the principles
the major assemblies in the transmission are de
of
All 6-cylinder
three
of
system
transmission
TORQUE CONVERTER
flywheel bolted to the
is driven by the impeller. The
one-way
construction
transmission through the turbine
converter
gear
of
range
wide
tional differences that may exist among the various car
and
Construction.
the impeller
a
ratios.
The
a.
provides
and
fully-automatic
a
with
converter
hydraulic
converter.
12-inch
a
trucks.
a
used with
ll3/4-inch
an
However,
models.
to compensate
made
basically
units are
torque
b.
Operation.
The torque
converter
is designed
so
flows from the impeller to the turbine
impeller through the
stator.
This flow
that
and
the
fluid
back to the
produces a
maxi-
HOUSING
fluid-filled
housing
The impeller,
which
or
driving
blades
mounted around
driven
by
place and
fluid is
the
engine.
forms
a
is
impeller.
part of the
member,
the inside
consists
of a
of
housing
curved
which
is
An inner ring locks the blades in
fluid
passage.
As the impeller rotates,
thrown through the curved
fluid
passage
FLUID
ONE-WAY
CLUTCH
into the
turbine.
The turbine,
peller
except
or
driven member, is
that it has
blades
similar
to the im
in the
curved
opposite
TURBINE SHAFT
direction to the impeller blades. Fluid from the impeller
strikes
the turbine blades
turbine
shaft
to
and
is
a
third
set of
attached
the turbine and
rotate.
The fluid leaving the turbine
by
causes
ENGINE
CRANKSHAFT
returns
to the impeller
blades known as the stator.
to the
stator
support
on
The
5565
stator
the transmission
fig.
1 Torque
Converter Parts
Chapter
One Construction and
Operation
SO
CO
n
-o
E
a>
(A
<
c
o
o
E
o
I
CN
Section 1
Torque Converter
COOLER CONNECTIONS
mum
torque increase
bine is
stalled.
engine and
ing
When
enough
2:1
over
the tur
when
torque is developed
by
the
shaft.
converter torque multiplication
gradually tapers
turbine
off as
slightly
converter, the turbine begins to rotate, turn
the turbine
The
of
1:1
comes
impeller
speed approaches
when
speed.
impeller
the turbine is
This is known
as
speed and
driven
being
"coupling
the
be
9/10
at
point."
While the turbine is operating at less than 9/10
impeller speed and the converter is multiplying torque,
the fluid leaving the turbine blades strikes the front face
of
the
the
stator
action
blades. These blades
of
is directed
against the
When the turbine
speed and
fluid
front face
rotates
the converter
is directed
no
against
blades. As the one-way
rotate
stator
only
held stationary
with
long
as
by
the fluid
the blades.
faster than 9/10 impeller
the
multiplies
back face
clutch
in the direction
begins to turn
of
longer
of
permits
torque, the
of
the
the
stator
stator
to
and
turbine. The
fluid coupling
as
3227-A
RADIATOR BOTTOM TANK
impeller rotation, the
the impeller
converter now acts as an efficient
as
are
the one-way clutch as
Fig.
4 Fluid
Line Connection
at Radiator 8-Cylinder
Car
long
the turbine speed remains greater than 9/10 impeller
speed.
The
aluminum
torque
converter used on all
6-cylinder
OIL COOLER
TO OIL COOLER
CONVERTER
FRONT PUMP
PRESSURE
REGULATOR
TO TRANSMISSION SUMP
TRANSMISSION SUMP
5564
Fig. 3
Converter
Cooling
Diagram 6-Cylinder
Engine
Car
321 2-A
Fig.
5 8-Cylinder
Car Fordomatic
System (Schematic)
Cooling
Chapter
One Construction and
Operation
(and early 1956 8-cylinder)
shown in Fig. 3.
COOLANT HOSES
On trucks, the inlet duct is
housing. Fins
converter
draw
housing
the
over
through
an
Cooling
cylinder
in through
air
entire
converter
outlet on
the
of
is
cars
fluid through
radiator
converter
by
the
it
air
as
on
used
all
8-
circulating the trans
an oil-to-water
lower tank
circulate
exhaust
the housing.
of
accomplished
in
screen,
and
surface,
side
as
cooled
outside of
a coarse
torque
steel
mission
the
the
air
into the top of the
the impeller
cast
the
on
is
engine
type cooler, located
shown
in Fig. 4
and
schematically in Fig. 5.
