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FOREWORD This manual includes procedures for diagnosis, maintenance and adjustments, minor service operations, removal disassembly and installation for components of GMC Series 1500-3500 Light Duty Trucks. Procedures for “ S-15” and Caballero are contained in separate service manuals. The Section index on the contents page enables the user to quickly locate any desired section. At the beginning of each section containing more than one major subject is a Table of Contents, which gives the page number on which each major subject begins. An index is placed at the beginning of each major subject within the section. Summaries of Special Tools, when required, and specifications are found at the end of major sections. When reference is made in this manual to a brand name, number, or specific tool an equivalent product may be used in place of the recommended item. This manual should be kept in a handy place for ready reference, if properly used, it wil enable the technician to better serve the owners of GMC built vehicles. All information, illustrations and specifications contained in this literature are basec on the latest product information available at the time of publication approval. The right is reserved to make changes at any time without notice.

GMC TRUCK & COACH OPERATION TRUCK & BUS GROUP General Motors Corporation Pontiac, Michigan

CAUTION To reduce the chance of personal injury and/or property damage, the following instructions must be carefully observed: ' Proper service and repair are important to the safety of the service technician and the safe, reliable operation of all motor vehicles. If part replacement is necessary, the part must be replaced with one of the same part number or with an equivalent part. Do not use a replacement part of lesser quality. The service procedures recommended and described in this ser­ vice manual are effective methods of performing service and re­ pair. Some of these procedures require the use of tools specially designed for the purpose. Accordingly, anyone who intends to use a replacement part, ser­ vice procedure or tool, which is not recommended by the vehicle manufacturer, must first determine that neither his safety nor the safe operation of the vehicle will be jeopardized by the replace­ ment part, service procedure or tool selected. It is important to note that this manual contains various "Cau­ tions" and "Notices" that must be carefully observed in order to reduce the risk of personal injury during service or repair, or the possibility that improper service or repair may damage the vehicle or render it unsafe. It is also important to understand that these 'Cautions' and 'Notices' are not exhaustive, because it is impos­ sible to warn of all the possible hazardous consequences that might result from failure to follow these instructions.

1984 LIGHT DUTY TRUCK (Series 10-35) SHOP MANUAL Any reference to brand names in this manual is intended mereiy as an example of the types of lubricants, tools, materials, etc., recommended for use. In all cases, an equivalent may be used. The Table of Contents on this page indicates the sections covered in this manual. At the beginning of each individual section is a Table of Contents which gives the page number on which each major subject begins.

CAUTION This vehicle contains many parts dimensioned in the metric sys­ tem. Most fasteners are metric and many are very close in dimen­ sion to familiar customary measurements in the inch system. However, it is important to note that, during any vehicle mainte­ nance procedures, replacement fasteners must have the same measurements as those removed, whether metric or customary. Mismatched or incorrect fasteners can result in vehicle damage or malfunction, or possibly personal injury. Therefore, fasteners re­ moved from the vehicle should be saved for re-use whenever pos­ sible. Where the fasteners are not satisfactory for re-use, care should be taken to select a replacement that matches the original. A d dition al inform ation concerning this subject w ill be found fol­ low in g the specifications section a t the end o f this manual.

GMC TRUCK & COACH OPERATION TRUCK & BUS GROUP General Motors Corporation Pontiac, Michigan

TABLE OF CONTENTS

SECTION

GENERAL INFORMATION General Information Maintenance and Lubrication

0A OB

HEATING AND AIR CONDITIONING Heating and Ventilation Air Conditioning A-6 Compressor - Unit Repair R-4 Compressor - Unit Repair

1A 1B 1D 1D1

FRAME AND BUMPERS Frame and Body Mounts Bumpers Sheet Metal

2A 2B 2C

STEERING. SUSPENSION. WHEELS AND TIRES Diagnosis Front Alignment Steering Column Steering Linkage Power Steering Manual Steering Front Suspension Rear Suspension Wheel and Tires

3 3A 3B5 3B6 3B7 3B8 3C 3D 3E

PROPELLER SHAFT AND AXLES Propeller Shaft Rear Axles Front Axle

4A 4B 4C

BRAKES ENGINE Engine Diagnosis In-Line 6 (4.1L/4.8L) Small Block (5.0L75.7L) Mark IV (7.4L) Diesel (6.2L) Engine Cooling Engine Fuel E4ME Carburetor E2SE Carburetor Diesel Fuel Injection 1ME Carburetor 2SE Carburetor M4ME Carburetor Engine Electrical Driveability & Emission - Carburetor Driveability & Emission - Diesel Engine Exhaust Vacuum Pump TRANSMISSION Automatic — Service 350C-Unit Repair 400-Unit Repair 700R4-Unit Repair Manual-Service 3 Speed 76mm-Unit Repair 4 Speed 89mm-Unit Repair 4 Speed 117mm-Unit Repair Clutch Transfer Case 205 - Unit Repair 208 - Unit Repair ELECTRICAL Chassis Electrical Instrument Panel and Gages ACCESSORIES BODY SERVICE ELECTRICAL WIRING DIAGRAMS

5 6 6A1 6A2 6A5 6A7 6B 6C 6C1 6C3 6C6 6C7 6C9 6C10 6D 6E8 6E9 6F 6H 7A

7B

7C 7D

8B 8C 9 10 REAR OF BOOK

GENERAL IN F O R M A T IO N

OA-1

SECTION OA

GENERAL INFORMATION CONTENTS G eneral In fo rm a tio n ..................................................... OA-1 V ehicle Identification N u m b e r s ................................OA-1 Service Parts Id e n tific a tio n .........................................O A -1 V ehicle L o a d in g ............................................................ OA-1 Engine C ode N u m b e r................................................... OA-2

U nit and Serial N um ber L o c a tio n ............................ OA-4 C a p a c itie s ........................................................................ OA-6 L ubrication P o i n t s .........................................................OA-7 M etric In fo rm atio n .........................................................OA-9 C om m on A b b re v a tio n s............................................ OA-14 Production Option C o d e s ............................ ............... OA-15

VEHICLE LOADING Vehicle loading m ust be controlled so weights do not exceed the num bers shown on the Vehicle Identification N um ber an d /o r R ating Plate for the vehicle. A typical ex am p le o f a truck in a loaded condition is show n in F igure O A -5. N ote that the axle or G V W ca p a­ bilities are not ex ceed ed .

ENGINE CODE NUMBER T he engine code num ber indicates m an u factu rin g plant, month and day of m anufacture, and transm ission type. A typical engine num ber would be FI 210TTBB, which would breakdown thus: F - M anufacturing Plant (F -F lint, T-Tonaw anda) 12 - M onth of M anufacture (D ecem ber) 10 - Day of M anufacture (tenth) T - Truck TBB - Transm ission and engine type

UNIT AND SERIAL NUMBER LOCATIONS GENERAL INFORMATION Inform ation to identify the vehicle and vehicle components appears in this section. Detailed specifications on m ajor units are given at the end of each respective section in this m anual.

For the convenience of service technicians and engines when writing up certain business papers such as W arranty Reports, Product Inform ation Reports, or reporting product failures in any way, the location of the various unit num bers have been indicated. These unit num bers and their prefix or suffix are necessary on these papers for various reasons such as accounting, follow-up on production, etc.

VEHICLE IDENTIFICATION NUMBER (VIN) T his is the legal identification o f the vehicle. It ap ­ pears on a plate w hich is attached to the left top o f the instrum ent panel on C K and G truck and can be easily seen through the windshield from outside the vehicle (Fig. OA-1). O n P 1 0-2 0-3 0 m od els, the plate is attached to the front o f the dash and toe panel to the left o f steering col­ um n (Fig. OA-2). T he V IN (Fig. OA-3) also appears on the V ehicle C ertificates o f T itle and R egistrations.

M F D . BY G E N E R A L M O T O R S C O R P O R A T I O N

O

gvwr

GAWR F

R

O

N

T

^

^

^

^^^

GAWR REAR

VIN

SERVICE PARTS IDENTIFICATION STICKER T he Service P arts Identification S ticker (Fig. OA-4) is provided on all T ru ck m odels. O n C and K m odels, the identification sticker is located on the inside o f the glove box door o r on G m od el, the sticker will be located on an inner hood panel surface. O n P m o dels, the sticker is located on an inner body panel. T he plate lists the vehicle identification num ber, wheelbase, and all Production options or Special Equipm ent on th e vehicle when it was shipped from the factory including paint information. ALWAYS REFER TO THIS INFORMATION WHEN ORDERING PARTS.

I N F L A T I O N D A T A FOR TI RES

FURNISHED WITH VEHICLE

SHOWN ON V E H IC LE C E R T IF IC A T IO N LA B E L

W A R R A N T Y V O ID E D IF LO AD E D IN EXCESS OF RAT IN G S SEE OWNERS M A N U A L FOR OT HE R LO AD IN G AND I N F L A T I O N DA TA

EXAMPLE ONLY

Fig. OA-2 —V.I.N. Rating Plate (P Model)

o

OA-2

GENERAL IN F O R M A T IO N

VEHICLE IDENTIFICATION NUMBER GCEC14D9DF123456

J NATION OF ORIGIN 1

USA

2

CANADA

"| PLANT SEQUENTIAL NUMBER [ ASSEMBLY PLANT CODE A

MANUFACTURER 3

B

G E N E R A L MOTORS

D F

R

IN COM PLETE VE HICLE TRUCK

CODE

LAKEW OO D BA LT IM O R E

AS SEM BLY PLAN T

S V

GM AD

GM AD F R E M O N T ' GM OF C A N A D A OSHAWA

ST LOUIS

GMT & C

PO NTtAC

G M AD

JA N E S V IL LE

z l 3

G M AD

LEEDS *

4

(iM Of- C A N A D A

7

GM AD

GM AD - D O R A V IL L E * C H EVR O LET

J K

MAKE AND TYPE BUS (V A N )

ASSEM BLY PLAN T GM AD G M AD

F LIN T

G M AD A R L IN G T O N ' * EL C AM IN O PLAN TS

C H EVR O LET

D ETR O IT SCARBOROUGH

LORDSTOWN

M ULTIPURPOSE PASS VE HICLE

GVWR/BRAKE SYSTEM CHECK DIGIT

GVWR CODE

------------------ c " ..............;— I CHANGE IN AIR FLOW | NORMAL AIR FLOW

LITTLE OR NO CHANGE IN AIR FLOW

1

LOW OR NO AIR FLOW

i Check heater o u tle t tem perature w ith 220° F range therm om eter.

**C h e ck s h u to ff doo r p o sitio n fo r fu ll system air flo w . A d ju st if necessary.

(ap pro xim ate o u tle t air tem peratures) O utle t A ir A m b ien t A ir

r !4 5 0

1r 1 5 0 " ^ r 25

1 55 40

165 75

[ LOW AIR FLOW |

NO AIR FLOW

Check heater o u tle t fo r o b s tru c tio n - re­ move.

CHECK FUSE

NORMAL TEMPERATURE

Remove all obstru ctio ns under fro n t seat. Check m o to r voltage a t closest m o to r line co nnection w ith a vo ltm e te r.

Car does n ot b u ild up heat - operate vent c o n tro ls and see th a t the air vent doors close co m p lete ly, if n ot, adjust.

LOW TEMPERATURE

UNDER 10 VOLTS.

X (Check the system tem perature a fte r re­ pairing the item checked to co m p lete th e diagnosis.) Check co o la n t level; if low , fill. L o o k fo r or feel all ra d iato r and heater hoses and connections fo r leaks. Repair or replace. Check th e ra d ia to r cap fo r damage and re­ place if required.

.....'■

1

FUSE B LO W N - replace fuse.

.......-rsystem'• okay. '•= ; ~ A IR~ FLOW

BLOWS FUSE

OVER 10 VOLTS |

Check b a tte ry vo lts - under 10 volts, recharge the n recheck m o to r voltage. Check w irin g and connections fo r under 10 vo lts fro m m o to r to fan sw itch. Repair o r replace last p o in t o f under 10 v o lt reading.

Remove p ositive lead fro m m o to r and replace fuse.

FUSE R E M A IN S O K - remove m o to r and check fo r o b s tru c tio n in system opening, if none, REPLACE M O TO R . If o b s tru c tio n , remove material and re -in sta ll m o to r.

~

Check heater and radiator hoses fo r kin ks straighten and replace as necessary. Check tem perature d o o r fo r max heat po­ sitio n. A d ju s t if necessary.

BLOWS FUSE - check fo r shorted w ire in b low er electric c irc u it See Heater C irc u it Diagnostic Chart. A p p ly external ground, (jum per w ire) to m o to r case. IN C R E A S E D A IR FLO W repair ground.

HEATER CORE FUSE OK [ Feel tem peratures o f heater in le t and o u tle t hoseT~|

WARM INLET AND OUTLET HOSES

SAM E A l R FLO W - remove m o to r and check fo r o b s tru c tio n in system open­ ing. If none, REPLACE M O TO R . If o b stru ctio n , remove m aterial and re­ install m o tor.

....................... I------- .--------Check engine therm ostat.

HOT INLET AND WARM OUTLET HOSES

_______________ i

Check pulleys, b e lt tension, etc., fo r p ro ­ per operation. Replace o r service as neces­ sary.

----

I

Remove hoses fro m heater core. Reverse flush w ith tap w ater. I f plugged, repair o r replace.

‘ CHECK FOR CK MODELS ONLY ‘ CHECK FOR G MODELS ONLY

FUSE O K - See Heater C ircu it Diagnostic Chart.

1A-5

HEATER C IR C U IT DIAGN OSIS* BLOW ER M O TO R IN O P E R A TIV E (A N Y SPEED)

1 z Check fuse in fuse panel.

T FUSE BLOWN

...;t :'~ With Ignition switch in " R U N " position and blower speed switch " O N " use meter to locate short in one of the following wires: 1. From fuse panel to blower speed switch. 2. From blower speed switch to heater resistor. 3. From heater resistor to blower.

The following tests should be made with the ignition switch in " R U N " position the blower speed switch " O N " and the lever on heat position.

X Check blower motor ground

£ POOR OR NO GRO UND

I

Repair ground Note: Short circuit may be interm ittent. If meter does not indicate a short circuit, move harness around as much as possible to re-create short circuit. Watch and listen for arcing.

G R O U N D OK

I

Check m otor connector with 12 volt test light.

I LAM P LIG H TS

I LAMP DOES N O T L IG H T I

............ Replace Motor

LA M P DOES N O T L IG H T

I

1 I

'

Check blower feed wire in connector on resistor with 12 volt test light.

| LAM PLIGHTS |

~

Use 12 volt test light and check feed terminal (brown) on blower speed switch.

Repair open in feed wire from resistor to blower motor.

LA M P DOES N O T L IG H T

LAM P L IG H TS

Repair open in brown wire from blower speed switch to fuse panel.

Replace switch

r—

* See heater circuit diagrams

HEATER

1A-7

!fv w w -7 | CIRCUIT OFF LO MED HI

HEATER OPERATI ON

B A T -O N L Y

LO

B AT -LO

B AT - BL O SW-RES Rl R2BLO MTR- GRD

fm if

f

BAT - BLO SW-RES RlMED BLO MTR- GRD

BAT-M ED B A T -H I

HI

HI

LO

"1 15 2 BI

50

BAT BLOWER SWITCH

! 52 J

DASH 14 ORN

p p

INST. PANEL HARN CIRCUIT#4 (ACC) 2 5 A M P IN FUSE PANEL

' FUSE PANEL

j/

L; I — I r*“l J | !521 '52! i

(IN ENG H A R N )

L.J BULKHEAD C O N N JUN CT IO N BLOCK

BLOWER M O TO R

Fig. lA-4--Heater W iring Diagrams

co •Q t/>

28

1A -8

HEATER

ON VEHICLE SERVICE

BLOWER MOTOR Rem oval (Fig. 1A-5)

1. Disconnect battery ground cable. G Models - Remove the coolant recovery tank, and power antenna as outlined in Sections 6 and 9. 2. Disconnect the blower m otor lead wire. 3. Remove the five blower m otor m ounting screws and remove the motor and wheel assembly. Pry gently on the blower flange if the sealer acts as an adhesive. 4. Rem ove th e blow er wheel to m otor sh aft n u t and separate the wheel and motor assemblies. 5. To install a new m otor, reverse Steps 1-4 above. The following steps should be taken to assure proper installation: a. Assemble the blower wheel to the motor with the open end of the wheel aw ay from the blower motor. b. If the motor m ounting flange sealer has hardened, or is not intact, remove the old sealer and apply a new bead of sealer to the entire circum ference of the mounting flange. c. Check blower operations: blower wheel should rotate freely with no interference.

HEATER DISTRIBUTOR AND CORE ASSEMBLY C-K Models R ep lace m en t (Fig. 1A-6)

1. Disconnect the b attery ground cable. 2. Disconnect the heater hoses at the core tubes and drain engine coolant into a clean pan. Plug the core tubes to prevent coolant spillage a t removal.

3. Rem ove the nuts from the d istrib u to r duct studs projecting into the engine com partm ent. 4. Remove the glove box and door assembly. 5. D isconnect the A ir-D efrost and T em p eratu re door cables. 6. Remove the floor outlet and remove the defroster duct to heater distributor duct screw. 7. Remove the heater distributor to dash panel screws. Pull the assembly rearw ard to gain access to wiring harness and disconnect all harnesses attached to the unit. 8. Remove the heater-distributor from the vehicle. 9. Remove the core retaining straps and remove the core. 10. To install, reverse Steps 1-9 above. Be sure core to case and case to dash panel sealer is in tact before assembling unit.

G Models R ep lacem en t (Fig. 1A-7)

1. Disconnect the battery ground cable. 2. Remove coolant recovery tank and lay aside.

HEATER

1A-9

Fig. 1A -7-H eater Distributor - G Models

3. Place a clean pan under the vehicle and then disconnect th e h e a te r core inlet and o u tlet hoses a t th e core connections (see "H e a te r H oses-R eplacem ent" later in this section). Quickly plug th e h eater hoses and support them in a raised position. Allow the coolant in the h eater core to drain into the pan on the floor. 4. R em ove h eater d istrib u to r d u c t to d istrib u to r case attaching screws and distributor duct to engine cover screw and remove duct. 5. Remove engine housing cover. 6. Remove instrum ent panel attaching screws: above, at w indshield, all lower screw s and rig h t lower I.P. support bracket a t door pillar and engine housing.

Replacement T he heater core can be easily dam aged in the area of the core tube attachm ent seams whenever undue force is exerted on them . W henever the heater core hoses do not readily come off the tubes, the hoses should be cut just forward of the core tubes. The portion of the hose rem aining on the core tube should then be split longitudinally. Once the hoses have been split, they can be removed from the tubes w ithout dam aging to the core. > ■i 1

m, DISTRIBUTOR DUCTS - G Models

11. Remove the heater case and core as an assembly. T ilt th e case assembly rearw ard a t the top while lifting up until the core tubes clear th e dash openings.

Replacement (Fig. 1A-12) 1. Disconnect the b attery ground cable. 2. R aise I.P. a t rig h t side as outlined under h eater distributor removal. 3. U nsnap the engine cover front latches. Remove the two cover to floorpan screws and remove the cover. 4. Remove the heater distributor duct to case attaching screws as shown in Fig. 1A -12. 5. Remove one (1) screw at left center of distributor duct. 6. Pull the center distributor duct to the right and remove it from the vehicle. 7. To install, reverse Steps 1 thru 5. Check cable and door operation; cables should be free from kinks or binding and doors should close properly. If cable adjustm ent is . necessary, refer to " Bowden C able-A d justm ent."

12. Remove the core retaining strap screws and remove the core.

DEFROSTER DUCT

13. To install a new core, reverse Steps 1-10 above. Be sure core to case and case to dash panel sealer is intact before assembling unit.

13.

7. Lower steering colum n, and raise and support right side o fl.P . 8. Remove defroster duct to distributor case attaching screw, and 2 screws attaching distributor to heater case. 9. Disconnect tem perature door cable and fold cable back for access (R efer to Fig. 1A-17). 10. Remove three (3) nuts a t engine com partm ent side of distributor case and one (1) screw on passenger side.

D efroster assemblies attachm ent are shown in Fig. 1A-

CONTROL ASSEMBLY

HEATER HOSES

C>K Models

H eater hoses are routed from the therm ostat housing or inlet m anifold and w ater pum p (ra d ia to r on some autom atic transmission vehicles) to the core inlet and outlet pipes as shown in Figures 1A-8 th ru 1A-11. Hoses are attach ed a t each end with screw type clamps.

Replacement (Fig. 1A-14) 1. Disconnect the battery ground cable. 2. Remove the instrum ent panel bezel. 3. Disconnect the bowden cables and the blower switch

1A-10

HEATER

Fig. lA-8--Heater Hose Routings

wiring harness. Be careful not to kink the bowden cables. 4. Remove the control through the opening above the control. 5. If a new unit is being installed, transfer the blower switch to the new unit. 6. To reinstall, reverse Steps 1 th ru 4.

G Models R ep lace m en t (Fig. 1A-15)

1. Disconnect the b attery ground cable.

2. Remove I.P. bezel as outlined in Section 8C of this m anual. 3. Rem ove the control to in stru m en t panel m ounting screws (3) and carefully pull the control rearw ard far enough to gain access to the bowden cable attachm ents. C are should be taken to prevent kinking the bowden cables while lowering the control. 4. Disconnect the bowden cables, the control illum ination bulb, the blow er sw itch connector and rem ove the control from the vehicle. 5. Rem ove the blower sw itch screws and rem ove the blower switch. 6. To install, reverse Steps 1 thru 4.

HEATER

Fig. 1 A-10--Heater Hose Routing V8

Fig. lA-9--Heater Hose Routing-Diesel

CONTROL CABLES (Fig. 1A-16, 1A-17) C-K Models R ep lace m en t

1. Disconnect the b attery ground cable. 2. Remove the instrum ent panel bezel. 3. Remove the control to instrum ent panel screws. 4. R aise or lower control as necessary to remove cable push nuts and tab a ttaching screws. 5. Remove glove box and door as an assembly. 6. Remove cable push nut and tab attaching screw at door end of cable. 7. Remove cable from retaining clip and remove cable assembly. 8. To install, reverse Steps 1 th ru 7. Be careful not to kink the cable during installation. Be sure to route the cable as when removed. Check cable adjustm ent.

G Models R ep lace m en t (Fig. 1A-17)

H eater and defroster cable routing and attachm ent to control and to distributor case is shown in Fig. 1A - 17. If cable adjustm ent is required, refer to A djustm ent, C -K Series.