On
Fordomatic transmissions,
truck
F-100,
cylinder
OIL COOLER
3211-A
Fig. 6O'tl-to-Water-Type
Cooler Truck
2.
a.
cooler
the
held
driven.
or
output shaft
compound
planetary
Fordomatic transmission
high, low,
tions
ondary
a
provides
gear
sun
common
held
or
system
in the
used
intermediate,
neutral,
driven.
train consists
gear, primary
carrier,
of
and
an
and
transmission output shaft is
a
sun
primary
secondary
internal
gear,
driven to
provide
following
pages.
is
of
position,
the
to
which
train
none
of
the
FRONT_BAND
REAR
REAR
CLUTCH
the primary
the secondary
pinions
drive the secondary
"walk"
internal
the
sun
pinions
secondary
sun
gear
and
(Fig. 8). The primary
gear
sun
causing them to
gear
carrying
gear and output shaft around with
members, held
or
(Fig. 9).
entire
Therefore,
planetary
causes the
output
the
them.
shaft.
is
shaft
rotate
at
as
the
a
rotate and
unit,
same
in
the
gear
are
Power is transmitted to the primary pinions, the
is driven
FRONT
CLUTCH
and
the
which
speed
the turbine
BAND
INTERNAL
to
revolves
the
train members
CLUTCH
the pinions cannot
train
on
APPLIED
FRONT
by driving
accomplished
range
HIGH RANGE. In high range, the primary and
secondary sun gears are locked together and driven as
transmission
gear
is transmitted to the
(Fig. 7).
(4) LOW RANGE.
the
no power
(3)
the various ranges, is described
When
the
and
system.
the
attached.
gear
connect
holding
a unit
(1) NEUTRAL.
neutral
(2)
the
operation
hoses
cooling
INTERMEDIATE RANGE. Intermediate
around
held in
pinions
gear
sec
b. Operation
The
an
the
Therefore,
and reverse gear ranges when certain combina
of gears are
The
gear
by
connect
transmission,
engine
provided
(Fig. 6). Tubes
PLANETARY GEAR TRAIN
Construction.
The
cooler
the
with
cooler with
cooling is
additional
oil-to-water-type
6-
the
except
as
In low range, the primary sun
carrier is held (Fig. 10).
pinion
FRONT BAND
APPLIED
GEAR
second-
STATIONARY
PRIMARY
\SUN GEAR
TURBINE
SHAFT
PRIMARY
GEAR
POWEP
SUN
SHAFT
SECOND/
SUN GEAR
FLOW
PRIMARY
PINIONS
SECONDARY
PINIONS
REAR
POWER
FLOW
CLUTCH
RELEASED
REAR
ROTATION
(3)
BAND
RELEASED
3202-A
3201-A
ROTATION
Fig. 7
(3)
Planetary Gear
Train Neutral
Position
Fig.
8 Power Flow
Intermediate
Range
Section 2
REAR CLUTCH
APPLIED
FRONT CLUTCH
APPLIED
POWER
ary pinions,
in the
has
held
BAND
RELEASED
FRONT BAND
RELEASED
Fig.
and
BAND
CARRIER
APPLIED
APPLIED
REAR
FLOW
same
the internal gear,
direction
as
the
gear
FLOW
driving
the primary
sun gear.
FRONT
RELEASED
REAR CLUTCH
BAND
RELEASED
10 Power Flow Low
Fig.
the internal
^
CLUTCH
REAR
ROTATION
Range
turns free in the
gear
no effect on
POWER
3203-A
9 Power Flow High
and
sun
secondary
REAR
FRONT CLUTCH
STATIONARY
ROTATION
gear
Gear Train
Planetary
REAR
APPLIED
3204-A
Range
BAND
APPLIED
STATIONARY
The
direction
reverse
train. The pinion carrier is
against rotation.
(5) REVERSE RANGE. Reverse
by driving the secondary sun
plished
is
range
gear
accom
holding
and
the pinion carrier (Fig. 11). The secondary pinions drive
the internal
gear
no effect on
the
PARK.
(6)
in the
reverse
direction. The primary
freely and have
the primary pinions rotate
sun gear and
train.
gear
When the
is in the P
selector
position, the parking pawl engages the
external
(park)
teeth
on
POWER
the internal gear to lock the internal gear and output
shaft.
of
the
This locks the
Fig.
of
driving
and
CLUTCHES, BANDS,
holding
the proper parts
of
the planetary gear train is required, in order to transmit
from the turbine
power
binations
plished
single
by
and
for the
required
to
obtain
gear
the
various com
This is
ratios.
accom
the two multiple disc clutches and the two
wrapped
bands
shown
in Fig. 2.
AND
with
SERVOS
rear clutch piston, release spring, four
driven plates, and four clutch drive plates
bronze facings (Fig. 13). The Thunderbird, Police
clutch
Interceptor,
cars with
plates
Station Wagons
8-barrel
in the
four driven
Construction.
all
FRONT CLUTCH. The front
models
clutch
four
piston,
clutch
The drive
driven
consists
of
release
driven
the
front
spring, three
are
connected
clutch
steel
assembly
on
cylinder, front
drive
plates and
bronze facings (Fig. 12).
plates with
plates are connected
plates
clutch
to the turbine
to the
primary
shaft.
sun
The
gear
shaft.
(2) REAR CLUTCH. The
the
clutch
consists
of
a
hub
plates
The
A
312
cu.
in. engines,
have 5 drive
rear clutch
the front
of
are
gear.
connected
heavy
clutch
5 driven
and
drive
plates are
drum
and the
to the drum
release
and
spring is
of
the
used
in
rear clutch assembly.
(3) BANDS. The front
steel and
sun
anchored
The
and
composition
The front band
surfaces.
ondary
have
gear
encircles
assembly.
rear
front
band fits
rear
bands
are
made of
linings bonded to the inside
in the transmission
connected to the
rear
with
carburetors
rear clutch.
sun
secondary
(1)
Range
drum,
rear clutch
steel
II Power Flow
Reverse
connected to the
a.
RELEASED
3205-A
vehicle.
means
FRONT BAND
FRONT CLUTCH
RELEASED
to prevent movement
rear wheels
3.
A
FLOW
ROTATION
One
the drum
end
case and
of
the
of
the
the
sec
band
other end
is
is
servo.
around the
planetary
gear
assembly
8
Chapter One
Construction
FRONT CLUTCH
b.
Operation.
(1) FRONT CLUTCH. The front
FRONT CLUTCH PISTON
by fluid
TURBINE
the
SHAFT
pressure
is
piston
tiple disc
speeds.
position
by
driven
bronze
12 Front
Fig.
drum. One
adjusting
end of
the band contacts the
screw and
the
opposite end
is
end of
the band
FRONT SERVO. The front
sists of an aluminum servo
guide,
inner
stem
end
and
release
the
an
spring, and
the lever
of
outer
contacts
end
servo
body, front
piston,
pis
actuating lever. The
the front
contacts
con
assembly
servo
servo
are
splined
the front band
strut
(Fig. 14).
cast aluminum servo
mulator piston
lease spring,
an
assembly
rear servo
consists
piston,
accu
accumulator
piston, rear servo re
actuating lever. The inner end of
spring,
and
rear servo
body,
the actuating lever contacts the accumulator piston and
the outer end engages
(Fig.
piston
one
end
of
the rear
band
to
strut.
15.)
plates
the
steel
tionary.
the
engine
rear
clutch
is
is
(in the
applied
and
drive
and
reverse
locks
plates
the driven
and
When
in the
spring (Fig. 13).
rear clutch
In
at
are
Low,
bronze
free. In
driven,
but
plates are being
Intermediate, rear
steel
plates are
bronze
driven
clutch
held
sta
are
driven
engine speed while steel plates are
driven
rear
clutch
(3) BANDS.
the secondary
is
anchored
the
The front band
sun
gear
against
opposite end of
band
and
front
a
plates
encircles
One
the drum
end of the
band
case.
the band
servo
engages
actuating
a
strut
between
lever. When the
CLUTCH
PISTON
FRONT BAND
FRONT SERVO
FRONT
CLUTCH
FLUID
APPLY-
PRESSURE
5590
PRESSURE
Fig.
13 Rear
Clutch
Fig.
of
boss in the transmission
assembly.
FRONT
FLUID
by
Movement
counterclockwise.
The
-
In
and
operated
spring
clutch
drum
steel
speed.
piston.
release
are
stationary.
rear clutch
The
front
plates are
plates
clockwise
are
but both
rear clutch
clutch.
the
at
plates
steel
high ratios) the secondary sun gear is driven.
is returned to the released position by the
Neutral,
while
all
release
the fluid pressure is
and
applied
driven
compresses
disc
rear clutch release
In
not
being
are
clutch
range
bronze
REAR SERVO. The
(5)
of a
The
to the
connected to the secondary sun gear.
are
rear
drive
piston
is
clutch
piston
multiple
plates
pri
is driven in
gear
drum
bronze
pressure against
the
the
(4)
the
to the
connected
rear servo.
clutch
while
plates
the
of
mul
the primary
to drive the
returned
washer when
REAR CLUTCH. The
(2)
fluid
Clutch
the spring
to lock the
applied
shaft
sun
is
piston
The
increases
(Fig. 12).