Adjustment - C-K Series 1. Disconnect the b attery ground cable. 2. Remove glove box and door as an assembly. 3. Pry off the appropriate cable eyelet clip and disconnect the cable from the door. 4. Remove the cable retaining screw. 5. W hile holding th e cab le w ith pliers, ro ta te the m ounting tab on the cable to lengthen or shorten the cable, whichever is required. Do not pinch the cable too tightly or dam age to the cable could result. N O TIC E:

6. Install the cable, reversing Steps 1-4 above.

1A-11

A d ju s tm e n t - G V a n 1. A ttach inner cable and sheath to I.P. Control. 2. W ith I.P. installed, move tem perature cable to cold and

attach loop on inner cable to tem perature door on heater case. 3. A ttach cable sheath to heater case. 4. Move tem perature lever to full heat. This will require some effort due to force required to slide inner cable clip to its proper position.

BLOWER SWITCH C-K M o d els R ep lace m en t (Fig.

1A-14)

1. Disconnect the battery ground cable. 2. Remove the instrum ent panel bezel. 3. Remove the control to instrum ent panel screws and

lower the control onto the radio. 4. Disconnect the switch electrical harness.

5. Remove the switch attaching screws and remove the switch. 6. To install, reverse Steps 1-5 above.

G M o d els R ep lacem en t (Fig.

1A-15)

1. Disconnect the b attery ground cable. 2. Disconnect the blower switch wiring harness connector

at the switch. 3. Remove the two switch attaching screws and remove

the switch assembly. 4. To install a new switch, reverse Steps 1 thru 3.

RESISTOR R ep lacem en t (Figs.

1A-5

and

1A-18)

1. Disconnect the wiring harness at the resistor connector. 2. Remove the two resistor m ounting screws and remove

the resistor. 3. To install a new resistor, reverse Steps 1 and 2 above.

1A-12

HEATER

Fig. 1A -11--Heater Hose Routing G Series

HEATER

Fig. 1A -l 2--Distributor Ducts--G Models

Fig. 1A-15--Control Assembly, G Models

1A-13

1A-14

HEATER

V IE W A

VIEW B

Fig. 1A-17--Control Cable Routing, G Models

HEATER

1A-15

AUXILIARY HEATER INDEX G eneral D escrip tio n ............................................................................................1A-15 C o n tro l............................................................................................................... ..1A-15 Diagnosis........................................................................................................ ..... 1A-17 On Vehicle S erv ice..............................................................................................1A-18 Specifications...................................................................................................... ..1A-20

GENERAL DESCRIPTION An auxiliary heater is available accessory to provide additional heating capacity for the rearm ost extrem ities of the certain modles. This unit operates entirely independent of the standard heater and is regulated through its own controls at the instrum ent panel. This system consists of a separate core and fan unit m ounted as shown in Fig. 1A -19. H eater hoses extend from the unit to the front of the vehicle where they are connected to the standard heater hoses with "te e s " . An "on-off" vacuum operated w ater valve is installed in the heater core inlet line in the engine com partm ent. The purpose of the valve is to cut off coolant flow to the au x iliary core d u rin g w arm w eather and elim inate the radiant heat th a t would result.

CONTROLS Two methods of control are employed with this system:

Water Valve (Refer Fig. 1A -11) W hen heat is desired, and the fan switch is any position except off, a vacuum operated w ater valve controlled by the switch, opens the w ater line to perm it hot w ater circulation through the heater core. In the O F F position the valve is closed to prevent unw anted heat during w arm w eather.

Fan Switch (Fig. 1A-20) T he th ree speed fan sw itch (L O W -M E D -H I) is located in the instrum ent panel, to the right of the steering column.

1A-16

HEATER

Fig. 1A-19-Auxiliary Heater Installation

HEATER

DIAGNOSIS R efer to the "S tan d ard H e ate r" section of this m anual for diagnostic inform ation; R efer to Electrical D iagram Fig. 1A-21.

1A-17

1A-18

HEATER

rTnrTT~ym

n r ir r .f- a w

"TT?H 'T f'T T l m m ™

29737818905026 •3 ■3 298«092 i3

BRN/W HT-50—| W H T-952A —

3 BRN/W HT-50--------3 WHT-952A— 2 WHT-952B

2984092

W HT-952 BRN/WHT-5' YEL-51-----LT BLU-72-

■8905426

8905426 LT BLU-72— 1 •2

YEL-51 —

2984092 2989576 GROMMET-

L fJ H -2 L-2

LT BLU-72* WHT-952B—iiS n l 2977940rEL-51-

-2

G Series

FUSE PANEL

Fig. 1A -21—Electrical Diagram

ON VEHICLE SERVICE Since a d etailed list of in stallatio n instructions is included w ith the auxiliary h eater unit, replacem ent procedures will not be repeated in this section. On G M odels—W hen replacing heater hoses, m aintain a 1/2 in. m inimum clearance between hose clip and upper control arm , a 1-1/2 in. minimum clearance between hoses and propshaft and a 1-1/4 in. minim um clearance between the auxiliary heater core lines and the exhaust pipe as shown in Fig. 1A-24. All M odels-D raw hoses tight to prevent sag or rub against other components. Be sure to route hoses through all clamps as originally installed.

Fig. 1A-22--Control Mounting

HEATER

Fig. 1A-23--Auxiliary Heater Hose Routing

1A-19

1A-20

HEATER

SPECIFICATIONS SECTION 1A HEATER V o lt s

A m p s. (C o ld )

RPM (Cold)

Blower Motor

C-K M odels

13.5

6 .2 5 Max.

G M odels . . . .

13.5

7.1 Max.

2550 2950 2850 3250

Min. Max. Min. Max.

Fuses

C-K Models G M odels . . . .

AUXILIARY HEATER V olts Blower M otor . . . . 13.5

Amps. (Cold) 9 .6 Max.

RPM (Cold) 2 7 0 0 Min.

AIR C O ND ITIO NIN G

IB-1

SECTION IB

AIR CONDITIONING NOTICE: W hen perform ing air conditioning diagnosis on vehicles equipped with a catalytic converter, it will be necessary to warm the engine to a norm al operating tem perature before attem pting to idle the engine for periods greater than five (5) minutes. Once the choke is open and fast idle speed reduced to a norm al idle, diagnosis and adjustm ents can be made.

CONTENTS G eneral D escription..............................................................IB-1 C60 System (C -K & G M odels)............,..................... ..IB-1 Air D istribution O u tle ts................................................. ..IB-1 Overhead System s (C -K & G Series)......................... ..IB-1 M otor Home Chassis S y stem ........................................ ..IB-1 System C om ponents......................................................... ..IB-1 System C on tro ls.................................................................. ..IB-5 C60 System (C -K & G S e rie s).......................................IB-5 Overhead System (C -K S eries)....................................... ..IB-5 Overhead System (G M odels)......................................... ..IB-5 Dash M ounted U nit (M otor Hom e C hassis).................IB-5 C C O T System C om ponents...............................................IB-5 H andling R efrig eran t-1 2 .....................................................IB-5 H andling R efrigerant Lines and F ittin g s.......................IB-8 M aintaining Chem ical Stability In the Refrigeration S y stem ......................................................................................IB-10 D iagnosis............................................................................... ..IB -11 Testing The R efrigerant S y stem .................................. ..IB -1 1 Leak Testing The R efrigerant S y s te m .........................IB -1 1 Pressure Cycling C C O T System , C60 (C -K & G M o d els)............................................................................... ..IB -11 E lectrical/V acuum Trouble D iagnosis.......................... ..IB -12 O perational T e s t............................................................... ..IB-12 Vacuum System D iagnosis............................................... ..IB -12 C-K and G, C60 S y s te m ................................................ ..IB-12 A /C R efrigerant System D iagnosis............................... ..IB -12 Insufficient Cooling "Q uick C heck" P rocedure.........IB-12 Evacuating and Charging Procedures..............................IB-21 P recautionary Service M easu res.................................. ..IB-21 Discharging, Evacuating, A dding Oil and C harging Discharging the C C O T A /C S y stem .......................... ..IB-21 Procedures for C C O T A /C System s..............................IB-21 C C O T R efrigerant Oil D istrib u tio n ..............................IB-21 Evacuating and C harging the C C O T A /C System.. IB- 23 Vacuum System C h e c k .................................................. ..IB-23 Charging Station M ethod............................................... ..IB-23 Disposable C an or R efrigerant M eth o d........................IB-23 C harging of the C C O T A /C S y stem .......................... ..IB-25 A ccum ulator A ssem b ly .....................................................IB-25 A ccum ulator R eplacem ent...............................................IB-25 Expansion Tube (O rifice)............................................... ..IB-25 Specific Com ponent D iagnosis........................................ ..IB-25 C om p resso r........................................................................ ..IB-25 C ondenser..............................................................................IB-26 Receiver-D ehydrator (M otor Hom e Chassis) ........ .. IB-26 Expansion V a lv e ............................................................... .. IB-26 E vaporator.......................................................................... .. IB-26 R efrigerant Line R estrictions........................................ .. IB-26 Sight Glass D iagnosis (M otor H om e C hassis units) 1B-26 On Vehicle S e rv ic e ............................................................... IB-27 C o m p resso r........................................................................ .. IB-27 C om pressor Belt Tension A d ju stm e n t........................ ..IB-27 C60 System (C-K Series)................................................. ..IB-27

C ondenser............................................................................ A c cu m u la to r...................................................................... Blower A ssem b ly.............................................................. Evaporator C ore................................................................. Expansion T u b e ................................................................ Selector Duct and H eater Core Assem bly................. Kick Pad V alve.................................................................. Plenum V alve..................................................................... Control A ssem b ly ............................................................. Tem perature Door C able A d ju stm e n t........................ M aster Switch a n d /o r Blower S w itch......................... Vacuum T a n k .................................................................... Blower M otor R e sisto r.................................................... Blower M otor R elay-A ll.................................................. F u se ............;......................................................................... Overhead System (C -K M odels)..................................... R ear D u c t........................................................................... Blower M otor R e sisto r.................................................... Blower M otor A ssem bly.................................................. Expansion V a lv e ............................................................... Evaporator C ore................................................................. Blower M otor Sw itch........................................................ F u se ....................................................................................... C60 System (G S eries)...................................................... Condenser............................................................................ H eater C o r e ........................................................................ Blower M otor Insulation (w /D iesel)............................ Evaporator Core (w /D iesel)........................................... Blower M o to r..................................................................... Evaporator C ore................................................................. Control A ssem bly............................................................. Blower S w itc h .................................................................... R esistors............................................................................... Blower M otor R e la y ......................................................... C enter A /C O u tle t........................................................... A /C D uctw ork................................................................... Defroster D u c t................................................................... T em perature Door C able................................................ Vacuum T a n k .................................................................... Overhead System (G S e rie s)............................................ Dash M ounted System (M otor Home C h a ssis)......... C ondenser............................................................................ R eceiver-D ehydrator....................................................... Sight Glass R ep la c e m e n t............................................... Blower-Evaporator A ssem bly........................................ Blower A ssem b ly .............................................................. Expansion Valve, Evaporator an d/o r Evaporator C a s e ..................................................................................... Therm ostatic an d /o r Blower Sw itches........................ R e sisto r................................................................................ F u se ...................................................................................... Specifications..................................................................... Special T ools......................................................................

IB -30 IB-30 IB-30 IB-30 1B-30 IB -30 IB-31 IB-32 IB-32 IB-32 IB-32 IB-32 IB-32 IB-33 IB-33 IB-33 IB-33 IB-34 IB-34 IB-35 IB-36 IB-36 IB-36 IB-36 IB-36 IB-36 IB-37 IB-37 IB-38 IB-38 IB-38 IB-40 IB-40 IB-40 IB-40 IB-40 IB -40 IB-40 IB-41 IB-41 IB -44 IB -44 IB-45 IB-45 IB-45 IB-45 IB -46 IB -47 IB-47 IB-47 IB-48 IB-49

EVA PO RA TO R

CORE BLO W ER & EV A PO R A TO R ASM

SH RO U D

R .H .

O U TLET

CON TROL

□ 0 R .H . O U T L E T

VIEW A

CEN TER O U TLET

Fig. 1B-1--Airflow

AIR CONDITIONING OVERHEAD SYSTEM

Chart - C-K Models

A IR

IN L E T

L .H .

O U TLET

V A LV E

PLEN U M V A LV E H EATER

CORE

BLO W ER EVAPO RATO R

& ASM L .H . O U T L E T

SELECTO R DUCT EVAPO RA TO R

CORE

(CK) MODELS

ASM

FO O T

D EFLECTO R

AIR CO NDITIO NING

IB -3

GENERAL DESCRIPTION C60 A /C SYSTEM Both the heating and cooling functions are perform ed by this system. A ir entering the vehicle m ust pass through the cooling unit (evaporator) and through (or around) the heating unit, in th at order, and the system is referred to as a "re h e a t" system. The evaporator provides m axim um cooling of the air passing through the core when the air conditioning system is calling for cooling. On C -K and G S eries, com pressor operation is controlled by a pressure sensing switch, located near the top of the accum ulator. The switch responds to pressure changes to turn the compressor O N or O F F , as required. System operation is as follows: A ir, either outside air or recirculated air, enters the system and is forced through the system by the blower. As the air passes thro u g h th e evap o rato r core, it receives m axim um cooling if the air conditioning controls are calling for cooling. A fter leaving the evaporator, the air enters the heater and air conditioner selector duct assembly where, by means of diverter doors, it is caused to pass through or to bypass th e h eater core in th e proportions necessary to provide the desired outlet tem perature. Then conditioned air enters the vehicle through either the floor distributor duct or the dash outlets. D uring cooling operations, the air is cooled by the evaporator to below com fort level, it is then warm ed by the heater to the desired tem perature. D uring "heating only" operations, the evaporator will not be in operation and am bient air will be warm ed to the desired level in the same m anner.

AIR DISTRIBUTION OUTLETS C-K Series The dash outlets are rectangular in design. The outlets can be rotated horizontally or vertically to direct air as desired. U nder the left distributor duct is located a floor cooler which can be rotated to provide cooling air or shut off completely.

G-Van The dash outlets are rectangular in design and can be rotated horizontally or vertically to direct air as desired. Foot coolers are provided on both driver and passenger side. In the h eater-d efro st m odes, th e air conditioning outside air door is closed. The heater air door is open and outside air is allowed to pass th ro u g h th e h e ater core (receiving maxim um heating) and is then directed into the passenger com partm ent through the h eater an d /o r defroster outlets.

OVERHEAD SYSTEMS (C-K & G SERIES) These systems (C69 on C-K & G Series) operate in conjunction with the C 60 S y s te m -th e y do not o perate independently. However, control of rear blower motor speed is possible even when the front system is O FF, thus, rear air circulation without the refrigerant function m ay be had by operating the rear blower control switch.

These units are self contained, operating on inside (recirculated) air only. Air is draw n into the unit, passed through the evaporator core and then directed into the passenger com partm ent through the air distributor duct. System control is through the front system. The only control on the overhead system is a three speed blower switch.

MOTOR HOME CHASSIS SYSTEM This system perform s the cooling functions only. W hen heating (above am bient tem peratures) is desired, the vehicle heater m ust be used. W hen air conditioning is desired, the heater should be completely shut O FF. This self-contained unit is bracket m ounted to the dash by the body m a n u fa c tu rer. It operates on inside (recirculated) air only. A ir is drawn into the unit, passed through the evaporator core (receiving m axim um cooling) and then d irected into the vehicle through ad ju stab le outlets. A therm ostatic switch, located on the face plate is used to control compressor operation by sensing air tem perature as it leaves the evaporator core.

SYSTEM COMPONENTS Receiver-Dehydrator (Motor Home Chassis Models) T he receiv er-d eh y d rato r, serving as a reservoir for storage of high pressure liquid produced in the condenser, incorporates a screen sack filled with the dehydrating agent. The receiver-dehydrator, used prim arily as a liquid storage tank, also functions to trap m inute quantities of m oisture and foreign m aterial which may have rem ained in the system a fte r in stallatio n or service operations. A refrigerant sight glass is built into the receiver-dehydrator to be used as a quick check of the state and condition of charge of the entire system. The receiver-dehydrator is m ounted near the condenser.

Sight Glass (Motor Home Chassis Models Only) W hile having no real function to perform in the system, the sight glass is a valuable aid in determ ining w hether or not the refrigerant charge is sufficient and for elim inating some guess work in diagnosing difficulties. The sight glass, is built into the receiver-dehydrator outlet connection and is designed and located so th a t a shortage of refrigerant at this point will be indicated by the appearance of bubbles beneath the glass. The dust cap provided should be kept in place when the sight glass is not in use.

Thermostatic Expansion Valve (Fig. IB-2) C-K and G overhead, and m otor home chassis systems use a therm ostatic expansion valve in place of a float system. The valve consists prim arily of the power element, body, actuating pins, seat and orifice. A t the high pressure liquid inlet, is a fine mesh screen which prevents dirt, filings or other foreign m atter from entering the valve orifice. W hen the valve is connected in the system , high pressure liquid refrigerant enters the valve through the screen from the receiver-dehydrator or condenser and passes

IB -4

AIR CO NDITIO NING

Accumulator—C-K, & G Series (Fig. 1B-3) The accumulator is located at the evaporator outlet. Its most important function is not to "accumulate" although this too is important. Its primary function is to separate liquid retained from vapor, retain the liquid and release the vapor to the compressor. Thus, in an ideal accumulator with no oil bleed hole, and in a correctly designed system, no liquid can get to the compressor. In an actual accumulator, there is some entrained liquid in the vapor stream to the compressor. Flow out of the accumulator to the compressor consists mostly of vapor with the addition of entrained liquid, and liquid flow through the oil bleed hole. A bag of desiccant (dehydrating agent) is located in the accumulator as a moisture collecting device. There is no sight glass in the accumulator-clutch cycle system.

Expansion Tube--C-K, & G Series on to the seat and orifice. Upon passing through the orifice the high pressure liquid becomes low pressure liquid. The low pressure liquid leaves the valve and flows into the evaporator core where it absorbs heat from the evaporator core and changes to a low pressure vapor, and leaves the evaporator core as such. The power element bulb is clamped to the low pressure vapor line just beyond the outlet of the evaporator (Fig. IB-2).

Expansion tube flow rate depends on pressure difference and on subcooling; however, the flow rate is more sensitive to subcooling. The expansion tube is located in the evaporator inlet line (Fig. IB-4).

Thermostatic Switch - Motor Home Chassis Units Only System temperature is controlled by running the compressor intermittently, automatically turning it on and off as necessary to maintain proper temperatures. The compressor is started and stopped through the use of an electro-m agnetic clutch and a thermostat affected by variations in temperature. The thermostatic switch incorporates a metallic tube which contains a highly expansive gas. This tube is located in the air stream as it leaves the evaporator. The tube leads to a bellows operated switch. As air temperature rises, the gas inside the tube expands, travels through the tube to the bellows and closes the electrical switch which

Fig. 1B-4--Expansion Tube

AIR C O ND ITIO NIN G

IB -5

engages the compressor clutch. As soon as th e com pressor sta rts running, the tem perature begins to go down. As the air being cooled gets colder, the gas in the therm ostatic tube begins to reduce the pressure on th e sw itch bellows. T his allows th e sw itch contact to open and the com pressor clutch disengages.

an A IR knob and T E M P knob located in the center of the unit face plate (Fig. 1B -11).

Pressure Cycling Switch - Low Refrigerant Charge

Temp Knob

Protection System - C-K&G Series Low refrigerant charge protection is afforded by the pressure cycling switch as a secondary function. W hen refrigerant pressure drops below a certain predeterm ined level, th e sw itch opens th e com pressor clutch circuit, shutting the system O FF.

SYSTEM CONTROLS C60 SYSTEM (C-K & G SERIES) - FIG. IB-5 System Operation - C-K Truck System operation is shown in Fig. 1B-6.

Vacuum Schematic - C-K Truck The C-K T ruck air conditioning vacuum schem atic is shown in Fig. IB-7.

System Operation - G Models System operation is shown in Fig. 1B-8.

OVERHEAD SYSTEM (C-K SERIES) T his system operates in conjunction w ith th e C 60 vsystem. Since refrigerant flow is controlled by the front system, the only control provided for on the overhead system is a three-speed fan switch (L O W , M E D , H I). The fan switch is m ounted in the instrum ent panel, to the right of the steering column (Fig. IB-9). In th e O F F position, th e blow er is inoperative; however, refrigerant is circulating in the system if the C60 System is O N . In any of the three blower positions (LO W , M ED , H I), the blower will be operative regardless if the Four-Season system is O N . To obtain m axim um cooling, the Four-Season System should be on A /C , tem perature lever on C O L D , blower switch on H I and the overhead unit blower switch should be on H I.

OVERHEAD SYSTEM (G MODELS) T his system o perates in co njunction w ith th e C 60 system. Since refrigerant is controlled by the C60 system, the only control provided on the rear overhead system is a three speed blower switch (Fig. IB -10). In th e O F F position, th e blow er is inoperative; however, refrigerant is circulating in the system if the front system is O N . To operate the rear overhead system, simply select the desired blower speed (L O W , M E D , H I). W hen air circulation only is desired, the rear A /C blower motor m ay be operated independent of the front A /C blower motor and w ithout the cooling function.

DASH MOUNTED UNIT (MOTOR HOME CHASSIS UNITS) This system is self contained and is m ounted below the dash by the body m anufacturer. System controls consist of

Air Knob Turning the A IR knob clockwise operates a three speed (L O W -M E D -H I) blower motor.

This knob is used to control the degree of cooling desired. Fully clockw ise at C IT Y provides m axim um cooling, w hile tu rn in g the knob to H IW A Y provides adequate cooling for highway operation. Reduced cooling could be encountered when operating at highway speeds with the controls at the C IT Y setting. The heater m ust be fully off to obtain m axim um cooling.

CCOT SYSTEM COMPONENTS CCOT R efrig e ra n t System com ponents and refrigerant flow are shown in Fig. IB -12. Fig. IB -13 shows pressure tem perature relationships of R -12.

Refrigerant Capacities R efrigerant charge is shown in Fig. 1B-14.

HANDLING REFRIGERANT-12 A ir conditioning systems contain R efrig eran t-12. This is a chem ical m ix tu re w hich requires special handling procedures to avoid personal injury. Always wear goggles and w rap a clean cloth around fittings, valves and connections when perform ing work that involved opening the refrigerant system. Always work in a well ventilated area and do not weld or steam clean on or near any car installed air conditioning lines or components. If R efrig e ra n t-12 should come in contact with any part of the body, flush the exposed area with cold w ater and im m ediately seek m edical help. All R e frig eran t-12 drum s are shipped with a heavy m etal screw cap. The purpose of the cap is to protect the valve and safety plug from dam age. It is good practice to replace the cap after each use of the drum for this same reason. If it is necessary to transport or carry any container of R efrig eran t-12 in a vehicle, do not carry it in the passenger com partm ent. If the occasion arises to fill a small R efrig eran t-12 drum from a large one, never fill the drum completely. S pace should alw ays be allowed above the liquid for expansion. 1. Do not leave drum of R efrig eran t-12 uncapped. 2. Do not c a rry any co n tain e r of R e frig e ra n t-12 in passenger com partm ent of car. 3. Do not subject any container of R efrig eran t-12 to high tem perature. 4. Do not weld or steam clean on or near system. 5. Do not fill drum of R efrig e ra n t-12 completely. 6. Do not discharge vapor into a re a w here flam e is exposed. 7. Avoid breathing smoke and fumes produced by the burning of the R efrig eran t-12. Such fumes may be hazardous. 8. One of the most im portant cautions concerns the eyes. A ny liquid R e frig e ra n t-12 w hich may

p ~ l CONDITIONED AIR IS DIRECTED THROUGH W/SHLD. I.R & FLOOR DISTRIBUTOR OUTLETS. CONDITIONED AIR IS DIRECTED THROUGH I.R OUTLETS.