Reverse,
5589
The
Neutral, front
being
is
operated
piston.
clutch
action
clutch
The primary
gear.
sun
removed
FLUID PRESSURE
When the
clutch.
forward
In
spring
force through lever
is
clutch
washer which
is locked to the turbine
gear
mary
the front
against
moved against a
"apply"
sun
ton
Operation
and
14 Front
Servo Operation
3
Section
Clutches, Bands,
SERVO.
FRONT
(4)
REAR BAND
Servos
and
inner
fluid
by
moved
the front
of
end
transmitted through
the lever
the
and
band
around
servo
is
The
front
end
between the
band
the
of
the drum. Under
by
by
of
front
conditions, the
certain
directing fluid
the piston, assisted
posite side of
end
outer
to tighten the
REAR SERVO
released
the
against
actuating lever. Force is
servo
strut
a
is
piston
servo
force
pressure which exerts
to the op
pressure
spring force
release
(Fig. 14).
(5) REAR SERVO.
The
APPLY
band. Fluid
the rear
piston
to force it
spring is
in the
band is held tightly
sun
The
the pinion carrier.
strut on
The
band
is
One
the
and
the
band
the
rear servo
in the low
applied
of
drum
a
attached
band adjusting
rear
the
engages
between the
strut
actuating lever. The
which
vary
road speed or manual selector
band
rear
tions to
throttle
with
open
are used
position,
and their operation under various
driving
in
conditions are
section.
High
by
the
the
control
system,
output
the
when
The front pump has
since
pump,
it
must
transmission at
Both
pumps
sure regulator
lated pressure,
the
control
or
the
15
m.p.h.
(2)
low
pumps
The
in
op
Front Clutch-Rear Band
Rear
(2:1)
Clutch Rear
Band
to
operation
torque
engine
and
driver preference,
throttle pressure is used in the control
system.
from
control
Throttle
by
pressure
the throttle
valve
is
produced
is
valve and
throttle
the
on
control
fluid to
whenever
is moving forward
rear
operate
the
THROTTLE PRESSURE. To
(at
valve
by
controlled
pressure
the compres
Compression
spring.
spring is controlled
regu
available
engine
pressure will
same
wide-open
Throttle
governor
by
the
on
accelerator
pedal
approximately
pressure
transmis
as
as shown
(at
closed
in Figs. 16
is directed to the 2-3
according to
shift
zero
maximum control
oppose governor
a
to
pressure
pressure,
throt
pressure
and
19.
valve
and
accelerator pedal
with
is
also
directed to
it for two 3-2
position
downshift
and
thereby
depres
closed
throttle;
the orifice control
downshift
a
downshift
conditions
with
par
tial to full throttle.
(3) MODULATED
Dr
THROTTLE
PRESSURE.
In
(drive) and Lo (low) a modulated throttle pressure
17) is directed to the compensator valve to adjust
(Fig.
compensator
adjust
pressure
throttle),
plug to
Throttle
at
is running
vary from
sion.
valve
(Fig. 17). A
above
tle)
the
to the control pres
body
to the
vary the 2-3
forward.
pressure, is
Throttle
pump, driven
reverse.
pressure
and control valve
body
rear
impeller,
capacity than the
the
all
speeds and
called
Front Clutch-Rear Clutch
(2.40:1)
sion
17)
shaft, delivers fluid to the
a greater
supply
(Fig.
control system.
the converter
vehicle moves
deliver fluid
valve
vehicle
by
engine runs.
transmission
Bands
or
depression.
to the transmission
The front pump, driven
gear ranges:
Front Clutch-Front Band
(1.47:1)
(1:1)
Low
sion
(1) PRESSURE SOURCE. Two
pressure
by pressure from
following combina
in the
No Clutches
Intermediate
pressures
Fluid Pressures.
erates whenever
band is fully
Apply
Neutral
throttle
deliver fluid
rear
CONTROL SYSTEM
These fluid
a.
the
are applied
system
desired
the
obtain
Reverse
the transmission control system.
in this
bottoms
screw.
and reverse ratios.