Fig. 1B-5--C60 System

[~2~] IN THIS MODE LEVER POSITION, M AXIM U M COOLING IS OFFERED WITH THE CONDITIONED AIR DISTRIBUTED THROUGH I.R OUTLETS AT ANY BLOWER SPEED. 1 3 | A NON-COMPRESSOR OPERATING POSITION, WITH OUTSIDE AIR DELIVERED THROUGH I.R OUTLETS. [~~4~~1 A NON-COMPRESSOR OPERATING POSITION, WITH OUTSIDE AIR DISTRIBUTED ABOUT 80% TO FLOOR & 20% TO W/SHLD.

Controls (C-K & G Series)

| 5 | CONDITIONED AIR DISTRIBUTED ABOUT 80% TO W/SHLD. & 20% TO FLOOR. | 6 1VACUUM OPERATED SYSTEM SELECTOR (MODE) LEVER. [~ T ] TEMPERATURE LEVER POSITION REGULATES TEMPERATURE OF THE AIR ENTERING THE PASSENGER COMPARTMENT BY CABLE OPERATION OF THE HEATER CORE TEMPERATURE DOOR. | 8 14-SPEED FAN CONTROL LEVER.

104214

AIR CO ND ITIO NIN G

SELECTOR LEVER POSITION

COMPRESSOR

BLOWER SPEEDS AVAIL

AIR SOURCE

AIR ENTERS VEHICLE

HEATER A/C DOOROPEN TO:

HEATER DEFROSTER DOOR-OPEN TO:

OFF

OFF

LO W

O U T S ID E

FLOOR O U TLETS

HEATER

HEATER

MAX A/C

ON

HI

IN S I D E %

DASH O U TLETS

A /C

HEATER

NORM A/C

ON

ALL

O U T S ID E

DASH O U TLETS

A /C

HEATER

O U T S ID E

FLOOR AND DASH O U TLETS

A /C & HEATER

HEATER

BI-LEVEL

ON

ALL

VENT HTR

O FF

ALL

O U T S ID E

DASH O U TLETS

A /C

HEATER

O FF

ALL

O U T S ID E

FLOOR O UTLETS

HEATER

HEATER

HEATER

DEFROST

DEF ON O U T S ID E DEFRO ST O U TLETS ALL NOTE % 1 0 0 % In s id e a ir is n o t a v a ila b le , som e b le e d th ro u g h o f o u ts id e a ir is a llo w e d .

IB -7

Fig. lB-6--System Operation - C-K Truck

accid en tally escape is ap p ro x im ately 21°F (-6°C ) below zero. If liquid R efrig eran t-12 should touch the eyes, serious dam age could result. Always wear goggles to p ro tect the eyes w hen opening re frig e ran t connections. If R efrig eran t-12 liquid should strike the eye: a. C all a doctor or eye specialist im m ediately and obtain treatm ent as soon as possible. b. DO N O T R U B T H E E Y E. Splash the affected area with quantities of cold w ater to gradually get the tem perature above the freezing point. c. The use of an antiseptic oil is helpful in providing a protective film over th e eyeball to reduce the possibility of infection. Should liquid R efrig eran t-12 come into contact with the skin, the injury should be

treated the sam e as skin which has been frostbitten or frozen. All R efrig eran t-12 drum s are shipped with a heavy m etal screw cap. The purpose of the cap is to protect the valve and safety plug from dam age. It is good practice to replace the cap after each use of the drum for the same reason. If it is necessary to transport or carry any container of R efrig eran t-12 in a car, keep it in the luggage com partm ent. If the drum is exposed to the radiant heat of the sun, the resultant increase in pressure m ay cause the safety plug to release or the drum to burst. W elding or steam cleaning near any of the refrigerant lines or com ponents of the air conditioning system could build up dangerous and dam aging pressures in the system. If the occasion arises to fill a small R efrig eran t-12

Fig. lB-7--Air Conditioning Vacuum Schematic - C-K Truck

IB -8

AIR CONDITIO NING

COMPRESSOR

BLOWER SPEEDS A V A IL

AIR SOURCE

NONE

OUTSIDE

AIR ENTERS VEHICLE

HEATER DEFROSTER DOOR

HEATER A/C DOOR

OPEN TO

OPEN TO

HEATER

HEATER-DEF

FLOOR OUTLETS

OFF

O FF

MAX

ON

ALL

INSIDE %

DASH OUTLETS

HEATER

A/C

NORM

ON

ALL

OUTSIDE

DASH OUTLETS

HEATER

A/C

Bl LEV

ON

ALL

OUTSIDE

DASH OUTLETS FLOOR OUTLETS

HEATER

A/C & HEATER

VENT

Of F

ALL

OUTSIDE

DASH OUTLETS

HEATER

A/C

HEATER

OFF

ALL

OUTSIDE

BLEED TO DEFROST & FLOOR OUTLETS

HEATER

HEATER

DEFR

ON*

A LL

OUTSIDE

DEFROST OUTLETS

DEFROST

HEATER

•PRO VIDED COMPRESSOR PRESSURE SWITCH CLOSED

Fig. lB-8--System Operation - G Models

SINGLE SWITCH LOCATION ONLY

INSTRUMENT PANEL

W/RR A/C AND AUX HTR Fig. 1B-lQ--Overhead Unit Control (G Models)

C69 0R C36

r3> ^

102035

Fig. 1B-9--Overhead Unit Control (C-K Series)

drum from a large one, never fill the drum completely. Space should alw ays be allow ed above th e liquid for expansion. If the R efrig eran t-12 drum were completely full and the tem perature was increased, trem endous hydraulic force could be developed.

HANDLING OF REFRIGERANT LINES AND FITTINGS Tighten all tubing connections as shown in torque chart IB -15. Insufficient or excessive torque when tightening can

AIR C O ND ITIO NIN G

IB -9

PRESSURE CYCLING SYSTEM "HPV"

HIGH PRESSURE VAPOR LEAVING COMPRESSOR.

"HPL"

VAPOR IS COOLED DOWN BY CONDENSER AIR FLOW AND LEAVES AS HIGH PRESSURE LIQUID.

"LPL"

ORIFICE METERS THE LIQUID R-12, INTO EVAPORATOR, REDUCING ITS PRESSURE, AND WARM BLOWER AIR ACROSS EVAPORATOR CORE CAUSES BOILING OFF OF LIQUID INTO VAPOR.

"LPV"

LEAVES EVAPORATOR AS LOW PRESSURE VAPOR AND RETURNS WITH THE SMALL AMOUNT OF . . .

«lp|»

. . . LOW PRESSURE LIQUID THAT D ID N T BOIL OFF COMPLETELY BACK TO THE COMPRESSOR TO BE COMPRESSED AGAIN.

Fig. 1B-12--CCOT System Components

resu lt in loose joints or deform ed jo in t p arts. E ith er condition can result in refrigerant leakage. • All m etal tubing lines should be free of dents or kinks to prevent loss of system capacity due to line restriction. • The flexible hose lines should never be bent to a radius of less than 4 times the diam eter of the hose. • The flexible hose lines should never be allowed to come within a distance of 63.5m m (2-1/2 in.) of the exhaust manifold.

REFRIGERANT — 12 PRESSURE — TEMPERATURE RELATIONSHIP The table below indicates the pressure of Refri­ gerant — 12 at various temperatures. For in­ stance, a drum of Refrigerant at a temperature of 80>F (26.(PC) will have a pressure of 84.1 PSI (579.9 kPa). If it is heated to 129sF (S l.ffC ), the pressure will increase to 167.5 PSI (1154.9 kPa). It also can be used conversely to deter­ mine the temperature at which Refrigerant — 12 boils under various pressures. For example, at a pressure of 30.1 PSI (207.5 kPa), Refriger­ ant — 12 boils at 32°F (0°C).

fF)('C)

• Flexible hose lines should be inspected regularly for leaks or brittlen ess and replaced w ith new lines if deterioration or leaking is found. • W hen disconnecting any fitting in the refrigeration system , the system m ust first be discharged of all re frig e ra n t-12. H ow ever, proceed very cautiously regardless of gage readings. Open very slowly, keeping face and hands away so th a t no injury can occur if there happens to be liquid R e frig eran t-12 in the line. If pressure is noticed

(PSIG)(kPa)

21.7 -2 9 .8 C 0(ATM0SPHERIC O(kPa) PRESSURE) 2.4 16.5 20 -2 8 .8 C 4.5 31.0 10 -2 3 .3 C 6.8 46.9 5 -2 0 .5 C 63.4 9.2 0 -1 7 .7 C 81.4 11.8 5 - 15.0C 101.4 14.7 10 -1 2 .2 C 122.0 17.7 15 - 9.4C 145.5 21.1 20 - 6.6C 169.6 24.6 25 - 3.8C 196.5 28.5 30 - 1.1C 207.5 30.1 32 OC 224.8 32.6 35 1.6C 255.1 37.0 40 4.4C 287.5 41.7 45 7.2C 322.0 46.7 50 10. OC

Fig. 1B-13--Pressure Temperature Relationships of R-12

CW C) 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 140

12.7C 15.5C 18.3C 21.1C 23.8C 26.6C 29.4C 32.2C 35.0C 37.7C 40.5C 43.3C 46.1C 48.8C 51.6C 54.4C 60.OC

(PSIGXkPa) 52.0 57.7 63.7 70.1 76.9 84.1 91.7 99.6 108.1 116.9 126.2 136.0 146.5 157.1 167.5 179.0 204.5

358.5 397.8 439.2 482.7 530.2 579.9 632.3 686.7 745.3 806.0 870.2 937.7 1010.1 1083.2 1154.9 1234.2 1410.0

IB -10

AIR CONDITIO NING

Refrigerant

Charge C60

System

3 lbs.

C-K M o d e Is

1/4

3 lbs .

G M o d e Is

Overhead

X L U w m u s rs ir COPPER NOMINAL TUBING TORQUE WRENCH SPAN TORQUE LB. FT. N m 8/8 8-7 7-8 7/18 ' " 'WW ~1TW THJ f lit i .... v r i 8/1 i» -id "WfT JO-38 414* 7/8 .......Wi r - T ji - ■ im ' i e i r t .... w . ....... ' w z w » 3 5 3*48 H /i _ j tu t... « !£ ! j

METAL TUBE THREAD AND OUTSIDE FITTING SIZE DIAMETER

m w w

STEEL TUBING TORQUE LB. FT. Nm 10-18 14-20

System

C-K M o d e l s

5 lbs.

4 oz.

G Models

4 lbs.

8 oz.

Fig. 1B-14--A/C System Refrigerant Capacities

when fitting is loosened, allow it to bleed off as described under D IS C H A R G IN G , A D D IN G O IL , E V A C U A T IN G AND C H A R G IN G PR O C E D U R E S FO R C.C .O .T. A /C SY ST E M S . • In the event any line is opened to atm osphere, it should be im m ediately capped or taped to prevent entrance of m oisture and dirt, which can cause internal compressor wear or plugged lines, condenser and evaporator core, expansion tubes (orifice) or compressor inlet screens. • T he use of the proper w renches when m aking connections on " O " ring fittings is im portant. The use of im proper wrenches m ay dam age the connection. The opposing fitting should always be backed up with a wrench to prevent distortion of connecting lines or com ponents. W hen connecting th e flexible hose connections it is im portant th a t the swaged fitting and the flare nut, as well as the coupling to which it is attached, be held at the sam e tim e using three different wrenches to prevent turning the fitting and dam aging the ground seat. • " O " rings and seats m ust be in perfect condition. A burr or piece of dirt m ay cause a refrigerant leak. Always replace the " O " ring when a connection has been broken. W hen replacing the " O " ring, first dip it in clean 525 viscosity refrigeration oil. • W here steel to alum inum connections are being made, use torque for alum inum tubing (R efer to Fig. 1B -15).

MAINTAINING CHEMICAL STABILITY IN THE REFRIGERATION SYSTEM T he efficient operation of th e air conditioning refrig eratio n system is dependent upon the chem ical

Fig. 1B-15—Pipe and Hose Connection-Torque Chart

stability of the refrigeration system. W hen foreign m aterials, such as dirt, air or m oisture contam inate the system, they will change the stability of R efrig eran t-12. They will also affect pressure-tem perature relationships, reduce efficient o p eration, possibly cause interior corrosion and abnorm al w ear of moving parts. The following general practices should be observed to ensure chem ical stability in the system: 1. Before disconnecting a refrigerant connection, wipe away any dirt or oil at and near the connection to reduce the possibility of dirt entering the system. Both sides of the connection should be capped, plugged or taped as soon as possible to prevent the entrance of dirt, foreign m aterial and moisture. 2. Keep tools clean and dry. This includes the manifold gage set and replacem ent parts. 3. W hen adding 525 viscosity refrigerant oil (R efer to A D D IN G O IL in th e D ischarging, A dding O il, E vacuating and C harging Procedures for C C O T A /C System s), the transfer device and container should be clean and dry to assure th a t refrigeration oil rem ains as m oisture free as possible. 4. W hen it is necessary to "open" an A /C system, have everything needed ready and handy so th at as little tim e as possible will be req u ired to perform the operation. Do not leave the A /C system open any longer than is necessary. 5. Any tim e the A /C system has been "o p en ed ," it should be properly E vacuated before recharging with R e frig e ra n t-12 according to the D IS C H A R G IN G A D D IN G O IL , E V A C U A T IN G & C H A R G IN G P R O C E D U R E S FO R C C O T A /C SY ST E M S. All service parts are dehydrated and sealed prior to shipping. They should rem ain sealed until ju st prior to m aking connections. All p a rts should be a t room tem perature before uncapping (this prevents condensation of m oisture from the air entering the system). If, for any reason, caps are removed, but the connections are not made, parts should be resealed as soon as possible.

AIR C O ND ITIO NIN G

IB -11

DIAGNOSIS TESTING THE REFRIGERANT SYSTEM If a m alfunction in the refrigerant system is suspected due to abnorm al system pressures, check the following: 1. Check outer surfaces of radiator and condenser cores to be sure they are not plugged with dirt, leaves or other foreign m aterial. Be sure to check betw een the condenser and radiator as well as the outer surfaces. 2. R estrictions or kinks in evaporator core or condenser core, hoses, tubes, etc. 3. R efrigerant leaks. 4. C heck all air ducts for leaks or restrictions. A ir restrictio n m ay indicate a plugged (or p a rtially plugged) evaporator core. 5. Com pressor clutch slippage. 6. Im proper drive belt tension. 7. Plugged accu m u lato r, expansion tu b e (orifice) or plugged suction inlet screen (A6 Com pressor). 8. Excessive moisture in refrigerant system.

LEAK TESTING THE REFRIGERANT SYSTEM Liquid Leak Detectors There are a num ber of locations (fittings, valves, etc.) on the air conditioning system where a liquid leak detector solution m ay be used to pinpoint refrigerant leaks. By applying test solution to the area in question with the swab th a t is attached to the bottle cap, bubbles will form within seconds if there is a leak. For restricted access areas, such as sections of the evaporator and condenser, a Leak D etector such as J-6084 or equivalent is more practical for determ ining and locating leaks.

J-6084 Leak Detector Tool J-6084 is a propane gas-burning torch which is used to locate a leak in any p art of the system. R efrigerant gas draw n into the sam pling tube attach ed to the torch will cause the torch flame to change color in proportion to the size of the leak. Propane gas fuel cylinders used with the torch are readily available com m ercially throughout the country. C A U T IO N : Do not use a lig hted detector in a n y place w h e re com bustible or explosive g a ses, d usts or vapors m a y be present. O p eratin g Detector

1. D eterm ine if there is sufficient refrigerant in the system for leak testing. 2. Open control valve only until a low hiss of gas is heard, then light gas at opening in chimney. 3. A djust flame until desired volume is obtained. This is most satisfactory when blue flame is approxim ately 3/8

in. above reactor plate. The reaction plate will quickly heat to a cherry red. 4. Explore for leaks by moving the end of the sam pling hose around possible leak points in the system. Do not pinch or kink hose. Since R e frig eran t-12 is heavier than air, it is good practice to place open end of sam pling tube im m ediately below point being tested, particularly in cases of small leaks. C A U T IO N : Do not b rea th e th e fu m e s th a t a re produced by th e b u rn in g of R e frig e ra n t-12 g a s in the detector fla m e , since such fu m es ca n be toxic in larg e concentrations.

5. W atch for color changes. T he color of the flame which passes through the reaction plate will change to green or yellow-green when sam pling hose draw s in very sm all leaks of R e frig e ra n t-12. L arg e leaks will be indicated by a change in color to a brilliant blue or purple; when the sam pling hose passes the leaks, the flame will clear to an alm ost colorless pale-blue again. Observations are best m ade in a sem i-darkened area. If the flame rem ains yellow when unit is removed from leak, insufficient air is being draw n in or the reaction plate is dirty. A refrigerant leak in the high pressure side of the system m ay be m ore easily detected if the system is operated for a few m inutes, then shut off and checked im m ediately (before system pressures equalize). A leak on the low pressure side m ay be more easily detected after the engine has been shut off for several m inutes (system pressures equalized); this applies particularly to the front seal.

PRESSURE CYCLING CCOT SYSTEM C60, C-K and G MODELS C om pressor clu tch cycling on C -K & G S eries C60 C C O T A /C System s is accom plished through the use of a pressure sensing sw itch, located n ea r th e top of the accum ulator. T he switch perform s two functions in the system. In addition to cycling the com pressor on and off to control refrigerant flow, the switch shuts off the compressor clu tch when pressure falls to a p red eterm in ed level, indicating low refrigerant charge in the system. W hen diagnosis (R efer to Fig. IB -16 & IB -17) indicates replacem ent of the switch is necessary, it should be noted th a t it will not norm ally be necessary to discharge the A /C system , as th e pressure sw itch fitting on the accum ulator is equipped with a schrader type valve. W hen replacing the pressure cycling switch, a new oiled " O " ring m ust be installed and the switch m ust be torqued to 10 N-m (7.5 ft lb). Do not exceed this torque, as the threads in the accum ulator m ay be stripped.

IB -12

AIR CONDITIO NING

ELECTRICAL /V A C U U M TROUBLE DIAGNOSIS W hen diagnosing problem s in the electrical and vacuum systems of the air conditioning system, consult electrical wiring diagram s and vacuum diagram s. Ports on rotary vacuum valves are illustrated in a m anner to provide sim plicity in following vacuum schem atic lines but are num bered in consecutive order on the actual valve.

OPERATIONAL TEST To aid in d eterm in in g w hether or not th e air conditioning electrical, vacuum and refrigeration systems

are operating properly and efficiently, proceed with the following steps. 1. O peration of the air conditioning blower at all four speeds and engagem ent of the compressor clutch would indicate th a t electrical circu its are functioning properly. 2. The sam e hand-felt tem perature of the evaporator inlet pipe and the accum ulator can surface of an operating system would indicate a properly charged R -12 system. 3. O peration of the A /C control selector (mode) lever to d istrib u te a ir from designed o u tlets would indicate proper vacuum and diaphragm function.

V A C U U M SYSTEM DIAGNOSIS C-K and G, C60 SYSTEM S ta rt the engine and allow it to idle - move the selector lever to each position and refer to the vacuum diagram s and operational charts for proper airflow, air door functioning and vacuum circuits. If air flow is not out of the proper outlets at each selector lever position, then proceed as follows: 1. C heck for good hose c o n n e c tio n s -a t th e vacuum actuators, control head valve, reservoir, tees, etc. 2. Check the vacuum source circuit as follows: Install vacuum tee and gage (w ith restrictor) at the vacuum ta n k outlet. Idle the engine and read the vacuum (a normal vacuum is equivalent to m anifold vacuum ) at all selector lever positions. a. Vacuum Less Than N orm al A t All Positions Remove the tee and connect the vacuum gage line directly to the tank - read the vacuum. If still low, then the problem lies in the feed circuit, the feed circuit to the tank or in the tank itself. If vacuum is now norm al, then the problem lies dow nstream . b. Vacuum Less T han N orm al at Some Positions. If vacuum was low at one or several of the selector lever positions, a leak is indicated in these circuits. c. Vacuum N orm al a t All Positions; If vacuum was norm al and even at all positions, then the m alfunction is probably caused by im properly connected or plugged lines or a defective vacuum valve or valves. 3. Specific Vacuum C ircuit Check Place the selector lever in the m alfunctioning position and check for vacuum a t th e p ertin en t vacuum actuators. If vacuum exists at the actuator but the door does not move, then the actu ato r is defective or the door is m echanically bound. If low or no vacuum exists at the actuator, then the next step is to determ ine w hether the cause is the vacuum harness or the vacuum valve. Check the vacuum harness first. 4. Vacuum H arness C ircuit Check a. Disconnect the vacuum harness at the control head. b. The black line ( # 1 ) should show engine vacuum - if not, trace back through connector to vacuum tank.

c. To check any individual circuit place the selector lever at the involved circuit position and check for vacuum presence.

A /C REFRIGERANT SYSTEM DIAGNOSIS INSUFFICIENT COOLING 'QUICK-CHECK ' PROCEDURE The following C C O T "H a n d -F e el" procedure can be used to quickly determ ine w hether or not the A /C system has the proper charge of R efrig eran t-12 (providing am bient tem perature is above 21°C (70°F) This check can be m ade in a m atter of m inutes, sim plifying system diagnosis by pinpointing the problem to the am ount of R efrig eran t-12 charge in the system or by elim inating this possibility from the over-all checkout. 1. Engine m ust be w arm (C H O K E O P E N and O F F FA ST ID L E S PE E D C A M ) and at norm al idle speed. 2. Hood and body doors open. 3. Selector (mode) lever set a t N O R M . 4. T em perature lever at C O LD . 5. Blower on H I. 6. " H a n d -F e e l" te m p e ra tu re of ev ap orator inlet pipe afte r orifice and a c cu m u la to r can surface w ith com pressor engaged. a. B O TH S A M E T E M P E R A T U R E AND S O M E D E G R E E C O O L E R T H A N A M B IE N T -P ro p e r condition: check for other problem s (R efer to A /C System Diagnostic Procedure). b. IN L E T P IP E C O O L E R th an accum ulator surface low refrigerant charge. • A dd slight am ounts 120 ml (1 /4 lb.) of refrigerant U N T IL BO TH feel the sam e tem perature. Allow stabilization tim e between additions. • Then add 420 ml (.88 lbs.) one can additional refrigerant. (The 420 m l/14 oz. disposable can of R efrig eran t-12 is the equivalent to .88 lbs.) c. IN L E T P IP E H A S F R O S T A C C U M U L A T IO N A ccum ulator surface w arm er; proceed as in Step b above.