Several fluid pressures,
explained
to
the rear band contacts a
4.
ing,
bands
Ratio
around
end of
clutches and
the hydraulic control
ratio.
placed
the inner end
other end of
the
prevents
from turning. The front band is
gear
band is
rear
drum, it
the
around
in the intermediate
applied
the
contacts
accumulator piston
accumulator piston
bore,
piston
servo
the
rear servo
Rear Servo Operation
The
secondary
As the
as
uses an
(Fig. 15).
applied
Fig. 15
inward. When the band
compressed.
rear
assembly
cushion application of
is directed to the
pressure
cushioning is provided
drum,
5580
rear servo
spring to
accumulator piston and
pressure
(engine torque).
to
accelerator
pedal
depression
10
In R
faces
(reverse)
on
pressure,
9V2
At
R
One Construction and
Chapter
and
to
thereby
to
Maximum
in Dr
sure
in these
control
(Fig. 21).
operating
control pressure
pressure
(drive)
is
on
not
Lo (low);
face
one
of
is
in
to zero,
reduced
hence,
the
advance
produced.
or
required
is directed to the
ranges
acts
is
pressure
or
desir
throttle pres
modulator valve
compensator
valve
has
therefore fixed compression,
the
modulator
through
it
without
modulator
pressure
(4) SHIFT
valve
sage
past
and
exceed
VALVE
the plug
passage;
hence,
fixed length,
to it. In
Governor
1-2
the
p.s.i.
At this pressure,
PLUG
p.s.i.
to the front facet
shift
p.s.i. throttle
against
valve
of
the 2-3
open
a
pas
plug (Fig. 17).
pressure
its spring far
Before
is
enough
required
to
open
the pressure past the plug is reduced.
to
the
the
a
CONTROL PRESSURE
REGULATOR VALVE
(6)
and
face balances
Governor
pressure
centrifugal
is therefore,
(inhibitor),
and
To
ous
shift
to engine
accomplish
is
this,
pressure
throttle pressure (engine
by
(road
pressure
speed),
or
selector
Compensator pressure, in turn,
adjusts
control pressure.
Basically,
compensator
compensator valve spring.
(no throttle pressure)
(no governor pressure),
idling
still
regulated
only
by
is
pressure
regulated
For example,
and
the
the
with
vehicle
compensator
the compensator
AND
REVERSE
DRIVE
LOW
i
REVERSE
RANGE
RANGE
PUMP INTAKE PRESSURE
COMPENSATOR
PRESSURE
LUBRICATING
L
^-COMPENSATOR ^COMPENSATOR
VALVE
CUT-BACK
I
1
X
VENT
EXHAUST TO SUMP
3592
16 Control Diagram Neutral
Ratio
the
engine
standing
valve spring.
RANGE
AND
by
pressure
CONTROL PRESSURE
LOW
Fig.
is
lever
compensator pressure under vari
adjusted
governor
position.
torque,
control
road speed and selector
DRIVE RANGE
PLUG
valve,
compensator
CONTROL PRESSURE AND COMPENSATOR
conditions
lever
the
CONVERTER
^COMPENSATOR
governor
valve:
19).
|
OIL COOLER
is
body
governor
is directed to the 2-3
valve
^H
A
balanced
a
valve
valve.
pressure
shift
FRONT
PUMP
is
valve
PRESSURE. In the transmission,
torque),
PRESSURE.
the governor plug, it must
20
modulator
on
(Figs. 17
position.
until
pressure
governor valve
proportional to road speed.
throttle
reduction
approximately 52
admitted
and
operation
the
body. The
governor
on
acting
force acting
adjusted
balanced; hence,
the spring-loaded
Approximately
move
is
of
the
governor
throttle pressure to flow
approximately 52
throttle pressure is
shift
spring
attached
pressure
a
valve
cannot
a
permits
valve
pressure reaches
the
The
valve
modulator valve
in
by
pressure
control
rotates at output shaft speed.
pressure
(Fig. 17).
The
from
produced
transmission throttle lever
compensator
GOVERNOR PRESSURE. Governor
(5)
reduce compensator
maximum control pressure
able
before it
is directed to two
pressure
valve
thereby increase
12
(reverse),
and
full throttle
the compensator
Operation
is
If the
4 Control
Section
driver depresses the
pressure
(or
to drive off, throttle
accelerator
modulated
face
on a
pressure) acting
of
the
during
valve
compensator
pressure.
in
9V2
12
to
pressure
This
assistance
reduces
increases
control
pressure,
thereby
This is so, because control pressure is assisted,
driving
all
spring.
in
and
conditions
(except
opposition
beyond
reverse at and
throttle lever advance),
by
compensator
to the control pressure
regulator
Control
124-144
the
road
speed,
acts on
starts
and
the compensator plug (Fig.
compensator
causes an
pressure.
increase in
decrease in
Governor
compensator
17)
at
and
is opposing
pressure,
pressure,
with
therefore,
and
thereby
be 77-90
acting
come
the control pressure force in the
cut-back
valve
Above approximately 30 m.p.h., therefore, gov
pressure is acting at both ends of the compensator
valley.
ernor
valve and
caused
by
the compensator pressure
governor pressure
plug only, is "cut
acting
increase,
on
which was
the compensator
Although
control pressure on a
6-cylinder
vehicle
compensator
diameter.
valve above
Therefore,
governor pressure causes a slight
with a consequent
is
control pressure).