AIR C O ND ITIO NIN G

INSUFFICIENT COOLING

A/C SYSTEMS WITH CYCLING CLUTCH (PRESSURE SENSING)

EXPANSION TUBE

M O V E T E M P LEVER R A P ID L Y BA C K ANC? FORTH FR O M MOT T O COLO LIS T E N FOR DO O R H IT T IN G A T EACH EN D

E N G A G E D OR C YC LIN G

This S y s te m D o e s N o t H a v e a S ig h t G la ss U n d e r N o C irc u m s ta n c e s S h o u ld a S ig h t G la ss Be In s ta lle d Feel L iq u id L in e B e fo re E x p a n s io n T u b e W ARM

T

Restriction in High Side o f System V isually Check fo r Froet Spot to Locate Restriction. Repair as Necessary

Feel E v a p o ra to r In le t a n d O u tle t P ip es IN LE T PIPE A N D O U T LE T PIPE S A M E T E M P E R A T URE OR O U T LE T C O LD E R T H A N IN LE T

Evacuate & Charge

I

System (O K.)

In s ta ll G a g e Set an d C h e c k C o m p re s s o r C y c lin g Press

i

ON at 28 2 6-351 6 kPa (41 51 PSD OFF a t 13 8-1 93 kPa (20-28 PSI)

RUNS CONTINUOUSLY WITHIN LIMITS

[ CYCLES W IT H IN L IM IT S

C YC LES H IG H OR LO W (O N A B O V E 51 PSI OR OFF B E LO W 20 PSII

|

T

Disconnect Blow er W ire and Check F or Cycling Of* *1 138 193 kPa (20-28 PSD

PRESSURE FALLS BELOW 20 PSI

D e fe c tiv e P re ssu re S w itc h C YC LES OFF A T 138 193 k P a (20 -2 8 PSI) O R D O ES N O T PU LL D O W N TO PRESS

Detective Pressure Switch

I

R ep la ce *D o N o t D is c h a rg e

In s ta ll T h e rm o m e te r in A/C O u tle t an d C he ck P e rfo rm a n c e

Replace 'D o N ot D ischarge System There is ■ Schrader Valve in the F ining

S yste m 1 2 3 4 5. 6

I

System (OK)

A M B IE N T TEM P A /C O U T LE T TEMP.

(OK)

SET T E M P LEVER TO F U LL COLD SET SELECTOR LEVER T O MAX A/C SET BLO W ER S W IT C H O N HI CLOSE D O O R S A N D W IN D O W S R U N E N G IN E A T 20 00 R P M U SE A U X F A N IN FR O N T OF GRILL

21°C (70° F)

27° C (80°F)

32° C (90°F)

38 C (1 0 0 F )

43 C (11 0 F)

PICK UP

5-8*C (41-47)

5-8°C (41-47)

6-10°C (42-50)

6 1 1°C (43-57)

6-1 r c (43 51)

S U BU R BA N

6-9‘ C (42-48)

6-9’ C (42-48)

10-14°C (50 58)

12-1 7°C (54 6 2)

14 19°C (57 67)

R e p a ir o r R e p la ce S cre e n

S y s te m O ve r C h a rg e d

E va c u a te & C h a rg e

E v a c u a te & C h a rg e

i

System

(OK)

I

I

S ystem (O .K .|

Fig. 1B-16--Pressure Cycling CCOT System Diagnosis

IB - 13

IB -14

AIR CONDITIO NING

OFF ALL THE TIME A ttach Fused Jum per W ire fro m C om pressor Hot Lead to P ositive ( + ) B attery Post and Check C om pressor O peration

NOT ENGAGED

INLET PIPE COLDER THAN OUTLET PIPE

A p p ly External G round to C om pressor, if C lutch is S till N ot Engaged Rem ove C lutch & Repair as per Service M anual

-------1-------Leak Check System

System (O.K.)

R em ove J u m p e r and Check R efrigerant Pressure at A c c u m u la to r Fitting

i

NO LEAK FOUND

LEAK FOUND

| BELOW 345 kPa (50 PSD |

A d d 1 Lb. o f R e frige ra nt— 12 T hen Check C lutch Cycle Rate

R epair as Necessary

------ 1-----I Evacuate & Charge

Check H igh S ide R efrigerant Pressure

I ABOVE 345 kPa (50 PSD I

--------i------- '

1

Ju m p Pressure S w itch. Does C om pressor Run

System (O.K.)

ABOVE 8 CYCLES PER MINUTE 'D is c h a rg e S ystem and Check For P lugged O rifice

8 CYCLES PER M IN OR LESS Feel Inlet & O utlet Pipes Again

Evacuate & Charge

ABOVE 345 kPa (50 PSD --------------------- ,---------------------

1

’ Discharge S ystem and Check fo r Plugged O rifice or H igh Side R estriction

O pen C ircuit, Broken W ire, etc. Repair as N ecessary

I

Repair or Replace Evacuate & Charge

i

System

System (O.K.)

(OK)

System ( O K .)

Pressure S w itch

l

Replace * Do N ot D ischarge S ystem . T here is a Schrader V a lve in the Fitting

| INLET A N D OUTLET SAM E TEMP., OR O U T­ LET COLDER THAN INLET i

BELOW 345 kPa (50 PSD |

INLET PIPE COLDER THAN OUTLET PIPE

i

Lost Charge Leak Test & Repair Evacuate & Charge

A d d 1 Lb R efrigerant— 12 and Feel Inlet & O utlet Pipes A gain

A d d O ne M o re Pound of R efrig era nt— 12

I

System (O K .)

System (O.K.)

INLET AND OUTLET SAME TEMP . OR O U T­ LET COLDER THAN INLET A dd One M o re Pound of R efrig e ra n t— 12

INLET PIPE COLDER TH AN OUTLET PIPE T ■ "D ischarge S ystem and Check fo r Plugged O rifice Evacuate & Charge

System (O.K.)

System (O.K.|

Fig. 1B-17--Pressure Cycling CCOT System Diagnosis (Cont.)

System (O.K.)

INSUFFICIENT COOLING DIAGNOSIS CHART DASH MOUNTED UNIT (MOTOR HOME CHASSIS UNITS) The following procedures should be applied before performance testing *n A/C System. 1. Check for proper belt installation and tension with J-23600. 2. Check for proper dutch coil terminal connector installation. 3. Check for clutch air Gap (.022 - .057). 4. Check for broken, burst, or cut hoses. Also check for loose fittings on all components. NORMAL AIR FLOW

Fig. 1B-18--System

|

|N 0 OR LOW AIR FLOW CHECK BLOWER OPERATION

BLOWER NOT OPERATING

3

CHECK FOR BLOWN FUSE, OEFECTIVE BLOWER SWITCH. BROKEN WIRE, LOOSE CONNECTIONS. LOOSE BLOWER MOTOR GROUND WIRE OR INOPERATIVE BLOWER MOTOR.

HIGH OUTLET AIR TEMPERATURE

CHECK FOR AIR LEAKS THROUGH OASH PANEL. DOORS, WINDOWS, OR FROM HEATER.

Check for condenser air blockage due to foreign material. Check for proper air ducting hose connections. Check heeler temperature door adjustment, adjust if incorrect. Check evaporator sealing for air leak, repair if leaking. Install pressure gages and thermometer and make performance test.

CHECK AIR FLOW

[ CHECK OISCHARGE AIR TEMPERATURE (SEE PERFORMANCE DATA) j

DISCHARGE TEMPERATURE AT OUTLET COLD

5. 6. 7. 8. 9.

IQRMAL BLOWER OPERATION |

Check for loose or disconnected air distribution ducts, restricted or leaking air ducts, partially closed air out­ let valve or clogged evaporator core, if above check is OK, check for ice blocking evaporator.

CHECK SIGHT GLASS ICE BLOCKING EVAPORATOR

f o a m in g H

NO FOAMING

SYSTEM IS PROBABLY LOW ON REFRIGERANT. CHECK FOR LEAKS, REPAIR, AND ADO REFRIGERANT. IF FOAMING STILL OCCURS, CHECK FOR RESTRICTION IN REFRIGERANT SYSTEM BETWEEN CONDENSER AND SIGHT GLASS.

CHECK FOR LOW EVAPORATOR PRESSURE 1. ALLOW SYSTEM TO WARM UP. 2. STOP ANO RESTART ENGINE. 3. CHECK EVAPORATOR PRESSURE IMMEDIATELY AFTER RESTART AND PULL DOWN OF EVAPORATOR PRESSURE.

1. SYSTEM MAY BE EITHER FULLY CHARGED OR EMPTY. FEEL HIGH ANO LOW PRESSURE PIPES AT COMPRESSOR. HIGH PRESSURE PIPE SHOULD BE WARM. LOW PRESSURE PIPES SHOULD BE COLD. 2. IF PIPES ARE NOT INDICATING PROPER TEMPERATURES, RECHARGE SYSTEM AS RECOMMENDED. IF NOZZLE AIR TEMPERATURE IS STILL HIGH. CHECK EVAPORATOR PRESSURE.

NORMAL EVAPORATOR PRESSURE

TT

Diagnosis (Dash Mounted

LOW EVAPORATOR •PRESSURE

X

SYSTEM HAS EXCESS MOISTURE. REPLACE RECEIVER DEHYDRATOR AND EVACUATE THOROUGHLY. RECHARGE SYSTEM.

'

, 1

X

NORMAL EVAPORATOR PRESSURE

X

EVAPORATOR OUTLET LINE WARM

CHECK COMPRESSOR DISCHARGE PFIESSURE

I

Unit)

1. CHECK FOR LIQUID LINE RESTRICTION (FROST SPOT ON LINE). IF NOT, 2. CHECK FOR PLUGGED INLET SCREEN IN EXPANSION VALVE. IF NOT, 3. CHECK FOR OEFECTIVE EXPANSION VALVE BY REMOVING VALVE ANO BLOWING THROUGH VALVE. IF UNABLE TO BLOW THROUGH VALVE, BULB IS DISCHARGED. REPLACE EXPANSION VALVE.

r LOW DISCHARGE * PRESSURE

X

Check Compressor Discharge Pressure. | | HIGH DISCHARGE PRESSURE

U'"

I

LOW DISCHARGE PRESSURE

NORMAL DISCHARGE PRESSURE!

I

.

1. Check engine cooling system, fan clutch and check for restricted air flow thru condenser. 2. Check expansion valve bulb contact. Correct if necessary. 3. Check for refrigerant restriction in condenser. Return bends at equal elevation should be approximately same temperature. II temperature of bends is appreciably different, the cooler bend indicates a restricted circuit, replace con­ denser if restriction is found. If condenser is OK, check for air in system. To check observe outlet air temperature and compressor discharge pressure while slowly discharging system at receiver inlet connection.

Check for restriction in liquid line, partially plugged inlet screen at expansion valve, or defective expansion valve, replace valve if defective.

Refrigeration System is ok 1. Check for proper function of heater TEMPERATURE door. 2 Check for proper sealing of evaporator case. 3. Check for proper operation and seal around temperature door. 4. Non-Foaming sight glass does not always indicate a fully charged system. Add 1/2 lb. refrigerant and observe performance. 5. Check for excess oil in system. A symptom of excess oil is a slipping clutch or belt or broken belt. To remove excess oil in system set "CHECKING COMPRESSOR OIL CHARGE"

Dash M o u n te d U n it (M o to r H o rn * Chassis) (R e frig e ra n t C ha rge — 3 lb s.-4 ox.) T e m p e ra tu re of A ir E n te rin g C o n d e n se r

OUTLET AIR TEMPERATURE DROPS AS COMPRESSOR DISCHARGE PRESSURE DROPS •REFER TO PERFORMANCE CHART FOR CORRECT PRESSURES

~ ~

1

......^

LEAK TEST SYSTEM. REPAIR AS NECESSARY. DISCHARGE. EVACUATE. ANO RECHARGE.

OUTLET AIR TEMPERATURE INCREASES AS COMPt ~ ? R OISCHARGE PRESSURE DROPS

X REPLACE EXPANSION VALVE

7 0°

80°

C o m p re sso r H ead Pressure*

11 0 120

135MS

P ressure psi*

6

D ischarge Air T e m p e ra tu re *

4045

9 0°

100°

110*

120°

190200

220230

260 270

4247

4449

20 0 0

E" * ,n *

4146

160 170

4146

4449

I B - 15

* J u s i p rio r t o c o m p re sso r c lu tc h dise n g ag e m e n t

AIR CONDITIONING

Check for malfunctioning expansion valve-See Component Diagnosis.

Check for malfunctioning expansion valve-See Component Diagnosis.

HIGH EVAPORATOR * PRESSURE

CHECK EVAPORATOR OUTLET LINE

LOW EVAPORATOR * PRESSURE

I

I 'CHECK EVAPORATOR PRESSURE I

I

u l,

COMPRESSOR DIAGNOSIS

Check for proper air gap. Correct if necessary.

CLUTCH SLIPPING.

( 022.057)

COMPRESSOR ENGAGED BUT NOT O PER A TIO N A L. BELT SLIPPING

Check and correct belt tension.

SYSTEM HAS SOME REFR IG ER A N T.

LEAKS REFRIGERANT.

AIR C O N D IT IO N IN G I B - 16

Blow out seal cavity with air hose and leak test.

Add one pound refrigerant.

Leak test complete system before removing compressor.

Repair compressor.

L _ | 1

DOES NOT LEAK REFRIGERANT.

Wipe off oil - O.K.

Repair compressor. Operate and leak test system.

Fig. lB-19--Compressor Diagnosis

R E FR IG ER A TIO N CHARGE IS DEPLETED.

HIGH TORQUE COMPRESSOR. (SEIZED)

COMPRESSOR THROW S O IL.

If previous step does not correct clutch slippage, repair compressor.

ELECTRICAL SYSTEM DIAGNOSTIC CHART BLOW ER M O TO R IN O P E R A T IV E (C E R T A IN SPEED S-EXC EPT H IG H ON C-K FO U R -S E A S O N )

BLOWER MOTOR INOPERATIVE (ANY SPEED) Check for proper fuse | fuse o k |

|FUSE BLOWN]

Disconnect resistor connectors, connect one lead of a self powered test light to any one terminal and uss the other lead to probe each of the other terminals.

The following tests should be made with the ignition switch in "Run" position, heater or A/C on and blower switch on high.

With ign. switch in "Run" position and heater or A/C on, locate short in one of the following wires: (see note)

Check blower motor ground

Fig. 1B-20--Electrical Diagnosis

1. From fuse panel to master switch on control. 2. From master switch to compressor clutch. 3. Master switch to blower switch. 4. From blower speed switch to resistor. 5. From resistor to blower motor.

I |POOR OR NO GROUND^

I g RQUND 0I480-01 HUB AND DRIVE PLATE ASSEMBLY INSTALLER [~3~] J 9401

Q

jm m

HUB AND DRIVE PLATE ASSEMBLY REMOVER DRIVER HANDLE

O-RING REMOVER ROTOR 8EARING REMOVER COMPRESSOR HOLDING FIXTURE PULLEY HUB ADAPTER SET (USED WITH J 84331

[je] -18433 QD.19393 DEI-*I8083 G£)jI24898 [» )JI 28271

COMPRESSOR PULLEY PULLER

SEAL SEAT O-RING INSTALLER

(JTjj124896

BEARING INSTALLER (FRONT HEAD)

PRESSURE TEST CONNECTOR

[ m ] j125031-2 ROTOR AND BEARING PULLER WITH GUIDE

[~5~] J S403

SNAP RING PLIERS ( * 2 1 INTERNAL)

( T ] J 22974

SHAFT SEAL PROTECTOR

| 7~~| J 23128

SEAL SEAT REMOVER AND INSTALLER

[T)J«392

SHAFT SEAL REMOVER AND INSTALLER

f~5~l J 21808 n n j 9626 rm

CLUTCH HUB HOLDING TOOL

J 2S030

□ElJ18553-01 QTJjI 8398 [ m]JI 25008 @ JI 24092

SEAL SEAT REMOVER & INSTALLER SNAP RING PLIERS ( * 2 4 EXTERNAL) BEARING REMOVER (FRONT HEAD) ROTOR AND BEARING INSTALLER (WITHOUT HANDLE)

Fig. 1B-69--Air Conditioning Special Tools

IB -49

IB -5 0

1. 2. 3. 4. 5.

6. 7. 8. 9. 10.

AIR CO NDITIO NING

CHARGING STATION OIL INDUCER GOGGLES 7/16"-20 90° GAUGE LINE J-25499 3/8"-24 ADAPTER 7/16"-20 J-5420 STRAIGHT GAUGE LINE J-25498 3/8" ADAPTER J-6084 LEAK DETECTOR J-8433 PULLER PULLER PILOT J-9395 J-23595 REFRIGERANT CAN VALVE (SIDE-TAP) J-6271-01 REFRIGERANT CAN VALVE (TOP-TAP)

J-8393 J-24095 J-5453 J-9459

11. J-5421-02 POCKET THERMOMETERS (2) 12. J-5403 NO. 21 SNAP RING PLIERS NO. 26 SNAP RING 13. J-6435 PLIERS COMPRESSOR 14. J-9396 HOLDING FIXTURE 15. J-25030 COMPRESSING FIXTURE CLUTCH HUB HOLDING 16. J-9403 TOOL 17. J-9399 9/16" THIN WALL SOCKET HUB AND DRIVE 18. J-9401 PLATE ASSEMBLY REMOVER 19. J-9480-01 HUB AND DRIVE PLATE ASSEMBLY REMOVER SEAL REMOVER 20. J-9392 21. J-23128 SEAL SEAT REMOVER

Fig. 1B-70--Air Conditioning Special Tools

22. J-9398

PULLEY BEARING REMOVER 23. J-9481 PULLEY AND BEARING INSTALLER 24. J-8092 HANDLE 25. J-21352 INTERNAL ASSEMBLY SUPPORT BLOCK 26. J-5139 OIL PICKUP TUBE REMOVER 27. J-9432 NEEDLE BEARING INSTALLER 28. J-9553-01 SEAL SEAT “0 ” RING REMOVER 29. J-21508 SEAL SEAT “0 ” RING INSTALLER 30. J-22974 SHAFT SEAL PROTECTOR 31. J-9625 PRESSURE TEST CONNECTOR 32. J-9402 PARTS TRAY

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 D -1

S E C T IO N 1 D

AIR CONDITIONING COMPRESSOR OVERHAUL F or C om pressor R E M O V A L A N D IN ST A L L A T IO N , see A ir Conditioning Section. For D IS C H A R G IN G , A D D IN G O IL, E V A C U A T IN G A N D C H A R G IN G PR O C E D U R E S FO R C.C.O.T. A /C SYSTEMS, see A ir Conditioning Section.

CONTENTS OF THIS SECTION M inor Repair Procedures for the A -6 C om pressor......................................................................................... A -6 Compressor C lutch Plate and H ub A ssem bly...................................................................................... A -6 Com pressor Pulley and Bearing Assy..................................................................................................... A -6 Com pressor Pulley B earin g ....................................................................................................................... A -6 Com pressor C lutch Coil and Housing A ssem bly................................................................................ M ajor A -6 Com pressor R epair Procedures........................................................................................................ A -6 Com pressor Shaft S e a l................................................................................................................................ Seal Leak D etection......................................................................................................................................... A -6 Com pressor Pressure Relief Valve............................................................................................................ A -6 Com pressor Cylinder and Shaft A ssem bly ........................................................................................... Removal............................................................................................................................................................... Disassembly........................................................................................................................................................ Gaging O peration.............................................................................................................................................. A -6 Teflon Piston Ring Replacem ent......................................................................................................... A ssem bly............................................................................................................................................................. R e-Install............................................................................................................................................................. A -6 Comp. Leak Testing (External and In te rn a l)...................................................................................... For all practical purposes, all vehicles make use of the same air conditioning 4 and 6-cylinder compressors. A ctual differences between compressors are found in their mounting brackets, pulleys, connector assemblies and compressor capacities, none of which will affect the following Overhaul Procedures. W hen servicing the compressor, it is essential that steps be taken to prevent dirt or foreign m aterial from getting on or into the compressor parts and system during disassembly

ID-2 ID-2 ID-5 1D -6 ID-7 ID -8 ID -8 ID -10 ID -11 ID -13 ID -13 ID -13 ID -14 ID -18 ID -18 ID-21 ID-25

or reassembly of the compressor. Clean tools and clean work area are very im portant for proper service. The compressor connection areas and the exterior of the com pressor should be cleaned off as m uch as possible prior to any “on car” repairs or removal of the compressor for workbench service, The parts must be kept clean at all times and any parts to be reassembled should be cleaned with naphtha, Stoddard solvent, kerosene or equivalent solvent

1 D -2 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L and dried off with dry air. W hen necessary to use a cloth on any part, it should be of a non-lint producing type. A lthough certain service operations can be performed w ithout completely removing the compressor from the vehicle, the operations described herein are based on bench over-haul with the com pressor removed from the vehicle. They have been prepared in sequence in order of accessibility of the components. Pad fender/skirt and secure com pressor near top of fender skirt with wire, rope, etc. when perform ing on-car service. W hen an A -6 or R-4 com pressor is removed from the vehicle for servicing, the am ount of oil remaining in the com pressor should be drained and measured. This oil should then be discarded and new 525 viscosity refrigerant oil

added to the com pressor (See Fig. ID-1, and “C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section). Should an A -6 compressor, it’s com pressor shaft seal or any other com ponent ever be removed for servicing because it was determ ined to be the cause of excessive signs of oil leakage in the A /C system, then the oil in the A -6 com pressor m ust be drained, m easured and replaced according to “C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section to determ ine oil loss. The accum ulator in this A -6 system then m ust also be removed - oil drained - measured, etc. according to same section. NOTICE: To avoid possible damage do not kink or place excessive tension on refrigerant lines or hoses.

M I N O R R E P A IR P R O C E D U R E S FOR T H E A - 6 COMPRESSOR THE FOLLOWING OPERATIONS TO THE A-6 COMPRESSOR CLUTCH PLATE AND HUB, PULLEY AND BEARING, AND COIL AND HOUSING ARE COVERED AS "MINOR" BECAUSE THEY M AY BE PERFORMED WITHOUT FIRST PURGING THE SYSTEM OR REMOVING THE COMPRESSOR from the vehicle. The Com pressor Shaft Seal assembly and Pressure Relief Valve may also be serviced without removing the com pressor from the vehicle but these operations are covered later in this section as “ M ajor R epair Procedures” because the system m ust first be purged of R efrigerant-12. Illustrations used in describing these operations show the com pressor removed from the vehicle only to more clearly illustrate the various operations.

are in need of service. Refer to the A IR C O N D IT IO N IN G section and Fig. ID-2 and Fig. ID-3 for inform ation relative to parts nom enclature and location. Removal and installation of external compressor com ponents and disassembly and assembly of internal com ponents m ust be performed on a clean workbench. The work area, tools, and parts must be kept clean at all times. P arts Tray J 9402 (Fig. ID -33) should be used for all A -6 internal compressor parts being removed, as well as for replacem ent parts.