(equal to
Fordomatic models, control
er, but follows the same general pattern.
range
compensator pressure.
is approximately 15
p.s.i.
compensator
pressure will
pressure
(7) CONVERTER PRESSURE. Like
sure, converter pressure is regulated by
is
increase in
governor pressure
other
by
the
Converter
CONTROL PRESSURE
CONVERTER
PUMP INTAKE PRESSURE
LcOMPENSATOR ^-COMPENSATOR
VALVE
CUT-BACK
I THROTTLE PRESSURE
1
GOVERNOR PRESSURE
LUBRICATING
I
I SHIFT VALVE PLUG PRESSURE
I
I VENT
X
EXHAUST TO SUMP
5593
Fig.
17 Control Diagram Intermediate
Ratio
pres
converter
adjusted to
to 60 p.s.i.
H)
is high
control
MODULATOR PRESSURE
I
PLUG
is acting
30 m.p.h.,
control pressure.
control
m.p.h.
speed, because
On
an
increase in
decrease in
not change with road
maximum
pressure
control
REAR PUMP
^COMPENSATOR
on
plug diameter is slightly larger than
I
i
I
OIL COOLER
acting
governor pressure
pressure regulator valve spring and
back."
will
cut-back valve.
the compensator
the cut-back valve
conditions
For example,
the
on
Above approximately 65
At approximately 30 m.p.h., governor pressure acting
on the cut-back valve end face is high enough to over
m.p.h.
be
(from standing
governor pressure
(full-throttle)
m.p.h.
p.s.i.
ends of
pressure,
control pressure.
by
30
about
at
pressure
will
plug only. Up to about 30 m.p.h., gov
force on the cut-back valve is locked out
65
about
both
the
(full-throttle)
start
pressure
caused
control pressure
will
increases
the compensator valve spring, which
assists
a
which
follows:
compensator
ernor pressure
by
the
at
The decrease in
is
from standing to 65
acceleration
Control
p.s.i.
full-throttle)
at
At
pressure
pressure
p.s.i.
be 87-100
valve spring.
Governor
full-throttle
a
m.p.h. varies with road speed as
compensator valve assists compensator pressure against
the compensator
11
System
driving
pressure
12
One Construction and
Chapter
b. Special Valves.
signed to
in the
valves
control
system
meet specific conditions
have been de
in the transmission's
is
valve
in
positioned
by
a
shift
a
The
bore in the
During
spring.
with
is
application
closed
provided
fluid through
release
con
orifice
control
occurs
a
at
by
a
high to inter
normal
throttle,
in
servo
When the
same
small
orifice.
by
exhaust of
front
The function
tion
the front
of
front band
application.
servo release
a manual shift
throttle,
valve,
at closed
servo.
This
action
provides
a
fice
smooth
a
to the
opera
rear servo.
release
by
the
the front band
the transition valve
open
spring.
by
until
rear
the
front
band is released, the fluid is
action
the
of
rear servo check
servo release pressure
is
exhausted
valve
exhausted.
ori
With
restricts
front
releasing the
rear servo and
is
band is blocked
the flow to
to
valve
body by
is to time the
relation
rear
valve
a rapid
slowly
the orifice control valve momentarily
control
valve
enough pressure
When the
the fluid flow applying the
front
its
against
from intermediate to low
in
servo
valve until
has built up
permits an unrestricted
pressure, providing
this
of
Fluid flow to apply the
the orifice control valve,
throttle pressure,
bore in the
a
spring.
front band
smooth
exhausting the front
throttle,
open
positioned
On
shift
valve
to the
is depressed through the
pedal
TRANSITION VALVE. The transition
(3)
valve
transition
shift
the 2-1
shift valve and
accelerator
positioned
mediate
the 2-3
of
the
when
pressure
detent.
(1) ORIFICE CONTROL VALVE.
assembly
to direct fluid
moved to open a passage
back face
operation.
trol
throttle lever. The downshift
accelerator pedal and
is
Several
Operation
rear
servo release pressure
by its
moved
band
haust for the
and
spring
gone, the transition
provides
an
valve
unrestricted
is
ex
fluid.
rear servo
engagement.