A-6 C O M P R E SS O R CLUTCH PLATE A N D HUB A S S E M B L Y Remove 1. Place Holding Fixture J 9396 in a vise and clamp the com pressor in the Holding Fixture. 2. Keep clutch hub from turning with C lutch H ub H older J 25030 or J 9403, and remove locknut from end of shaft using Thin Wall Socket J 9399 (Fig. ID-3).

H I—PRESSURE R E LIE F V A L V E PROVIDES COMPRESSOR PROTECTION

NOTICE: To avoid internal damage to the compressor, DO N O T D R IV E O R PO U N D on the C lutch Plate and H ub assembly O R on the end of the shaft. If proper tools to remove and replace clutch parts are not used, it is possible to disturb the position of the axial plate (keyed to the main shaft), resulting in compressor dam age and seal leakage due to shifting of the crankshaft. O IL D R A IN PLUG (TORQUE TO 15 LB.FT.)

Fig. 1D-1 A-6 Compressor

3. Thread 9401 into hub. tighten center assembly (Fig.

C lutch Plate and H ub assembly Remover J H old body of Rem over with a wrench and screw to remove Clutch Plate and H ub ID-4).

4. Remove square drive key from shaft or drive plate W hen servicing the compressor, remove only the necessary com ponents that prelim inary diagnosis indicates

hub. 5. Inspect driven plate for cracks or stresses in the drive surface. Do not replace driven plate for a scoring condition (Fig. ID-5).

O-RING FRONT HEAD S H A F T SEAL ASSEMBLY /

j S E A L SE AT S E A L SE AT R E T A IN E R RING

O-RINGS

PRESSURE RELIE F VALVE

^

ABSO RB ENT SLEEVE SLEEVE R E T A IN E R

O-RING

^

O-RING

C LUT CH C O IL R E T A IN E R RING COMPRESSOR S H E L L

SUCTION SCREEN

CL UTCH C O IL A N D HOUSING AS SEMBLY

O IL D R A IN PLUG

INNER OIL PUMP G EAR O IL PICK-UP TUBE

LOCK N U T

BE ARING

J-

BE A R IN G R E T A IN E R

R EA R HEAD

P U L L E Y R E T A IN E R RING

OUTER O IL PUMP COVER

CLUTCH P L A T E A N D HUB A S SE M B LY

f

AIR

REA R DISC HAR GE V A L V E PLATE ASSEMBLY A X I A L PLATE

REAR SUCTION REED' BUSHING* / NEEDLE BE ARfN G

SHAFT LO CK N U T

SUCTION \ CROSSOVER COVER

REAR C Y L IN D E R H A L F

T H R U ST BEARING

TEFLO N PISTON RINGF RO NT C Y L IN D E R H A L F

/

SHOE DISC

NEEDLE BE ARING

T E F L O N RING TYPE PISTON T E F L O N PISTON RING S H A FT / DISCHARGE CROSSOVER TUBE

DO WE L PINS,

BUSHING F RO NT SUCTION REED

1D-3

F RO NT DISCHARGE V A L V E PLATE AS SE M B LY

OVERHAUL

T H R U S T RACES DISCHARGE CROSSOVER TUBE O-RING OR BUSHING

COMPRESSOR

BALL

CONDITIONING

Fig. 1D-2 Exploded View of A-6 Compressor

PULLEY I

1 D -4 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L SCORING OF D RIVE A ND D RIVE N PLATES IS N O R M A L DO NOT REPLACE FOR THIS CONDITION

Fig. 1D-5 A-6 Clutch Driven Plate and Drive Plate

If the frictional surface shows signs of damage due to excessive heat, the C lutch Plate and H ub and Pulley and Bearing should be replaced. Check further for the underlying cause of the damage (i.e. low coil voltage, coil should draw 3.2 am ps at 12 volts) binding of the com pressor internal m echanism (cylinder and shaft assembly), clutch air gap too wide (see Fig. 1D - 8), broken drive plate to hub asm. springs, etc.

Replace 1. Insert the square drive key into the hub of driven plate; allow it to project approxim ately 4.8mm (3 /1 6 ") out of the keyway. The key has a slight curve for interference fit into hub keyway. 2. Line up the key in the hub with keyway in the shaft (Fig. ID - 6). 3. Install the Drive Plate Installer J 9480-1 as illustrated. This Installer has a left hand thread on the body (Fig. ID-7). 4. Press the driven plate onto the shaft until there is approxim ately 2.4mm (3 /3 2 ") space between the frictional

faces of the C lutch D rive Plate and Pulley. M ake certain key remains in place when pressing hub on shaft. A zero thrust race is approxim ately 2.4mm (3/32") thick and may be used to roughly gage this operation. Use C lutch H ub H older J 25030 or J 9403 to hold Clutch Plate and H ub if necessary. 6. Using Thin-W all Socket J 9399 and C lutch H ub H older J 25030 or J 9403 to install a new shaft locknut. Tighten the nut to 19 to 35 N -m (14-26 lb.ft.) torque. A ir gap between the frictional faces should now be .6 to 1.4mm (.022" to .057") (Fig. ID - 8). If not, check for mispositioned key or shaft.

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

ID -5

N O T IC E : It is im portant that Puller Pilot J 9395 be used to prevent internal dam age to com pressor when removing pulley. U nder no circum stances should puller be used directly against threaded end of shaft.

5. Remove Pulley and Bearing Assembly, using Pulley Puller J 8433 (Fig. ID-10).

7. The pulley should now rotate freely. 8. O perate the refrigeration system in the M A X A /C control selector (mode) lever position and warm engine (off fast idle) speed at 2000 R PM . Rapidly cycle the com pressor clutch by turning the A /C control selector (mode) lever from O FF-to-M A X at least 15 times at approxim ately one second intervals to burnish the m ating parts of the clutch.

A-6 C O M P R E SS O R PULLEY A N D BEARING A S SE M B L Y Remove 1. Remove Clutch Plate and H ub assembly as described in “ A -6 Com pressor Clutch Plate and H ub A sm .” Removal procedure. 2. Remove pulley retainer ring, using Snap-Ring Pliers J 6435, Fig. ID-9. 3. Pry out absorbent sleeve retainer, and remove absorbent sleeve from com pressor neck. 4. Place Puller Pilot J 9395 over end of com pressor shaft.

Inspection Check the appearance of the Pulley and Bearing assembly (see Fig. ID -5). The frictional surfaces of the Pulley and Bearing assembly should be cleaned with trichloroethane, naphtha, Stoddard solvent, kerosene or equivalent solvent before reinstallation.

Replace 1. If original Pulley and Bearing assembly is to be reinstalled, wipe frictional surface of pulley clean. If frictional surface of pulley shows any indication of damage due to overheating, the Pulley and Bearing assembly should be replaced.

1 D -6 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L 2. Check bearing for brinelling, excessive looseness, noise, and lubricant leakage. If any of these conditions exist, bearing should be replaced. See “A -6 Com pressor Pulley Bearing” Replacem ent procedure. 3. Press or tap Pulley and Bearing assembly on neck of compressor until it seats, using Pulley and Bearing Installer J 9481 with Universal H andle J 8092 (Fig. I D - 11). The Installer will apply force to inner race of bearing and prevent damage to bearing if tool is installed on handle as shown.

3. Remove pulley bearing retainer ring with a small screwdriver or pointed tool (Fig. ID - 12). BEARING R E T A IN E R RING

BEARING

Fig. 1D-12 Removing A-6 Pulley and Bearing Retainer Ring

4. Place Pulley and Bearing assembly on inverted Support Block J 21352 and, using Pulley Bearing Remover J 9398 with Universal H andle J 8092, drive Bearing assembly out of pulley (Fig. ID - 13).

4. Check pulley for binding or roughness. Pulley should rotate freely. 5. Install retainer ring, using Snap Ring Pliers J 6435.

Replace

6. Install absorbent sleeve retainer in neck of compressor. Using sleeve from Seal Seat Rem over-Installer J 9393, install retainer so that outer edge is recessed . 8mm (1/32") from com pressor neck face. 7. Install C lutch Plate and H ub assembly as described in “ A -6 C om pressor C lutch Plate and H ub A sm .” Replacem ent procedure.

A-6 C OM P R E SS O R PULLEY BEARING Remove

1. Install new bearing in pulley using Pulley and Bearing Installer J 9481 with Universal H andle J 8092 (Fig. ID -14). The Installer will apply the force to the outer race of the bearing when tool is used as shown.

N O T I C E : D o not clean new bearing assembly with any type of solvent. Bearing is supplied with correct lubricant when assembled and requires no other lubricant at any time.

1. Remove Clutch Plate and H ub assembly as described in “A -6 Com pressor C lutch Plate and H ub A sm .” Removal procedure.

2. Install bearing retainer ring, making certain that it is properly seated in ring groove.

2. Remove Pulley and Bearing assembly as described in “A -6 Com pressor Pulley and Bearing A sm .” Removal procedure.

3. Install Pulley and Bearing assembly as described in “A -6 Com pressor Pulley and Bearing A sm .” Replacem ent procedure.

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1D -7

Fig. 1D-14 Installing Bearing on A-6 Pulley

4. Install Clutch Plate and H ub assembly as described in “A -6 Compressor Clutch Plate and H ub A sm .” Replacem ent procedure.

A-6 C O M P R E SS O R CLUTCH COIL A N D H O U S IN G A S SE M B L Y Rem ove 1. Remove Clutch Plate and H ub assembly as described in “Com pressor C lutch Plate and H ub A sm .” Removal procedure. 2. Remove Pulley and Bearing assembly as described in “A -6 Com pressor P rlley and Bearing A sm .” Removal procedure. N ote position of term inals on coil housing and scribe location on com pressor front head casting. 3. Remove coil housing retaining ring, using Snap-Ring Pliers J 6435 (Fig. ID -15). 4. Lift Coil and Housing assembly off com pressor front head.

2. Align locating extrusions on coil housing with holes in front head casting. 3. Install coil housing retainer ring with flat side of ring facing coil, using Snap-Ring Pliers J 6435. 4. Install Pulley and Bearing assembly as described in “A -6 Com pressor Pulley and Bearing A sm .” Replacement procedure.

Replace 1. Position coil and housing assembly on com pressor 5. Install Clutch Plate and H ub assembly as described front head casting so that electrical term inals line up with in “A -6 Com pressor Clutch Plate and H ub A sm .” m arks previously scribed on com pressor (Fig. ID - 16). Replacem ent procedure.

1 D -8 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

M A J O R A - 6 C O M P R E S S O R R E P A IR P R O C E D U R E S Service repair procedures to the Compressor Shaft Seal, Pressure Relief Valve, or disassembly of the Internal Compressor Cylinder and Shaft Assembly are considered "MAJOR" SINCE THE REFRIGERATION SYSTEM MUST BE COMPLETELY PURGED OF REFRIGERANT before proceeding and/or because major internal operating and sealing components of the compressor are being disassembled and serviced. Should an A -6 compressor, it’s com pressor shaft seal, or any other com ponent ever be removed for servicing because it was determ ined to be the cause of excessive signs of oil leakage in the A -6 A /C system, then the oil in the compressor m ust be drained, measured and replaced according to “ C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section to determ ine oil loss. The accum ulator in this A -6 system must then also be removed - oil drained - measured, etc. according to same section. W hen replacing the shaft seal assembly (Fig. ID -17), pressure relief valve (Fig. ID-23), even if the com pressor remains on the vehicle during the operation, it will be necessary to purge the system of refrigerant as outlined in the A ir Conditioning section (see “ Discharging, Adding Oil, Evacuating and Charging Procedures for C.C.O.T. A /C Systems”). The same holds true for any disassembly of the internal A -6 compressor cylinder and shaft assembly. If the A -6 Com pressor Internal Cylinder and Shaft Assembly is to be serviced or replaced, then the oil in the compressor m ust be drained, m easured and replaced according to “C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section to determ ine addition of proper oil quantity to new assembly. A clean workbench, preferably covered with a sheet of clean paper, orderliness in the work area and a place for all parts being removed and replaced is of great im portance, as is the use of the proper, clean service tools. Any attem pt to use make-shift or inadequate equipm ent may result in damage a n d /o r im proper com pressor operation. These procedures are based on the use of the proper service tools and the condition that an adequate stock of service parts is available. All parts required for servicing the internal com pressor are protected by a preservation process and packaged in a m anner which will eliminate the necessity of cleaning, washing or flushing of the parts. The parts can be used in the internal assembly just as they are removed from the service package. Piston shoe discs and shaft thrust races will be identified by “ num ber” on the parts themselves for reference to determ ine their size and dimension (see Fig. ID-41).

A-6 C OM P R E SS O R SH A FT SEAL SEAL LEAK D E TE C TIO N A SHAFT SEAL SHOULD NOT BE CHANGED BECAUSE OF AN OIL-LINE ON THE HOOD INSULATOR. The Seal is designed to seep some oil for lubrication purposes. Only change a Shaft Seal when a leak is detected by evidence of oil sprayed in LARGE AMOUNTS and then only after actual refrigerant leakage is determined by testing with a Leak Detector J 23400.

SH O U LD A N A -6 C O M PRESSO R SH A FT SEAL EV ER H A V E TO BE R E PL A C E D BECAUSE IT WAS D E T E R M IN E D TO BE THE CAUSE OF EXCESSIVE SIGNS OF OIL LEAKAGE IN T H E A /C SYSTEM, T H E N T H E O IL IN T H E A -6 C O M PRESSO R M UST BE D R A IN E D , m easured and replaced according to “C.C.O.T. Refrigerant Oil D istribution” in the A IR C O N D IT IO N IN G section to determ ine oil loss. T H E A C C U M U L A T O R IN TH IS A -6 SYSTEM MUST T H E N ALSO be removed - oil drained - measured, etc. according to same section.

SPECIFICATIO N PARTS SEAL

CARBON M A T E R IA L LARGE CHAMFER ON INSIDE D IA M E T E R .

SEAT

CERAM IC M A T E R IA L WITH POLISHED FACE.

O-RINGS

N EO PRENE,THUS CAPABLE OF G IV IN G HEAT RESISTANCE AN D LIF E EXPECTANCY.

Fig. 1D-17 Specification A-6 and R-4 Compressor Shaft Seal Kit

Remove 1. “ D ischarge the Refrigerant System” according to the discharging, adding oil, evacuating and charging procedures for C.C.O.T. A /C systems in the A ir Conditioning section. 2. Remove the clutch plate and hub assembly and shaft key as described in “A -6 Com pressor Clutch Plate and H ub A sm .” removal procedure. 3. Pry out the sleeve retainer and remove the absorbent sleeve. Remove the shaft seal seat retaining ring, using SnapRing Pliers J 5403. See Fig. ID -18. 4. Thoroughly clean inside of com pressor neck area surrounding the shaft, the exposed portion of the seal seat and the shaft itself. This is absolutely necessary to prevent any dirt or foreign material from getting into compressor. 5. Place Seal Protector J 22974 over the end of the shaft to prevent chipping the ceramic seat. Fully engage the knurled tangs of Seal Seat Rem over-Installer J 23128 into the recessed portion of the seal seat by turning the handle clockwise. Remove the Seal Seat from the compressor with a rotary-pulling motion (Fig. ID -19). D iscard the Seat. Do not tighten the handle with a wrench or pliers; however, the handle must be hand-tightened securely to remove the Seat.

6. W ith Seal Protector J 22974 still over the end of the shaft, set Seal Rem over-Installer J 9392 down over shaft

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 D -9

► O -R IN G IN S T A L L E R J -2 1 5 0 8

Retaining Ring

Fig. 1D-20 Replacing A-6 Seal and O-Ring

Inspection Seals should not be reused. Always use a new seal kit on rebuild (see Fig. ID - 17). Be extremely careful that the face of the Seal to be installed is not scratched or damaged in any way. M ake sure th at the Seal Seat and Seal are free of lint and dirt that could damage the seal surface or prevent sealing.

Replace 1. Coat the new seal seat O-ring in clean 525 viscosity refrigerant oil and assemble onto O-Ring Installer J 21508 (see Fig. IB-20).

end, turning clockwise, while pressing down, to engage Rem over tangs with the tabs on the Seal assembly. Then lift the Shaft Seal assembly out (see Fig. ID-20). Discard the Seal. 7. Remove and discard the seal seat O-ring from the com pressor neck, using O-Ring Rem over J 9533 (see Fig. I D -19).

8. Recheck the shaft and inside o f the com pressor neck for dirt or foreign m aterial and be sure these areas are perfectly clean before installing new parts.

2. Insert the O-Ring Installer J 21508 completely down into the com pressor neck until the Installer “bottom s.” Lower the movable slide of the O-Ring Installer to release the O-ring into the seal seat O-ring lower groove. (The com pressor neck top groove is for the shaft seal seal retainer ring.) R otate the Installer to seat the O-ring and remove Installer (See Fig. ID-21). 3. D ip the O-ring and seal face of the new Seal assembly into clean 525 viscosity refrigerant oil. Carefully m ount the Seal assembly to Seal Installer J 9392 by engaging the tabs of the Seal with the tangs of the Installer (Fig. ID-20). 4. Place Seal Protector J 22974 (Fig. ID-20) over end of com pressor shaft and carefully slide the new Seal assembly down onto the shaft. G ently twist the Installer J 9392 C LO CK -W ISE, while pushing the seal assembly down the shaft until the Seal assembly engages the flats on the shaft and is seated in place. Disengage the Installer by pressing dow nw ard and twisting counter-clockwise.

ID -1 0

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

'/^(APPROX.) S T R A IG H T E D G E W IR E GAUG E . 0 2 6 SH O U LD "GO" . 0 7 5 S H O U L D "N O T GO* OR SH O U LD '*JUST GO4 ■ABSORBENT S L E E V E S L E E V E R E TA IN E R S E A L SEAT R E T A IN E R R IN G SEAT R IN G

S E A L A SSEM B LY

204983

Fig. 1D-21 A-6 Compressor Shaft and Seal

5. A ttach the ceramic Seal Seat to the Seal Seat Rem over and Installer J 23128 and dip the ceramic Seat in clean 525 viscosity refrigerant oil to coat the seal face and outer surface. Carefully install the Seat over the com pressor shaft end and Seal Protector J 22974 and push the Seat into place with a rotary motion. Take care not to dislodge the seat O-ring. However, be sure Seal Seat makes a good seal with O-ring. Remove Installer J 23128 and Seal P rotector J 22974 (Fig. I D - 19).

6. Install the new seal seat retainer ring with its flat side against the Seal Seat, using Snap-Ring Pliers J 5403. See Fig. ID -18. Use the sleeve from Seal Seat Rem over-Installer J 9393 to press in on the seal seat retainer ring so th at it snaps into its groove. 7. Install Com pressor Leak Test Fixture J 9625 (Fig. ID-22) on rear head of com pressor and connect gage charging lines or pressurize suction side (low-pressure side) of com pressor on vehicle with R efrigerant-12 vapor to equalize pressure to the drum pressure. Tem porarily install the shaft nut and, with com pressor in horizontal position and oil sum p down, rotate the com pressor shaft in norm al direction of rotation several times by hand then leak test the Seal. Correct any leak found. Remove, discard and later replace the shaft nut.

8. Remove any excess oil, resulting from installing the new seal parts, from the shaft and inside the com pressor neck. 9. Install the new absorbent sleeve by rolling the m aterial into a cylinder, overlapping the ends, and then slipping the sleeve into the com pressor neck with the overlap tow ards the top of the compressor. W ith a small screwdriver

or sim ilar instrum ent, carefully spread the sleeve until the ends of the sleeve butt at the top vertical centerline. 10. Position the new metal sleeve retainer so th at its flange face will be against the front end of the sleeve. The sleeve from seal seat remove installer tool J 9393 may be used to install the retainer. Press and tap with a mallet, setting the retainer and sleeve into place (retainer should be recessed approxim ately . 8mm (1 /3 2 ") from the face of the com pressor neck). (See Fig. ID-21.) 11. Reinstall the Clutch Plate and H ub assembly as described in “A -6 Com pressor C lutch Plate and H ub A sm .” Replacem ent procedure. Some com pressor shaft seal leaks may be the result of m ispositioning of the axial plate on the compressor shaft. The mispositioning of the axial plate may be caused by im proper procedures used during pulley and driven plate removal, pounding, collisions or dropping the compressor. If the axial plate is mispositioned, the carbon face of the shaft seal assembly may not contact the seal seat and the rear thrust races and bearing may be damaged. To check for proper positioning of the axial plate on the shaft, remove the clutch driven plate and measure the distance between the front head extension and the flat shoulder on the shaft as shown in Fig. ID-21. To measure this distance, use a wire gage (the clearance should be between .7 and 1.9mm (.026" and .075")). If the shaft has been pushed back in the axial plate (measurem ent greater than 1.9mm (.075")), disassemble the com pressor and replace the shaft and axial plate assembly rear thrust races and thrust bearing. If there also appears to be too m uch or insufficient air gap between the drive and driven plates, dislocation of the shaft should be suspected. If the carbon seal is not seating against the seal seat, it will not be possible to completely “ Evacuate the System” as outlined under discharging, adding oil, evacuating and charging procedures for C.C.O.T. A /C systems in the A ir Conditioning section. 12. “A dd Oil, Evacuate and Charge System” (see discharging, adding oil, evacuating and charging procedures for C.C.O.T. A /C systems in the air conditioning section).

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

A-6 C OM P R E SS O R PRESSURE RELIEF VALVE W hen necessary to replace the Pressure Relief Valve located in the com pressor rear head casting (Fig. ID-23), the valve assembly should be removed after purging the system o f refrigerant. A new valve and O-ring coated with 525 viscosity refrigerant oil should be installed (see discharging, adding oil, evacuating and charging procedures for C.C.O.T. A /C systems in the air conditioning section).

A-6 C O M PR ESSO R INTER N A L M E C H A N IS M (CYLINDER A N D S H A F T A S M .) Service operations to the A -6 com pressor R ear Head or Internal M echanism (Cylinder and Shaft) of the com pressor should be perform ed with the system purged of refrigerant according to the discharging, adding oil, evacuating and charging procedures for C.C.O.T. A /C systems in the A ir Conditioning section. The com pressor m ust also be removed from the vehicle to insure that the necessary degree of cleanliness may be maintained. Additionally, ’’Com pressor C lutch Plate and Hub, Pulley and Bearing, Clutch Coil and Housing and Shaft Seal” Removal procedures, as described earlier in the O V E R H A U L section, all are to have been followed. Clean hands, clean tools and a clean bench, preferably covered with clean paper, are of extrem e im portance. An inspection should be made of the Internal M echanism (Cylinder and Shaft) assembly to determ ine if any service operations should be performed. A detailed inspection of parts should be m ade to determ ine if it is necessary to replace them.

1 D -1 1

oil drain plug down. Record the am ount of oil drained from the com pressor (See “ C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section). 3. Invert com pressor and Holding Fixture J 9396, with front end of com pressor shaft up, suction - discharge ports now facing downw ard (Fig. ID-24).

A dditional oil may drain from the com pressor at this time. All oil must be drained into a container so that total am ount can be measured. (SEE STEP 2 ABOVE.) A liquid measuring cup may be used for this purpose. D rained oil should then be discarded. 4. Remove four locknuts from threaded studs on com pressor shell and remove rear head. Tap uniformly around rear head if head is binding (Fig. ID-24). 5. Wipe excess oil from all sealing surfaces on rear head casting webs, and examine sealing surfaces (Fig. ID-25). If any damage is observed, the R ear Head should be replaced.

SUCTION SCEEN

SE ALIN G SURFACES REAR HEAD y S H E LL TO ------» " O ” RING

HEAD

O IL PUMP ROTORS

Removal Fig. 1D-25 A-6 Rear Head Removal

1. Before proceeding with disassembly, wipe exterior surface of compressor clean. 2. All oil in com pressor should be drained and measured. Assist draining by positioning com pressor with

6. Remove Suction Screen and examine for any damage or contam ination. Clean or replace if necessary.

1 D -1 2 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L 7. M ake an identifying m ark on exposed face of inner and outer Oil Pum p G ears and then remove gears. Identifying m arks are to assure that gears, if re-used, will be installed in identical position. 8. Remove and discard rear head to shell O-ring. 9. Carefully remove R ear Discharge Valve Plate assembly. Use two small screwdrivers under reed retainers to pry up on assembly (Fig. ID-26). Do not position screwdrivers between reeds and reed seats.

O IL PICK-UP TUBE REMOVER

J-5139 O IL PICK-UP TUBE

Fig. 1D-28 Removing A-6 Oil Pick-Up Tube

15. Lift F ront Head and Com pressor Shell Assembly up, leaving Internal Cylinder and Shaft Assembly resting on Internal Assembly Support Block. N O T IC E : To prevent damage to shaft, DO N O T T A P O N E N D O F C O M PRESSO R SH A FT to remove Internal Cylinder and Shaft Assembly. If Internal Assembly will not slide out of com pressor shell, tap on F ront H ead with a plastic ham m er.

Fig. 1D-26 Removing A-6 Rear Discharge Valve Plate

10. Exam ine Valve Reeds and Seats. Replace entire assembly if any reeds or seats are damaged. 11. Using two small screwdrivers, carefully remove R ear Suction Reed (Fig. ID-27). Do not pry up on horseshoe-shaped reed valves.

12. Examine reeds for damage, and replace if necessary. 13. Using Oil Pick-Up Tube Rem over J 5139 (Fig. 1D28), remove Oil Pick-U p Tube. Remove O-ring from oil inlet. 14. Loosen com pressor from Holding Fixture J 9396, place Internal Cylinder and Shaft Assembly Support Block J 21352 over oil pum p end of shaft and, while holding Support Block in position with one hand, lift com pressor from Holding Fixture with other hand. Invert com pressor (shaft will now be facing upw ard) and position on bench with Internal Assembly Support Block resting on bench.

16. Rest com pressor shell on its side and push Front H ead assembly through Com pressor Shell, being careful not to damage sealing areas on inner side of front head. Discard O-ring. It may be necessary to tap on outside of front head, using a plastic ham m er, to overcome friction of O-ring seal between front head and compressor shell. 17. W ipe excess oil from sealing surfaces on front head casting webs and examine sealing surface. If any surface damage is observed, the head should be replaced. 18. Remove F ront Discharge Valve Plate assembly and F ront Suction Reed Plate. Examine reeds and seats. Replace necessary parts. 19. Remove Suction Cross-Over Cover by prying with screw driver between cylinder casting and cover (Fig. 1D29).

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 D -1 3

20. Examine Internal Cylinder and Shaft Assembly for any obvious damage. If Internal Assembly has sustained m ajor damage, due to loss of refrigerant or oil, it may be necessary to use the Service Internal Cylinder and Shaft Assembly rather than replace individual parts.

A-6 CO M PR ESSO R INTERNAL CYLINDER A N D SH A FT A S M Disassembly Use Parts Tray J 9402 (Fig. ID-33) to retain com pressor parts during disassembly. 1. Remove Internal Cylinder and Shaft Assembly from com pressor as described in “A -6 Com pressor Internal M echanism (Cylinder and Shaft A sm .)” Removal procedure. 2. Identify by pencil m ark, or some other suitable means, each piston num bering them as 1, 2 and 3 (Fig. 1D30).

Fig. 1D-31 Separating A-6 Cylinder Halves

а. Inspect the Teflon piston rings for nicks, cuts or metal particles imbedded in exposed ring surface and replace the piston rings as required if either condition exists. See “ A -6 Teflon Piston R ing” Replacement procedure. б. Remove and discard the piston shoe discs. 7. Remove and examine piston balls, and if satisfactory for re-use, place balls in No. 1 com partm ent of Parts Tray J 9402 (Fig. ID-33). 8. Place piston in No. 1 com partm ent of Parts Tray J 9402, with notch in casting web at front end of piston (Fig. ID -32) into the dimpled groove of Parts Tray com partm ent.

N um ber the piston bores in the front cylinder half in like m anner, so that pistons can be replaced in their original locations. 3. Separate cylinder halves, using a wood block and m allet (Fig. ID-31). M ake certain th at discharge cross-over tube does not contact axial plate when separating cylinder halves (a new Service Discharge Cross-Over Tube will be installed later - see Step 5 of Internal Cylinder and Shaft Assembly procedure). N O T IC E : UNDER NO C IR C U M STA N C ES SH O U LD SH A FT BE ST R U C K A T E IT H E R EN D in an effort to separate upper and lower cylinder halves because the shaft and the axial plate could be damaged.

4. Carefully remove the R ear H alf of the cylinder from the pistons and set the F ront Cylinder Haif, with the piston, shaft and axial plate in Com pressing Fixture J 9397. 5. Pull up on com pressor shaft and remove piston previously identified as No. 1, with balls and shoe discs, from axial plate.

9. Repeat Steps 5 through 9 for Pistons No. 2 and No. 3. 10. Remove rear com bination of thrust races and thrust bearing from shaft. D iscard races and bearing. 11. Remove shaft assembly from front cylinder half. If the Discharge Cross-Over Tube remained in the front cylinder half, it may be necessary to bend discharge cross­ over tube slightly in order to remove shaft.

1 D -1 4 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L with bearing identification m arks up. Use Needle Bearing Installer J 9432 and drive bearing into cylinder head (Fig. ID-35 until Installer “bottom s” on the cylinder face. Two different width needle bearings are used in Production compressors - a 13mm (1 /2 ") size and a 16mm (5 /8 ") size. The bearings are interchangeable. Service replacement bearings are all 12.7mm (1/2").

12. Remove front com bination of thrust races and bearing from shaft. D iscard races and bearing (Fig. ID-34).

13. Exam ine surface of Axial Plate and Shaft. Replace as an assembly, if necessary. A certain am ount of shoe disc wear on axial plate is norm al, as well as some markings indicating load of needle bearings on shaft. 14. Remove Discharge Cross-Over Tube from cylinder half, using self-clamping pliers. This is necessary only on original factory equipment, as ends of the tube are swedged into cylinder halves. The discharge cross-over tube in Internal C ylinder and Shaft Assemblies that have been previously serviced have an Oring and bushing at each end of the tube, and can be easily removed by hand (see Fig. ID-53). 15. Exam ine piston bores and needle bearings in front and rear cylinder halves. Replace front and rear cylinders if any cylinder bore is deeply scored or damaged. 16. Needle bearings may be removed if necessary by driving them out with special Thin-W all Socket J 9399. Insert socket in hub end (inner side) of cylinder head and drive bearing out. To install needle bearing, place cylinder half on Support Block J 21352, and insert bearing in end o f cylinder head

17. W ash all parts to be re-used with trichloroethane, naphtha, Stoddard solvent, kerosene, or a similar solvent. A ir-dry parts using a source of clean, dry air. A -6 com pressor internal com ponents may be identified by referring to Fig. ID-2.

A-6 C O M R E S SO R IN TER N A L C YLINDER A N D SH A FT A S M Gaging Operation 1. Install Compressing Fixture J 9397 on Holding Fixture J 9396 in vise. Place front cylinder half in Compressing Fixture, flat side down. F ront cylinder half has long slot extending out from shaft hole. “ Legs” of front cylinder half will be pointed upward. 2. Secure from Service parts stock four zero thrust races, two thrust bearings and three zero shoe discs. 3. Now install a zero thrust race, then one thrust bearing, and a second zero thrust race onto front end of com pressor shaft. 4. Insert threaded end of axial shaft through needle bearing in front cylinder half, and allow thrust race and bearing assembly (race-bearing-race) to rest on hub of cylinder.

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 D -1 5

5. Now install a zero thru st race on rear end of 8. R otate shaft and axial plate until high point of axial com pressor axial shaft (Fig. ID-36), so that it rests on hub plate is over the No. 1 Piston cylinder bore. of axial plate. Then add one thrust bearing and a second zero 9. Lift the axial shaft assembly up a little out of front thru st race onto shaft. cylinder half and hold front thrust race and bearing A t this point, both front end and rear end of axial shaft assembly (“ zero” race-bearing-“ zero” race) against axial will have a stack-up of one zero race-one bearing-one zero plate hub. race. 10. Position No. 1 Piston over No. 1 cylinder bore (notched end of piston being on bottom and piston straddling axial plate) and lower the shaft to allow No. 1 Piston to drop into its bore (Fig. ID-38). If ball and shoe THRUST BEARING will not remain in front socket of piston during assembly use a light sm ear of petrolatum on the piston and shoe ball socket surfaces. THR UST RACE COMPRESSING F IX TU R E J-9397

FRONT C Y LIN D E R H A LF

REAR NEEDLE THRUST BEARING AND "Z E R O "T H R U S T RACES

PISTON D R IV E B A L L O N LY A T REAR

HO LD IN G F IX T U R E J-9396

Fig. 1D-36 Installing A-6 Rear Thrust Races and Bearings

6. Lubricate ball pockets of the No. 1 Piston with 525 viscosity refrigerant oil and place a ball in each socket. Use balls previously removed if they were considered acceptable for re-use. 7. Lubricate cavity of a zero shoe disc with 525 viscosity refrigerant oil and place shoe disc over ball in front end of piston (Fig. ID-37). F ront end of piston has an identifying notch in casting web (Fig. ID-32).

NOTICE: Exercise care in handling the Piston and Ring Assembly, particularly during assembly into and removal from the cylinder bores to prevent damage to the Teflon piston rings. Shoe discs should not be installed on rear of piston during following “G aging” operation.

FRONT C Y LIN D E R

B A L L AN D "Z E R O "S H O E DISC A T FRO NT

Fig. 1D-38 Installing A-6 Piston During Gaging Operation

11. Repeat Steps 6 through 10 for Pistons No. 2 and No. 3. 12. Now install rear cylinder half onto pistons, aligning cylinder with discharge cross-over tube hole in front cylinder half. Tap into place using a plastic m allet or piece of clean wood and ham m er (Fig. ID-39). 13. Position discharge cross-over tube opening between a pair of Compressing Fixture J 9397 bolts to perm it access for feeler gage. 14. Install top plate on Compressing Fixture J 9397. Tighten nuts to 20 N • m (15 lb. ft.) torque using a 0-60 N • m (0-25 lb.ft.) torque wrench.

Gaging Procedure (Steps 15 thru 18) The gaging operations which follow have been worked out on a simple basis to establish and provide necessary running tolerances. Two gaging procedures are necessary. The first is made to choose the proper size shoe discs to provide, at each piston, a .04 to .06mm (.0016" to .0024") total preload between the seats and the axial plate at the tightest place through the 360-degree rotation of the axial plate. The bronze shoe discs are provided in .01mm (.0005") variations, including a basic Z E R O shoe. The second, perform ed at the rear shaft thrust race and bearing stack-up, is designed to obtain .06 to .08mm (.0025" to .0030") preload between the hub surfaces of the axial plate and the front and rear hubs of the cylinder. A total

1 D -1 6 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

of 14 steel thrust races, including a basic Z E R O race, are provided in increm ents of .01mm (.0005") thickness to provide the required fit. Feeler and Tension Gage Set J 9564-01 or J 9661-01 may be used for gaging proper shoe disc size. Feeler Gage Set J 9564-01 or D ial Indicator Set J 8001 may be used to determ ine proper thrust race size. P roper selection of thru st races and ball seats is of extreme importance. 15. M easure clearance between rear ball of No. 1 Piston and axial plate, in following manner: a. Select a suitable combination of well-oiled Feeler Gage leaves to fit snugly between ball and axial plate. b. A ttach Tension Gage J 9661-3 to the feeler gage. A distributor point checking scale or Spring Scale J 544 may be used. c. Pull on Spring Scale to slide Feeler Gage stock out from between ball and axial plate, and note reading on Spring Scale as Feeler Gage is removed (Fig. ID-40). Reading should be between 4 and 8 ounces. d. If reading in Step “c” above is under 4 O R over 8 ounces, reduce or increase thickness of Feeler Gage leaves and repeat Steps a. through c. above until a reading of 4 to 8 ounces is obtained. Record the clearance between ball and axial plate that results in the desired 4 to 8 ounce pull on Spring Scale. 16. Now rotate shaft 120° and repeat Step 15 between this same No. 1 Piston R ear Ball and axial plate. Record this measurem ent. If shaft is hard to rotate, install shaft nut onto shaft and turn shaft with wrench.

17. R otate shaft an o th e r 12(P and again rep e at Step 15 betw een th ese sam e p arts and rec o rd m easurem ents. 18. Select a “num bered” shoe disc corresponding to m inim um feeler gage reading recorded in the three checks just made above. (See example in Fig. ID-42). Place the selected shoe discs in Parts Tray J 9402 com partm ent corresponding to Piston No. 1 and Rear Ball pocket position. Shoe discs are provided in .01mm (.0005") (one-half thousandths) variations. There are a total of 11 sizes available for field servicing. All shoe discs are marked with the shoe size, which corresponds to the last three digits of the piece part number. (See Shoe Disc Size C hart in Fig. ID-41.) Once a proper selection of the shoe has been made, the m atched com bination of shoe disc to rear ball and spherical cavity in piston m ust be kept in proper relationship during disassembly after Gaging operation, and during final assembly into the Internal Cylinder and Shaft Assembly. 19. Repeat in detail the same Gaging Procedure outlined in Steps 15 through 18 for Piston No. 2 and No. 3. 20A. M ount Dial Indicator J 8001 on edge of Compressing Fixture J 9397 with Clam p J 8001-1 and Sleeve J 8001-2 (Fig. ID-43). Position Dial Indicator on rear end of axial shaft and adjust to “zero.” From bottom , apply full hand-force at end of shaft a few times before reading clearance. This will help squeeze the oil out from /betw een m ating parts. Now push upw ard again and record measurement. Dial Indicator increments are .03mm (.001"); therefore, reading m ust be estimated to nearest .01mm (.0005".).

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

SHOE DISC

1 D -1 7

THRUST BEARING RACE

PART NO. ENDING IN

ID E N T IF IC A T IO N STAMP

M IN .F E E L E R GAGE READING

PART NO. ENDING IN

ID E N TIFIC A TIO N STAMP

D IA L INDICATOR READING

000 175 180 185 190 195 200 205 210 215 220

0 17-1/2 18 18-1/2 19 19-1/2 20 20-1/2 21 21-1/2 22

.0000 .0175 .0180 .0185 .0190 .0195 .0200 .0205 .0210 .0215 .0220

000 050 055 060 065 070 075 080 085 090 095 100 105 110 115 120

0 5 5-1/2 6 6-1/2 7 7-1/2 8 8-1/2 9 9-1/2 10 10-1/2 11 11-1/2 12

.0000 .0050 .0055 .0060 .0065 .0070 .0075 .0080 .0085 .0090 .0095 .0100 .0105 .0110 .0115 .0120 200913

Fig. 1D-41 Available A-6 Service Shoes and Thrust Races

P O S IT IO N 1

SELECT

P O S IT IO N

P O S IT IO N

2

3

A N D U SE SHOE N O .

P IS T O N N O . 1

.0 1 9 "

.0 1 9 5 "

.0 1 9 "

19

P IS T O N N O . 2

.0 2 0 "

.0 2 0 "

.0 2 0 "

20

P IS T O N N O . 3

.0 2 1 "

.0 2 1 "

.0 2 2 "

21

200914

Fig. 1D-42 Selection of Proper A-6 Shoe Disc

20B. An alternate m ethod of selecting a proper race is to use Gage Set J 9661-01 selecting a suitable feeler gage leaf until the result is a 4 to 8 ounce pull on the scale between the rear thrust bearing and upper (which also happens to be the outer rear) thrust race (Fig. ID-44). If the pull is just less than 4 ounces, add .01mm (.0005") to the thickness of the feeler stock used to m easure the clearance. If the pull on the scale reads just over 8 ounces, then subtract .01 mm (.0005") from the thickness of the feeler stock. 21. F o r either m ethod used, select a thrust race with a “num ber” corresponding to two ( 2) full sizes larger than D ial Indicator or Feeler Gage m easurem ent of the am ount of end play shown. (If m easurem ent is .17mm (.007"), select a N o.9 or 090 race.) Place thru st race in right-hand slot at bottom center of parts tray J 9402.

Fig. 1D-43 Gaging A-6 Rear Thrust Race

ID -1 8

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

CHECKING FOR REAR D TH RUST ^ AND RACE THICKNESS

FR O N T T H R U S T GIVES PROPER HEAD C LEAR AN C E

ru-i CHECKING FOR SHOE THICKNESS “ X”

204980 Fig. 1D-44 Checking A-6 Piston and Shaft End Play

Fifteen (15) thrust races are provided in increm ents of .01 mm (.0005") (one-half thousandths) thickness and one ZER O gage thickness, providing a total of 16 sizes available for field service. The thrust race “ num ber” also corresponds to the last three digits of the piece part number. See T hrust Race Size C hart in Fig. ID-41. 22. Remove nuts from top plate of Compressing Fixture J 9397, and remove top plate. 23. Separate cylinder halves while unit is in Fixture. It may be necessary to use a wooden block and mallet. 24. Remove R ear Cylinder H alf and carefully remove one piston at a tim e from axial plate and front cylinder half. D o not lose the relationship of the front ball and shoe disc and rear ball. Transfer each piston, ball and shoe disc to its proper place in Parts Tray J 9402. 25. Now remove rear outer zero thrust race (it will be on top) from shaft and install the thrust race just selected in Steps 20 and 21 that is presently setting in the right-hand slot at bottom center of Parts Tray J 9402. The removed zero thrust race may be put aside for re­ use in additional Gaging or rebuilding operations.

A-6 C O M P R E SS O R CYLINDER A N D S H AFT A SSE M B LY A-6 Teflon Piston Ring Replacement The Teflon piston ring installing, sizing and gaging tools are shown in Fig. ID-45. 1. Remove the old piston rings by carefully slicing through the ring with a knife or sharp instrum ent, holding the blade almost flat with the piston surface. Be careful not to damage the alum inum piston or piston groove in cutting to remove the ring. Exercise personal care in cutting the piston ring for removal to prevent injury. 2. Clean the piston and piston rin g grooves w ith trichloroe thane , naphtha, Stoddard solvent, kerosene o r equivalent solvent and b lo w the piston d ry w ith D R Y air. 3. Set the piston on-end on a clean, flat surface and install the Ring Installer G uide J 24608-2 on the end of the piston (Fig. ID-46).

4. Install a Teflon ring on the Ring Installer G uide J 24605-2 as shown in Fig. ID-47, with the dished or dull-side down and glossy-side up. 5. Push the Ring Installer J 24608-5 down over the Installer G uide J 24608-2 to install the Teflon ring in the piston ring groove (Fig. ID-47). If the Teflon ring is slightly off position in the ring groove, it can be positioned into place by fingernail or blunt-edged tool th at will not damage the piston. The Ring Installer J 24608-5 will retain the Installer Guide J 24608-2 internally when the Teflon ring is installed on the piston. Remove the Installer G uide from the Ring Installer and do not store the installer guide in the ring installer, as the Ring Installer Segment Retainer O-Ring J 24608-3 will be stretched and possibly weakened during storage. This could result in the O-Ring J 24608-3 not holding the Ring Installer segments tight enough to the Installer G uide J 24608-2 to properly install the Teflon ring on the piston. 6. Lubricate the piston ring area with 525 viscosity refrigerant oil and rotate the Piston and Ring Assembly into the Ring Sizer J 24608-6 at a slight angle (Fig. ID-48). R otate the piston, while pushing inward, until the piston is inserted against the center stop of the Ring Sizer J 23608-6. N O T IC E : DO N O T push the Piston and Ring Assembly into the Ring Sizer J 24608-6 w ithout proper positioning and rotating as described above, as the ends of the needle bearings of the Ring Sizer may damage the end of the piston.

7. R otate the Piston and Ring Assembly in the Ring Sizer J 24608-6 several complete turns, until the Assembly rotates relatively free in the Ring Sizer (Fig. ID-48). 8. Remove the Piston and Ring Assembly, wipe the end of the piston and ring area with a clean cloth and then push the Piston and Ring Assembly into the Ring Gage J 24608-1 (Fig. ID-49). The piston should go through the Ring Gage with a 2 to 8 lb. force or less w ithout lubrication. If not, repeat Steps 6 and 7. 9. Repeat the procedure for the opposite end of the piston (Fig. ID-50). N O T IC E : DO N O T lay the piston down on a dirty surface where dirt or metal chips might come into contact and become imbedded in the Teflon ring surface.

10. Lubricate both ends of the piston with 525 viscosity refrigerant oil before inserting the piston into the cylinder bore. N O T IC E : Reasonable care should be exercised in installing the piston into the cylinder bore to prevent damage to the Teflon ring.