(2) DOWNSHIFT
positioned
in the
VALVE. The downshift
control valve
body bore
with
valve
downshift
downshift
a
land
of
valve
valve
the
and
spring.
valve.
the
Control
Linkage is
inner
contacts
end
pressure
a part of
prevents a shift
of
A spring
the
is directed to
connected
is
valve
the throt
tle valve. The inner throttle lever contacts one end
the
(4) LOW INHIBITOR VALVE. The
is
position.
between the
valve.
at
the control
into low
one
Passages
Governor
are
valve assembly.
above
end of
the
This
approximately 25
valve
provided
pressure
low inhibitor
holds it in
at
both
end
REAR PUMP
OIL SCREEN
tU
i
EM
CONTROL PRESSURE
SS
I
COMPENSATOR PRESSURE
I
OIL COOLER
^-COMPENSATOR
PLUG
^-COMPENSATOR
VALVE
^-COMPENSATOR
CUT-BACK
CONVERTER
PUMP INTAKE PRESSURE
MODULATOR PRESSURE
I THROTTLE PRESSURE
H
GOVERNOR PRESSURE
[UL
LUBRICATING
I
I VENT
X
EXHAUST TO SUMP
5S94
Fig.
18 Control Diagram High
Ratio
a closed
ends
is directed to the
valve
m.p.h.
of
of
the
the
Section 4
valve
opposite the
manual valve
is
moved against the
to produce
creases
the spring
come
and
spring,
is directed to
spring
enough
force,
fluid
pressure
the lands.
one of
the
when
valve
vehicle speed
pressure to
governor
the
and causes
from the
The
in
pressure regulator valve
sure) has
moved against
to the converter
over
The
from low to
shift
13
Control System
sure.
intermediate.
has
input
by
compensator pres
is
and
at normal pres
the converter pressure
moved against
delivering fluid
is
and
passage.
has been filled
converter
Therefore,
(assisted
its spring
its spring
has
and
valve
regulator
opened a passage
for fluid to flow to the transmission lubrication
system.
Operation.
c.
automatic
operation
by controlling
vided
components.
the transmission is pro
of
the flow
Fluid flow
fluid
of
needed
to
different
here. Control diagrams for
all
following
the
the
is
ratios
ratios
com
given
N
(neutral)
on
pages.
front
running, the front pump is
With the
engine
and
ondary
pensator and compensator cut-back valves.
in the
The
manual valve
pressure
bands
in the
in N
(neutral)
clutches and
clutches
are released
by
or
spring
position
blocks the
both bands. With
servos, both
pressure and
no
clutches
fluid
and
drive through
of
sary
to
maintain
control
pressure;
fluid than is
hence,
the
control
the
manual
the apply
governor,
sun
valve
Control
The 2-1
is blocked
sun gear
the
at
driven
the
and
valve
springs,
shift valve
plished
when
the front
servo
is
ratio
released
and
CONTROL PRESSURE
PUMP INTAKE PRESSURE
COMPENSATOR PRESSURE
-COMPENSATOR
VALVE
Bl
Bl
MODULATOR
ODD
LUBRICATING
I
I
X
GOVERNOR
PRESSURE
PRESSURE
VENT
EXHAUST TO SUMP
SS9S
Fig.
19 Control Diagram Low
held
and
sun gear
ratio
DRIVE RANGE-HIGH RATIO (Fig. 18). The
from the intermediate to the high
CONVERTER
PLUG
sec
lands. With
the secondary
REAR PUMP
-COMPENSATOR
to
side of
shift valves are
shift
pres
gear
band to hold the
2-3
and
by
position
sun
to the apply
pressure
to the
the front
of
side
shift valves.
the front
applies
gear.
closed
Control
valve
manual
1.47 to 1.
shift
neces
from the
from the
moved
the transmission operates in the intermediate
(3)
more
servo
the primary
the transmission is impossible.
The front pump is delivering
shaft.
control pressure
held,
lever is
(drive),
to the 2-1 and 2-3
the turbine
trol pressure regulator, manual,
fluid flow to both
to Dr
passages
and
RATIO.
INTERMEDIATE
selector
to the front clutch locks the primary
the front
delivering fluid to the con
downshift, throttle, com
position
open
clutch
servo,
sure
(1) NEUTRAL RANGE (Fig. 16).
to
moves
explained
are
RANGE
(Fig. 17). When the
to the
pressure
operate
ponents and to provide the
the
DRIVE
(2)
The
Ratio (Selector in Dr)
is
accom
the
rear
14
One Construction and
Chapter
is
clutch
This is
applied.
face
ernor pressure
to
governor plug.