A-6 C O M P R E SS O R IN TE R N A L CYLINDER A N D SH A FT A S M . Assembly A fter properly performing the “Gaging Procedure,” choosing the correct shoe discs and thrust races, and

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1D -19

J-24608-2 RING IN S T A L L E R G UIDE

J-24608-1 PISTON RING GAGE

Fig. 1D-45 A-6 Teflon Piston Ring Installing, Sizing and Gaging Tools TEFLO N PISTON RING

IN S T A LLE R GUIDE

Fig. 1D-46 A-6 Teflon Piston Ring Positioned on Ring Installer Guide

Fig. 1D-47 Installing A-6 Teflon Piston Ring

installing any needed Teflon piston rings, the cylinder 2. A pply a light sm ear of petroleum jelly to the shoe assembly may now be reassembled. Be sure to install all new discs and piston ball sockets and install all balls and shoe seals and O-rings. All are included in the com pressor Odiscs in their proper place in the piston assembly. Ring Service Kit. 3. R otate the axial plate so that the high point is above Assembly procedure is as follows: cylinder bore No. 1. 1. Support the front half o f the cylinder assembly on a. Carefully assemble Piston No. 1, complete with ball Com pressing Fixture J 9397. Install the shaft and axial and “zero” shoe disc on the front and ball and “num bered” plate, threaded end down, with its front bearing race pack shoe disc on the rear, over the axial plate. (Z E R O race-bearing-ZERO race), if this was not already done at the end of the “G aging Procedure.” Install rear b. H old front thrust bearing pack tightly against axial bearing race pack (Z E R O race-bearing-N U M B ER ED plate hub while lifting shaft and axial plate to install piston race). asm.

ID -2 0

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

"S E L E C T E D " REAR SHOE DISC

"S E L E C T E D " REAR THRUST RACE

THR U ST BEARING "Z E R O " THRUST RACES L IF T SHAFT UPWARD AND HO LD THE T HRUST RACES AN D BEARING AG A IN S T HUB OF A X IA L PLATE.

Tool

"Z E R O "F R O N T SHOE DISC

THRUST BE AR IN G

Fig. 1D-51 Installing 1st A-6 Piston Assembly Into Front Cylinder Half

c. Insert the Piston Assembly into the Front Cylinder H alf (Fig. ID-51). 4. Repeat this operation for Pistons No. 2 and No. 3 (Fig. ID-52). 5. W ithout installing any O-rings or bushings, assemble one end of the new Service Discharge Cross-Over Tube into the hole in the front cylinder half (Figs. ID-53 and ID-54). Be sure the flattened portion of this tube faces the inside of the com pressor to allow for axial plate clearance (Fig. ID-54).

6. Now rotate the shaft to position the pistons in a stair-step arrangem ent; then carefully place the R ear Cylinder H alf over the shaft and start the pistons into the cylinder bore (Fig. ID-55).

7. W hen all three Piston a rd Ring assemblies are in their respective cylinders, align the end of the discharge cross-over tube with the hole in the rear half of the cylinder.

8. W hen all parts are in proper alignment, tap with a clean wooden block and mallet to seat the rear half of the cylinder over the locating dowel pins. If necessary, clamp the cylinder in Compressing Fixture J 9397, to complete drawing the cylinder halves together. 9. Generously lubricate all moving parts with clean 525 viscosity refrigerant oil and check for free rotation of the parts.

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1D -21

10. Replace the Suction Cross-Over Cover (Fig. 1D56). Com press the cover as shown to start it into the slot, and then press or carefully tap it in until flush on both ends.

A-6 C OM P R E SS O R IN TER N A L CYLINDER A N D S H A F T A S M Re-Install 1. Place Internal Cylinder and Shaft Assembly on Internal Assembly Support Block J 21352,with rear-end of shaft in Support Block hole. 2. Now install new O-ring and bushing in front-end of discharge cross-over tube (Fig. ID-57). The O-ring and bushing are Service parts only for Internal Cylinder and Shaft Assemblies that have been disassembled in the field (Also see Fig. ID-53). 3. Install new dowel pins in front cylinder half, if previously removed. 4. Install F ront Suction Reed Plate on front cylinder half. Align with dowel pins, suction ports, oil return slot, and discharge cross-over tube (Fig. ID-58). 5. Install F ront Discharge Valve Plate assembly (it has a large diam eter hole in the center), aligning holes with dowel pins and proper openings in front suction reed plate (Fig. ID -59 and Fig. ID-60.)

6. Coat sealing surfaces on webs of com pressor front head casting with clean 525 viscosity refrigerant oil. 7. D eterm ine exact position of Front Head casting in relation to dowel pins on Internal Cylinder and Shaft Assembly. M ark position of dowel pins on sides of F ront Head assembly and on sides of Internal Cylinder and Shaft Assembly with a grease pencil. Carefully lower F ront Head casting into position (Fig. ID-61), making certain that sealing area around center bore of head assembly does not contact shaft as head assembly is lowered. D o not rotate head assembly to line up with dowel pins, as the sealing areas would then contact the reed retainers.

1 D -2 2 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

Fig. 1D-57 Installing O-Ring On A-6 Discharge Cross-Over Tube

Fig. 1D-58 Installing A-6 Front Suction Reed

Fig. 1D-59 Installing A-6 Front Discharge Valve Plate

8. Generously lubricate new O-ring and angled groove at lower edge of front head casting with 525 viscosity refrigerant oil and install new O-ring into groove (Fig. 1D62). 9. Coat inside machined surfaces of com pressor shell with 525 viscosity refrigerant oil and position shell on Internal Cylinder and Shaft Assembly, resting on J21352 support block. 10. Using flat-side of a small screwdriver, gently position O-ring in around circum ference of Internal Cylinder and Shaft Assembly until Com pressor Shell slides down over Internal Cylinder and Shaft Assembly. As shell

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 D -2 3

Fig. 1D-63 Installing A-6 Compressor Shell

slides down, line up oil sum p with oil intake tube hole (Fig. ID-63). 11. Holding Support Block J 21352 with one hand, invert Internal Cylinder and Shaft Assembly and place back into Holding Fixture J9396 with front end of shaft now facing downward. Remove Support Block. 12. Install new dowel pins in rear cylinder half, if previously removed. 13. Install new O-ring in oil pick-up tube cavity. 14. Lubricate Oil Pick-U p Tube with 525 viscosity refrigerant oil and install into cavity, rotating com pressor m echanism to align tube with hole in shell baffle (Fig. 1D64). 15. Now install new O-ring and bushing on rear-end of discharge cross-over tube (See Fig. ID-53). 16. Install R ear Suction Reed over dowel pins, with slot tow ards sump. 17. Install R ear Discharge Valve Plate assembly over dowel pins, with reed retainers UP. 18. Position Inner Oil Pum p G ear over shaft with previously applied identification m ark UP. 19. Position O uter Oil Pum p G ear over inner gear with previously applied identification m ark up and, when standing facing oil sump, position outer gear so that it meshes with inner gear at the 9-o’clock position. The resulting cavity between gear teeth is then at 3-o’clock position (Fig. ID-65). 20. Generously oil R ear D ischarge Valve Plate assembly with 525 viscosity refrigerant oil around outer edge where large diam eter O-ring will be placed. Oil the valve reeds, pum p gears, and area where sealing surface will contact R ear Discharge Valve Plate.

21. Using the 525 oil, lubricate new head to-shell O-ring and install on rear discharge valve plate, in contact with shell (Fig. ID - 66). 22. Install Suction Screen in rear head casting, using care not to damage screen. 23. Coat sealing surface on webs of com pressor rear head casting with 525 viscosity refrigerant oil. 24. Install R ear H ead assembly over studs on com pressor shell. The two lower threaded compressor m ounting holes should be in alignm ent with the compressor sump. M ake certain that suction screen does not drop out of place when lowering rear head into position (Fig. ID-67).

1 D -2 4 A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L C A V IT Y BETWEEN

Fig. 1D-65 Positioning A-6 Oil Pump Gears

Fig. 1D-67 Installing A-6 Rear Head

If R ear Head assembly will not slide down over dowels in Internal Cylinder and Shaft Assembly, twist Front Head assembly back-and-forth very slightly by-hand until R ear Head drops over dowel pins (Fig. ID-67). 25. Install nuts on threaded shell studs and tighten evenly to 34 N*m (25 lb. ft.) torque using a 0-60 N -m (0-50 lb. ft.) torque wrench. 26. Invert com pressor in Holding Fixture and install com pressor Shaft Seal as described in “A -6 Com pressor Shaft Seal” Replacem ent procedure. 27. Install com pressor C lutch Coil and Housing assembly as described in “A -6 Com pressor C lutch Coil and Housing A sm .” Replacement procedure. 28. Install com pressor Pulley and Bearing assembly as described in “ A -6 Com pressor Pulley and Bearing” Replacem ent procedure. 29. Install com pressor C lutch Plate and H ub assembly as described in “A -6 Com pressor Clutch Plate and H ub A sm .” Replacem ent procedure. 30. A dd required am ount of 525 viscosity refrigerant oil (see “C.C.O.T. Refrigerant Oil D istribution” in the A ir Conditioning section). 31. Check for external and internal leaks as described in the following “A -6 Com pressor Leak Testing” procedure found at the end of this over-haul section. 32. “ Evacuate and charge the refrigerant system” according to the Discharging, Adding Oil, Evacuating and Charging Prcoedures for C.C.O.T. A /C Systems in the A ir Conditioning section.

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

A-6 C O M P R E SS O R LEAK TESTING (EXTERNAL A N D INTERNAL)

1 D -2 5

12. Connect the Charging Station high pressure line or a high pressure gage and Gage Adapter J 5420 to the Test Plate J 9625 high side connector. B e n c h -C h e c k P ro c e d u re 13. Attach an Adapter J 5420 to the suction or low pressure port of the Test Plate J 9625 to open the schrader1. Install Test Plate J 9625 on Rear Head of type valve. compressor. Oil will drain out of the compressor suction port 2. Attach center hose of Manifold Gage Set on adapter if the compressor is positioned with the suction port Charging Station to a refrigerant drum standing in an downward. upright position and open valve on drum. 14. Attach the compressor to the J 9396 Holding 3. Connect Charging Station high and low pressure Fixture. Clamp the compressor Holding Fixture in a lines to corresponding fittings on Test Plate J 9625, using vise so that the compressor can be manually turned with a J 5420 Gage Adapters if hoses are not equipped with valve wrench. depressors. 15. Using a wrench, rotate the compressor crankshaft • Suction port (low-side) o f compressor has large or drive plate hub 10-complete revolutions at a speed of internal opening. Discharge port (hi-side) has smaller approximately one-revolution per second. internal opening into compressor. Turning the compressor at less than one-revolution per 4. Open low pressure control, high pressure control and second can result in a lower pump-up pressure and refrigerant control on Charging Station to allow refrigerant disqualify a good pumping compressor. vapor to flow into compressor. 16. Observe the reading on HIGH pressure gage at the 5. Using a Leak Detector, check for leaks at Pressure completion of the tenth revolution of the compressor. The Relief Valve, compressor Shell to cylinder, compressor front pressure reading for a good pumping compressor should be head seal, and compressor Shaft Seal. After checking, shut off low pressure control and high pressure control on 413.7 kPa (60 P.S.I.) or above for the A-6 Charging Station. compressor. A pressure reading of less than 344.75 kPa (50 p.s.i.) for the A-6 would indicate one or more 6. If an external leak is present, perform the necessary suction and/or discharge valves leaking, an internal leak, corrective measures and recheck for leaks to make certain or an inoperative valve and the compressor should be the leak has been corrected. disassembled and checked for cause of leak. Repair as 7. Loosen the Manifold Gage hose connections to the needed, reassemble and repeat the pump-up test. Externally Gage Adapters J 5420 connected to the low and high sides leak test. and allow the vapor pressure to release from the compressor. 17. When the pressure pump-up test is completed, 8. Disconnect both Gage Adapters J 5420 from the Test release the air pressure from the HIGH side and remove the Plate J 9625. Gage Adapters J 5420 and Test Plate J 9625. 9. Rotate the complete compressor assembly (not the 18. Remove oil charge screw and drain the oil sump. crankshaft or drive plate hub) slowly several turns to distribute oil to all cylinder and piston areas. 19. Allow the compressor to drain for 10 minutes, then 10. Install a shaft nut on the compressor crankshaft if charge with the proper amount of oil. The oil may be poured the drive plate and clutch assembly are not installed. into the suction port. 11. Using a box-end wrench or socket and handle, If further assembly or processing is required, a shipping rotate the compressor crankshaft or clutch drive plate on plate or Test Plate J 9625 should be installed to keep out the crankshaft several turns to ensure piston assembly to air, dirt and moisture until the compressor is installed. cylinder wall lubrication.

1 D -2 6

A IR C O N D IT IO N IN G C O M P R E S S O R O V E R H A U L

1 s 7

>

0

f .

8

10 11

I 17

12

15

l^ r l_J Uj i—I Lli l J u g (i u q q y y o c y

d

o 19

25

20

G u

26 27

28

29

.

1

2. 3. 4. 5.

9.

J 23500 J 24095 J 5453 J 8433 J 9395 ■J 9393-1 'J 9393-2 9 4 5 9 -----7/16' "J 25499— 3 /8 "-J 5 4 2 0 ---- 7/16' "J 25498— 3 /8 "J 23595

10.

J 6271-01

11.

J 5421-02

Charqmg Station Oil Inducer Goqgles Puller Puller Pilot Seal Seat Remover + Installer —20’ 9 0 ° Gauge Line 24 Adapter - 2 0 Straight Gauge Line 24 Adapter Refrigerant Can Valve (Side-T ap) Refrigerant Can Valve (Top-Tap) Pocket Thermometers (2)

12. 13. 14.

J 5403 J 6435 J 9396

15. 16. 17.

J 9397 J 25030 J 9399

18.

J 9401

No. 21 Snap Ring Pliers No. 26 Snap Ring Pliers Compressor Holding Fixture Compressing F ixture Clutch Hub Holding Too 9 /1 6 " Thin Wall Socket Hub and Drive Plate A s s e m b ly In s ta lle r

19 20. 21. 22.

J 9398 J 8092 J 21352 J5 1 3 9

Pulley Bearing Remover Handle Internal Assembly Support Block Oil Pickup Tube Remover

23. 24.

28.

J 9432 Needle Bearing Installer J 9553-01 Seal Seat O " Ring Remover J 21508 Seal Seat " O " Ring Installer J 22974 Shaft Seal Protector J 9625 Pressure Test Connector J 9402 Parts Tray

29.

J 9480-01 Hub and Drive Plate

30.

J 9392

Se al R e m o v e r — i n s t a l l e r

31.

J 23128

Se al S e a t R e m o v e r — I n s ta lle r

32.

J9481

Pulley Bearing and Pulley Installer

25. 26. 27

A sse m b ly R e m ove r

200957

Fig. 1D-105 Special Tools, A/C Refrigerant System and A-6 Compressor

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1 D M

SECTION 1D1

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL F o r C o m p re s s o r R E M O V A L AND IN S T A L L A T IO N , see A ir C o n d itio n in g S ectio n . For D I S C H A R G I N G , A D D I N G O IL , E V A C U A T IN G A N D C H A R G I N G P R O C E D U R E S F O R C .C .O .T . A / C S Y S T E M S , see A ir C o n d itio n in g S ection.

CONTENTS GENERAL DESCRIPTION ..................... SERVICE PROCEDURES M in o r R -4 C o m p re sso r R e p a ir P ro c e d u re s .............................................................. R -4 C o m p re sso r C lu tc h R o to r a n d / o r B earin g - V -G ro o v e T yp e ............................................ R -4 C o m p re sso r C lu tc h R o to r a n d / o r B earin g - P o ly -G ro o v e T y p e ....................................... R -4 C o m p re s s o r C lu tc h C o il a n d / o r P u lle y R im ......................................................... R -4 C o m p re s s o r I n e rtia R in g I n s ta lla tio n .........................................................

ID I-i

I D l -1

ID 1-5

ID 1-8 ID 1-8 1D1-I0

M a jo r R-4 Com pressor Repair Procedures ......................................................... 1 D 1-12 C o m p re sso r Shaft Seal ...................................... Seal L eak D e te c tio n ...................................... C o m p re sso r Shaft Seal

ID 1-13 1D1-I3

GENERAL DESCRIPTION F o r all p ra c tic a l p u rp o ses, all vehicles m a k e use o f th e sam e 4 -cy lin d er a ir c o n d itio n in g co m p re sso r. A c tu a l differences b etw een c o m p re sso r in sta lla tio n s are in th e ir m o u n tin g b ra c k e ts, d riv e system , p ulleys, c o n n e c to r assem blies a n d system c ap acities, n o n e o f w h ich w ill affect th e fo llow ing O v e rh a u l P ro c e d u re s. W h en servicing th e c o m p re sso r, it is essential th a t step s be tak en to p re v e n t d irt o r fo reig n m a te ria l from g e ttin g on o r in to th e c o m p re sso r p a rts a n d sy stem d u rin g d isassem bly o r reassem b ly. C lean to o ls an d clean w o rk a re a a re very im p o rta n t fo r p ro p e r service. T h e c o m p re sso r c o n n e c tio n a re a s a n d th e e x te rio r o f th e c o m p re sso r sh o u ld be c le a n e d o ff as m u c h as p ossible p rio r to an y “ on c a r ” re p a irs o r rem o val o f th e c o m p re sso r fo r w o rk b e n c h service. T h e p a rts m u st be k e p t clean a t all tim es a n d an y p a rts to be reassem b led sh o u ld be clean ed w ith tric h lo ro e th a n e , n a p h th a , S to d d a rd solvent, k e ro se n e o r e q u iv a le n t solvent an d b lo w n d ry w ith d ry air. W h e n n ecessary to use a clo th on an y p a rt, it sh o u ld be o f a n o n lin t p ro d u c in g type. A lth o u g h c e rta in service o p e ra tio n s can be p e rfo rm e d w ith o u t co m p le te ly rem o v in g th e c o m p re sso r from th e vehicle, th e o p e ra tio n s d escrib ed a re b ased on ben ch o v e r-h a u l w ith th e c o m p re sso r rem o v ed fro m th e vehicle. T h e y h av e been p re p a re d in seq uence in o rd e r o f accessib ility o f th e c o m p o n e n ts. If c o m p re sso r is rem o ved fro m b ra c k e ts b u t not

R e p la c e m e n t (O n C a r) ............................. C o m p re sso r S haft Seal R e p la c e m e n t (O ff C a r) ............................. C o m p re sso r P re ssu re R e lie f V a l v e ............... H i-S ide H ig h P re ssu re C u t-O ff S w itch ( I f U sed ) .............................................................. C o m p re sso r F ro n t H e a d a n d / o r O -R in g .................................................................. C o m p re sso r T h ru s t a n d B elleville W a sh e rs ................................................................ C o m p re sso r M a in B earin g ............................... C o m p re sso r Shell a n d / o r O -R in g s .............. C o m p re sso r D isc h a rg e V alve P la te a n d / o r R e ta in e r ............................................... C o m p re sso r C y lin d e r a n d S haft A sse m b ly ............................................................. C o m p . L eak T e stin g (E x te rn a l an d In te rn a l) ................................................................ C o m p re sso r O v e rh a u l S pecial T o o ls Illu s tra te d ............................................................

ID 1-13 ID I - 16 1D1-17 1D1-I7 1D1-18 ID 1-19 ID 1-19 ID I - 19 ID 1-21 ID 1-21 ID 1-22 1D1-23

d isc o n n e c te d fro m lines a n d hoses, th e sy stem is not d isc h a rg e d . P a d fe n d e r sk irt a n d se c u re c o m p re s s o r n e a r to p o f fe n d e r sk irt w ith w ire, ro pe, etc. w hen p e rfo rm in g o n -c a r service. W h en th e R -4 c o m p re s s o r is rem o v ed fro m th e vehicle fo r serv icin g, th e a m o u n t o f oil re m a in in g in th e c o m p re sso r sh o u ld be d ra in e d a n d m e a su re d . T h is oil sh o u ld th e n be d isc a rd e d a n d new 525 viscosity re frig e ra n t oil a d d e d to th e c o m p re s s o r (See R e frig e ra n t O il D is trib u tio n ” in th e A ir C o n d itio n in g Section 1B1).

SERVICE PROCEDURES MINOR REPAIR PROCEDURES, R-4 COMPRESSOR

THE FOLLOW ING OPERATIONS TO THE R-4 COMPRESSOR CLUTCH PLATE A N D HUB, ROTOR A N D BEARING, A N D COIL & PULLEY RIM ARE COVERED AS "M IN O R " BECAUSE THEY M A Y BE PERFORMED W ITH O U T FIRST PURGING THE SYSTEM OR REM OVING THE COMPRESSOR FROM THE VEHICLE. T w o ty p es o f d riv e sy ste m s a re used on th e R -4 C o m p re sso r: V -groo v e ty p e a n d p o ly -g ro o v e ty p e. T h e d riv e sy stem affects o n ly m in o r re p a ir p ro c e d u re s an d is so n o te d w h e re re q u ire d . M a jo r re p a ir p ro c e d u re s are n o t affected by th e ty p e o f d riv e system .

1D1-2 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL T h e C o m p re sso r S h aft Seal assem b ly , a n d P re ssu re R e lie f V alve m ay also be serv iced W I T H O U T R E M O V I N G T H E C O M P R E S S O R from th e veh icle b u t th ese o p e ra tio n s a re co v e re d la te r in th is sectio n as M A J O R R E P A I R P R O C E D U R E S b ec a u se th e sy stem m u st be d isc h a rg e d , e v a c u a te d a n d re c h a rg e d to c o m p le te service. Illu s tra tio n s used in d e sc rib in g th ese o p e ra tio n s show th e c o m p re s s o r re m o v e d fro m th e vehicle o n ly to m o re clea rly illu s tra te th e v a rio u s o p e ra tio n s.

R-4 COMPRESSOR CLUTCH PLATE AND HUB ASM. Remove 1.

I f c o m p re sso r is on th e c a r, loosen c o m p re sso r m o u n tin g b ra c k e ts, d isc o n n e c t th e c o m p re sso r d riv e belt a n d re p o sitio n th e c o m p re s s o r for access, if necessary . If c o m p re sso r h a s been rem o v e d fro m th e c ar, a tta c h th e c o m p re sso r to H o ld in g F ix tu re J-2 5 0 0 8 -A a n d c la m p th e H o ld in g F ix tu re in a vise (F ig. 1D 1-7). •

[ j j

PO LY­ GROOVE PULLEY RO TO R

[~ 2 ] H IG H PRESSURE C U T O FF SW ITCH (IF U SE D ) f~3~l H IG H PRESSURE R E L IE F VALVE

C o m p re sso r m o u n tin g h o les are m e tric . U se p ro p e r m e tric b o lts w ith h o ld in g fix tu re J-2 5 0 0 8 -A .

2.

K e e p th e c lu tc h h u b fro m tu rn in g w ith th e C lu tc h H u b H o ld in g T o o l J-25030, rem o v e, a n d d isc a rd th e sh a ft n u t, u sin g T h in W all S o ck et J-9 3 9 9 , F ig. 1D 1-8.

3.

T h re a d th e C lu tc h P la te a n d H u b A sse m b ly R e m o v e r J-9 4 0 1 -A , in to th e h u b . H o ld th e b o d y o f th e R e m o v e r w ith a w re n c h a n d tu rn th e c e n te r screw in to th e R e m o v e r b o d y to rem o v e th e C lu tc h P la te an d H u b assem b ly (F ig. 1D 1-9).