As the
are
uncovered to
the front
side of
clutches
are
the 2-3
of
direct
control
to the
servo and
inward,
rear clutch.
applied, the primary
and
passages
to the
pressure
through the 2-1
gov
to the
shift valve and
shift valve moves
locked to the turbine
gears are
ratio of
a
by directing
accomplished
clutch
band applied, the
band
released,
Control
against
face
valve
is forced
shaft
begins to
is
regulated
prevented
the
of
outward
rotate.
in direct
the
manual
by
governor
by
centrifugal
Control
force
as
the
governor
to the
enough governor pressure
valve
to
overcome
the
is
is high
vehicle
the
the front servo and to the rear clutch.
of
(4) DRIVE
When the
accelerator
detent (forced
valve
passages
pedal
down-shift)
directs
shift valve and open
control
the 2-1
is
to the
RATIO
enough
to
the
same
time,
low
are accom
ratio
vehicle
with
19).
off rear servo
and
apply
front
and
applied
the transmission
inward
valve
servo release pres
by front
shifts
servo
starts
the
pressure
is
directed
side
apply
to
of
In the Lo
ends
of
2-3
(low)
front
the
the front
the 2-1 shift valve, and through the
range,
clutch
and
servo
downshift
end of
to
flow
A
through the
the 2-1
passage
shift valve moves
closed
is
it
valve
against
PLUG
-COMPENSATOR
^-
VALVE
COMPENSATOR
CUT-BACK
from the 2-1
opened
2-3
shift
valve,
and
shift
orifice
CONTROL PRESSURE
I
I
CONVERTER
Bl
fll
COMPENSATOR PRESSURE
I
L COMPENSATOR
PUMP INTAKE PRESSURE
MODULATOR PRESSURE
I THROTTLE PRESSURE
Bl
GOVERNOR PRESSURE
flT
LUBRICATING
I
I VENT
X
EXHAUST TO SUMP
S596
Fig.
20 Control Diagram Low
and
to
to
the shift valves. Control pressure directed
..U
OIL COOLER
apply
from the low to the
ratio.
governor, to the
the down
close
governor pressure
to move the low inhibitor
(5) LOW RANGE (Fig. 20).
to the
pressure
the
against
valve.
control
is
and
release
the
pressure
in high
pressure
increases
valve
The front band is then
pressure.
At
low inhibitor
the
pressure,
(Fig.
m.p.h.
valve,
speed
valve
depressed beyond the
below 16
m.p.h.
which
and
control
RANGE-LOW
range
Governor
automatically.
intermediate
side
the
16
ratios.
speed.
shift
inward to
uncover
this
at
provided against the
springs,
above
(inhibitor)
pressure
At approximately 28-34 m.p.h.,
output
reduced
moves
shift
of
to cut
proportion
ratio
governor
speed.
is
pressure
plished
end
The
valve.
by
1-2
the
Upshifts from the drive
is directed
valve
ratio.
ratio.
sure.
When
shift
from
applied, the
to provide
used
from the intermediate to the high
pressure
a
is
rear
Forced downshifts to the low
are
intermediate
governor
the
and
sun
closed
A centrifugally-operated
re
and
lease the front band. With the front
When both
1 to 1.
automatic shifts
band
rear
front
to provide the high
shaft
to apply the
valve
transmission is in the low
release
secondary
Operation
Ratio (Selector in Lo)
spring
valve,
control
Section
valve
to the
time,
control
release side of
pressure
the front
At the
servo.
is directed to the
rear
4 Control
(6)
same
servo
to
sure
apply the band.
Upshifts from the low
range are prevented
by
end of
end of
the
valve
manual
is insufficient to
control pressure.
and rear clutch
As
move
long
apply pressures
as
are
the
shift
present,
side
valve, 2-3
the release side
servo.
valve against
front band
pressure
the apply
control
valve, directed to the spring
the low inhibitor valve. Governor pressure on the
opposing
REVERSE RANGE
to the front
Control
pressure, from the
15
System
Control
directed to the
release
clutch
upshifts are
prevented.
clutch
is
from the
of
manual
valve and
the front
rear clutch.
and
servo and
through the 2-1
control
With the
rear
also
rear
valve
band
CONVERTER
Bl
COMPENSATOR PRESSURE
'-COMPENSATOR ^COMPENSATOR
PUMP INTAKE PRESSURE
I THROTTLE PRESSURE
LUBRICATING
I
I VENT
I
I EXHAUST TO SUMP
CUT-BACK
5597
Fig.
21 Control Diagram Reverse
Ratio
and rear
in the
\\
IB
I
to
is
operates
CONTROL PRESSURE
valve
to apply the
manual
^M
HD
VALVE
is directed to
2 to 1.
I
PLUG
manual
valve
orifice
from the
pressure
REAR PUMP
f-COMPENSATOR
valve.
applied, the transmission
ratio of
OIL COOLER
pres
the
the front servo,
shift
of
(Fig. 21). Control
cut off at
reverse