4.

R em o v e th e sh a ft key.

Replace 1.

In sta ll th e sh a ft key in to th e h u b key g ro o v e (F ig. 1D 1-10). A llo w th e key to p ro je c t a p p ro x im a te ly 4 .8 m m ( 3 /1 6 " ) o u t o f th e keyw ay. T h e sh a ft key is c u rv e d slig h tly to p ro v id e an in te rfe re n c e fit in th e sh a ft key g ro o v e o f th e h u b .

2.

Be su re th e fric tio n a l su rfa c e o f th e c lu tc h p la te a n d th e c lu tc h r o to r a re c le a n b e fo re in sta llin g th e C lu tc h P la te a n d H u b assem b ly .

3.

A lig n th e sh a ft key w ith th e sh a ft k eyw ay a n d p la ce th e C lu tc h P la te a n d H u b assem b ly o n to th e c o m p re sso r shaft. N O T IC E : T o av o id in te rn a l d a m a g e to th e co m p re sso r, do n o t d riv e o r p o u n d on th e c lu tc h h u b o r sh aft.

420002-1D1

Fig. 1D1-2 R-4 C o m pre sso r, Poly-G roove P ulley Type

W h e n serv icin g th e c o m p re sso r, rem o v e o n ly th e n e cessary c o m p o n e n ts th a t p re lim in a ry d ia g n o sis in d ic a te s a re in need o f service. R e fe r to th e A I R C O N D I T I O N I N G se c tio n a n d Fig. 1D 1-3 a n d Fig. 1D 1-4 fo r in fo rm a tio n re la tiv e to p a rts n o m e n c la tu re a n d lo c atio n .

R e m o v a l a n d in s ta lla tio n o f e x te rn a l c o m p re sso r c o m p o n e n ts a n d d isassem b ly a n d assem b ly o f in te rn a l c o m p o n e n ts m u st be p e rfo rm e d on a clean w o rk b e n c h . T h e w o rk a re a , to o ls a n d p a rts m u st be k e p t clean at all tim es.

4.

In s ta ll th e C lu tc h P la te a n d H u b J-9 4 8 0 -B as illu s tra te d in F ig. 1D 1-11.

In s ta lle r

5.

H o ld th e hex p o rtio n o f th e In s ta lle r B ody J-9 4 8 0 -B w ith a w re n c h a n d tig h te n th e c e n te r screw to p ress th e h u b o n to th e sh a ft u n til th e re is a .5 m m - 1.0m m (.0 2 0 " -.0 4 0 " ) in c h a ir g ap b etw een th e fric tio n a l su rfa c e s o f th e c lu tc h p la te a n d c lu tc h ro to r.

6.

In s ta ll a new sh aft n u t w ith th e sm all d ia m e te r boss o f th e n u t a g a in st th e c ra n k s h a ft sh o u ld e r, u sin g T h in W all S ocket J-9 3 9 9 . H o ld th e C lu tc h P la te a n d H u b assem b ly w ith C lu tc h H u b H o ld in g T o o l J-25030, a n d tig h te n to 14 N * m (10 lb. ft.) to rq u e , u sin g a 0-60 N * m (0-25 lb .ft.) to rq u e w re n ch .

7.

I f o p e ra tio n is p e rfo rm e d w ith c o m p re s s o r on c ar, c o n n e c t d riv e belt, tig h te n m o u n tin g b ra c k e ts a n d a d ju st b elt ten sio n .

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-3

1-R E T A IN E R RING 2 -S E A L SEAT 3 -S H A F T SEAL 4 - 0 RING, SEAL SEAT 5 -S H A F T SEAL K IT

One Piece Design

6-SCREW AND WASHER ASSEMBLY FRONT HEAD MOUNTING 7 -F R O N T HEAD 8 -M A IN BEARING 9 -R IN G SEAL, FRONT HEAD TO CYLINDER 1 0-S H E L L 1 1 -0 -R IN G , CYLINDER TO SHELL 12-T H R U S T WASHER 13 —B E LLE V ILLE WASHER 14-T H R U S T WASHER KIT 15-C Y LIN D E R AND SHAFT ASSEMBLY 16 -R E T A IN E R RING 1 7 -V A L V E PLATE 18-SHIPPING PLATE 19-SCREW 2 0 - O-RING SUCTIONDISCHARGE PORTS 21-PRESSURE RELIEF V A LV E 22-O -R IN G , PRESSURE RELIEF V ALVE 23 -S H A F T NUT 24-C LU T C H HUB KEY 25-C LU T C H DRIVE ASSEMBLY 2 6 -R E T A IN E R RING 27-R O T O R 28-R O T O R BEARING 29-R O T O R AND BEARING ASSEMBLY 3 0 -C O IL AND HOUSING ASSEMBLY 3 1 -P U L L E Y RIM M OUNT­ ING SCREW 32-S P E C IA L WASHERPULLEY RIM MOUNTING SCREW LOCKING 3 3 -P U L L E Y RIM 420003-1D1

Fig. 1D1-3 E xploded V ie w o f R-4 C o m p re sso r

1D1-4 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

f T ] COMPRESSOR SHELL |~~2~1 T H R U S T A N D B E L L E V IL L E

[7 T ]S H A F T S E A L [7 7 ] SEAL SEAT [7 5 ] CLUTCH DRIVE ASSEMBLY

WASHER

\~3~] M A I N B E A R I N G -

n~6~l ROTOR AND HUB ASSEMBLY

FRONT

|T 1 C L U T C H C O IL T E R M IN A L S H H P U L L E Y R IM P H P U L L E Y R IM M T G .S C R E W

\~7~] P U L L E Y R I M M T G .S C R E W LOCKW ASHER f T ] RO TOR B E A R IN G f T ] RO TO R B E A R IN G R E T A IN E R

[]7 ]C L U T C H c o |L AND HOUSING ASSEMBLY S E A L S E A T O -R IN G fT 9 ] FRONT HEAD [2 0 ] V A L V E PLATE ASSEMBLY [2 1 ] V A L V E PLATE R E T A IN E R R IN G S H E L L R E T A IN E R PIS TO N A S S E M B L Y

fT o l SEAL SEAT R E T A IN E R

[~24~| M A I N B E A R I N G -

[7 7 ] S H A F T K E Y

[ 2 5 ] SU C TIO N PORT

[W \ S H A F T N UT

REAR

26l D IS C H AR G E PORT 4 2 0 0 0 4 -1D1

Fig. 1D1-4 R-4 C o m p re s s o r Cross S e ctio n - Early D esign

1-COMPRESSOR SHELL 2 -R O L L PINS 3-T H R U S T AND B ELLE V ILLE WASHER 4 -M A IN BEARING - FRONT 5-C LU T C H COIL TERM INALS 6 -P U L L E Y RIM 7 -P U L L E Y RIM MOUNTING SCREW AND LOCKWASHER 8-R O T O R BERAING 9-R O T O R BEARING RETAINER 1 0-S E A L SEAT RETAINER 11 -S H A F T KEY 12 -S H A F T NUT 13 -S H A F T SEAL 14-C LU TC H DRIVE ASSEMBLY 15-R O TO R AND HUB ASSEMBLY 16-C LU TC H O IL AND HOUSING ASSEMBLY 1 7-S E A L SEAT O-RING 18 -F R O N T HEAD 1 9 -V A L V E PLATE ASSEMBLY 2 0 -V A L V E PLATE RETAINING RING 2 1 -S H E L L RETAINER 22-P IS TO N ASSEMBLY 2 3 -M A IN BEARING - REAR 24-S U C TIO N PORT 25-D IS C H A R G E PORT 4 2 0 0 0 5 -1 D1

Fig. 1D1-5 R-4 C o m p re s s o r Cross S e ctio n - Late Design

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-5

r n

CLUTCH COIL

[ 2 ] PULLEY BEARING [~3 ~] POLY GROOVE PULLEY ROTOR [~4~] RETAINER l~ 5 ] CLUTCH DRIVE AND HUB ASSEMBLY [~6~l SHAFT KEY (~

7~1 SHAFT NUT

42 0 0 0 6 - 1D1

Fig. 1D 1-6 E xploded V ie w o f Poly G roove P ulley D rive

SUCTION PORT O-RING DISCHARGE PORT HIGH PRESSURE RELIEF VALVE J-25008-A HOLDING FIXTURE

[ 1 1J-9401-A HUB AND CLUTCH DRIVE PLATE ASSEMBLY REMOVER | 2 | CLUTCH PLATE AND HUB ASSEMBLY

420007 1D1

Fig. 1D1-7 C o m p re sso r In H o ld in g F ixture

420009-1D 1

p r y 25030 CLUTCH HUB HOLDING TOOL

E

J-9399 SHAFT NUT SOCKET

| 3 [CLUTCH ASSEMBLY H P J-25008-A HOLDING FIXTURE

Fig. 1D1-9 C lu tch Plate & Hub Asm . Rem oval

| 1 | CLUTCH PLATE AND HUB ASSEMBLY | 2 | CLUTCH ROTOR |~3 | SHAFT

4 2 0 0 0 8 -1 D1

Fig. 1D1-8 R em oving S h a ft N ut

R-4 COMPRESSOR CLUTCH ROTOR AND/OR BEARING-V-GROOVE TYPE Remove 1.

R e m o v e th e C lu tc h P la te a n d H u b assem b ly as d e sc rib e d in R -4 C O M P R E S S O R C L U T C H P L A T E & H U B A S M . re m o v a l p ro c e d u re .

4 2 0 0 1 0 -1 D1

Fig. 1 D 1-1 0 In s ta llin g S h a ft Key

1D1-6 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

] 1 j DRIVE PLATE INSTALLER J-9480-B 1 2 | DRIVE PLATE INSTALLER BEARING | 3~| AIR GAP (.020"-.040")

C 1H| J 25031

ROTOR AND BEARING PULLER GUIDE

cn

PULLEY ARM

[

[ 4~[ CLUTCH PLATE AND HUB ASM.

i3 ]JP U LLE Y RIM SCREW AND LOCKWASHER (6) LOCATIONS

420013 1D1

4 2 0 0 1 1-1D1

Fig. 1D1-1 1 In s ta llin g C lu tch Plate & Hub Asm .

Fig. 1 D 1 -1 3 In s ta llin g R otor & B e a rin g P uller G uide

2. R e m o v e R o to r a n d B e a rin g asse m b ly re ta in in g rin g , u sin g S n ap R in g P lie rs J-6 0 8 3 , Fig. 1D 1-12. M a rk th e lo c a tio n o f th e c lu tc h coil te rm in a ls.

J-25031 ROTOR AND BEARING PULLER

[~T~l J 6083

J-25031 GUIDE

PLIERS |~2~| CLUTCH ROTOR | 3 [ RETAINER RING

42 0 0 1 4 -1 D1

Fig. 1 D 1 -1 4 R em oving C lu tc h R otor Asm . 420012-1D1

Fig. 1D 1-1 2 R em oving R otor & B e a rin g Asm . R etainer Ring

I f o n ly th e C lu tc h R o to r a n d / o r R o to r B e a rin g a re to be re p la c e d , b e n d th e lo c k w a sh e rs aw ay fro m th e p u lley rim m o u n tin g screw s (see F ig. I D 1-13), a n d re m o v e th e six ( 6) m o u n tin g screw s a n d sp ecial lo ck w a sh e rs b e fo re p ro c e e d in g w ith S tep 3. D is c a rd th e lo ck w ash ers. 3.

4.

In s ta ll R o to r a n d B e a rin g P u lle r J-25031 d o w n in to th e ro to r u n til th e P u lle r a rm s e n g ag e th e recessed edge o f th e r o to r h u b . H o ld th e P u lle r a n d a rm s in p la c e a n d tig h te n th e P u lle r screw a g a in st th e P u lle r G u id e to re m o v e th e C lu tc h R o to r a n d B e a rin g a ssem b ly (F ig . I D 1-13 a n d I D 1-14), b ein g c a re fu l n o t to d ro p th e P u lle r G u id e . I f th e p u lley rim m o u n tin g sc rew s a n d w a sh ers w ere re m o v e d in S tep 2, o n ly th e C lu tc h R o to r a n d B e a rin g assem b ly w ill be re m o v e d fo r re p la c e m e n t. T h e C lu tc h C o il a n d H o u sin g assem b ly is p re sse d o n to th e F r o n t H e a d o f th e

c o m p re sso r w ith a p re ss fit a n d w ill n o t be re m o v e d u n less th e p u lle y rim m o u n tin g screw s a re left se cu rely in p la c e a n d th e p u lley rim p u lls th e C o il a n d H o u sin g a ssem b ly o ff w ith th e to ta l C lu tc h R o to r a n d P u lle y R im A ssem bly. 5. P la c e th e R o to r a n d B e a rin g assem b ly on b lo ck s as sh o w n in Fig. I D 1-15. D riv e th e b e a rin g o u t o f th e r o to r h u b w ith R o to r B e arin g R e m o v e r J-9398. It is n o t n ece ssa ry to re m o v e th e sta k in g at th e re a r o f th e ro to r h u b to re m o v e th e bearin g . H o w ev er, it w ill be n ec essary to file aw a y th e o ld sta k e m e ta l for p ro p e r c le a ra n c e fo r th e new b e a rin g to be in sta lle d in to th e r o to r b o re , o r th e b e a rin g m a y be d a m a g e d (see Fig. 1D 1-16). Replace 1. 2.

P la c e th e R o to r a n d H u b asse m b ly face d o w n on a cle an , flat a n d firm su rfac e. A lig n th e new b e a rin g sq u a re ly w ith th e h u b b o re a n d u sin g P u lley a n d B e a rin g In s ta lle r J-9 4 8 1 -A w ith U n iv e rsa l H a n d le J-8 0 9 2 , d riv e th e b e a rin g fully in to th e h u b (F ig . 1D 1-17). T h e In s ta lle r

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-7 4. h h J -8092

R e p la ce ro to r a n d b e a rin g assem bly.

On Car

DRIVER HANDLE

A.

[~~2~~l J-9398-A ROTOR BEARING REMOVER

B.

P o sitio n th e R o to r a n d B e arin g assem b ly on th e fro n t head. W ith R o to r & B earin g In s ta lle r J-2 6 2 7 1 -A (w ith o u t d riv e r h a n d le ) in p o sitio n a n d R o to r a n d B earin g asse m b ly alig n ed w ith th e F r o n t H e a d as sh o w n in (F ig. 1D 1-18), d riv e th e a sse m b ly p a rt w ay o n to th e head .

420015-1D1

Fig. 1D 1-15 C lutch R otor B e aring R em oval

I 1 [ b e a r in g STAKE LOCATION

C.

P lu g c lu tc h coil c o n n e c to r o n to C lu tc h C oil.

D.

P o sitio n th e C lu tc h C o il so th e th re e (3) lo c a tin g ta b s w ill alig n w ith th e h o les in th e h e a d a n d c o n tin u e to d riv e th e R o to r a n d B ea rin g assem b ly o n to th e fro n t head .

E.

In s ta ll th e re ta in e r rin g (F ig . 1D 1-12).

F.

R e a sse m b le th e C lu tc h P la te a n d H u b w ith th e sh a ft key o n to th e sh a ft w ith In s ta lle r J-9 4 8 0 -B u n til .5 to 1.0m m (.020" to .0 4 0 ") a ir g ap is o b ta in e d .

G.

In s ta ll sh a ft lock n u t. T o rq u e to 14 N * m (10 lb. ft.).

470016-1D1

Fig. 1D 1-16 R otor & B earing Asm .

w ill a p p ly force to th e o u te r race o f th e b e a rin g if u sed as sh o w n .

On Bench

r n j-8092

R ea sse m b le th e R o to r a n d B ea rin g assem b ly to th e fro n t h e a d o f th e c o m p re sso r usin g R o to r & B e arin g In s ta lle r J-2 6 2 7 1 -A . W ith In s ta lle r a ssem b le d to th e U n iv e rsa l H a n d le J-8 0 9 2 , as sh o w n in F ig. I D 1-19, fo rce w ill be a p p lie d to th e in n e r ra c e o f th e b e a rin g a n d th e face o f th e ro to r w h en in sta llin g th e a sse m b ly o n to th e fro n t h e a d o f th e c o m p re sso r.

DRIVER HANDLE I 2 j J-9481-A PULLEY BEARING AND PULLEY INSTALLER [~3~]

[~4~l

ROTOR BEARING

5.

In sta ll r o to r a n d b e a rin g assem b ly re ta in e r ring, usin g S n a p R in g P lie rs J-6083 (see Fig. I D 1-12).

6.

A p p ly se a le r (L o c tite R C -7 5 , L o c tite 601 o r eq u iv a le n t) to th re a d s o f p u lley rim m o u n tin g screw s. In s ta ll sc rew s a n d new special lock w a sh e rs b u t d o n o t to rq u e th e screw s.

7.

R o ta te th e p u lley rim a n d r o to r to in su re th a t p u lley rim is ro ta tin g “ in -lin e .” I f p u lley rim is d is to rte d (d o es n o t ro ta te in-line), a d ju s t o r re p la c e p u lley rim .

ROTOR AND HUB ASM. 420 017-101

Fig. 1D 1-17 In s ta llin g C lu tch R otor B earing

3.

U sin g a c e n te r p u n c h w ith a 45° an g le p o in t, sta k e 1.1 - 1.4m m (.0 4 5 "-.0 5 5 " d e e p ) th e b e a rin g in th re e p laces 120° a p a r t as sh o w n in Fig. I D 1-16, b u t d o n o t sta k e to o d eep ly to a v o id d isto rtin g th e o u te r ra c e o f th e b e a rin g .

8.

T ig h te n p u lley rim m o u n tin g sc rew s to 11 N * m

(100 in c h -p o u n d s) to rq u e a n d lo ck sc re w h ea d s in p lac e by b e n d in g sp ecial lo ck w a sh e rs (F ig. 1D 1-19), sim ila r to o rig in a l c rim p a n d lock b e n d s o n w ash ers.

1D1-8 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

r n j 25031 GUIDE

j 2 1 J-25031 ----- ROTOR & BEARING PULLER

| T | CLUTCH

f3 ~ j POLY GROOVE PULLEY ROTOR

PLATE AND HUB ASSEMBLY | 2 | CLUTCH ROTOR [~3~~| S H A F T KEY

4 2 0 0 2 0 -1D1

Fig. 1 D 1-20 R em oving C lu tch R otor Asm . - Poly-G roove D rive

Replace 4 2 0 0 1 0-1D1

1. 2.

Fig. 1D 1-19 In s ta llin g R otor & B earing Asm . V-Groove Type

3. 9.

R e in sta ll C lu tc h P la te a n d H u b asse m b ly as d esc rib e d in “ R -4 C o m p re s so r C lu tc h P la te a n d H u b ” R e p la c e m e n t p ro c e d u re s.

R-4 COMPRESSOR CLUTCH ROTOR AND/OR BEARING - POLY GROOVE TYPE

4.

Remove 1.

R em o v e th e c lu tc h p la te a n d h u b assem b ly as d esc rib e d p rev io u sly .

2.

R em o v e th e p u lle y -ro to r a n d b e a rin g assem b ly re ta in in g rin g , u sin g S n ap R in g P lie rs J-6083 (F ig . 1D 1-12).

3.

In sta ll R o to r a n d B e a rin g P u lle r G u id e J-25031 to th e fro n t h e a d a n d in sta ll R o to r a n d B e a rin g P u lle r J-25031 d o w n in to th e r o to r u n til th e p u lle r a rm s e n g ag e th e re c e sse d edge o f th e ro to r h u b . H o ld th e P u lle r a n d a rm s in p lace a n d tig h te n th e P u lle r screw a g a in st th e P u lle r G u id e to re m o v e th e c lu tc h p u lle y -ro to r a n d b e a rin g assem b ly (F ig s. I D 1-13 a n d I D 1-20), being ca re fu l n o t to d ro p th e P u lle r G u id e .

4.

5.

R-4 COMPRESSOR CLUTCH COIL AND/OR PULLEY RIM •

I f o rig in a l p u lley rim w as eq u ip p e d w ith an in e rtia rin g , e ith e r b o lte d o r w eld ed on, o r if a rin g is to be a d d e d , refe r to I N E R T I A R I N G IN S T A L L A T IO N .

Remove - V-Groove Drive 1.

P la c e th e p u lle y -ro to r a n d b e a rin g a ssem b ly on b lo c k s sim ila r to th a t sh o w n in Fig. 1D 1-15. D riv e th e b e a rin g o u t o f th e r o to r h u b w ith R o to r B e a rin g R e m o v e J-9398. It is n o t n e c e ssa ry to re m o v e th e sta k in g a t th e re a r o f th e r o to r h u b to rem o v e th e b ea rin g . H o w e v e r, it w ill be n e c e ssa ry to file aw ay th e old s ta k e d m e ta l fo r p ro p e r c le a ra n c e fo r th e new b e a rin g to be in sta lle d in to th e r o to r bore, o r th e b e a rin g m ay be d a m a g e d (see F ig. I D 1-16).

P lac e th e p u lley ro to r a n d h u b assem b ly face d o w n on a clean , flat, firm su rface. A lig n th e new b e a rin g s q u a re ly w ith th e h u b b o re sim ila r to th a t sh o w n in F ig. ID 1-17, a n d usin g P u lley a n d B earin g In s ta lle d J-9 4 8 1 -A w ith U n iv e rsa l H a n d le J-8 0 9 2 , d riv e th e b e a rin g fully in to th e h u b . T h e in sta lle r w ill ap p ly fo rce to th e o u te r rac e o f th e b e a rin g if used as sh o w n . U sin g a c e n te r p u n c h w ith a 45° angle p o in t, sta k e 1.1 - 1.4m m (0 .45" - 0 .5 5 " d ee p ) th e b e a rin g in th re e p laces 120 ° a p a rt s im ila r to th a t sh o w n in Fig. 1D 1-16. Do N ot sta k e to o deeply to av o id d is to rtin g th e o u te r ra c e o f th e bearin g . P o sitio n th e p u lley ro to r a n d b e a rin g assem b ly on th e fro n t h e ad . W ith R o to r a n d B earin g in sta lle r J-2 6 2 7 1 -A a n d U n iv e rsa l D riv e H a n d le J-8092 alig n e d in p o sitio n w ith th e p u lley ro to r a n d b e a rin g assem b ly , F ig. 1D 1-21, d riv e th e asse m b ly o n to th e fro n t h ead . In sta ll th e re ta in e r rin g (F ig . 1D 1-12). B ench)

2.

P e rfo rm S teps 1 th r o u g h 4 of R -4 C O M P R E S S O R C L U T C H R O T O R A N D /O R B E A R I N G re m o v a l p ro c e d u re b u t do n o t lo o sen o r rem o v e th e p u lley rim m o u n tin g screw s u n til th e C lu tc h R o to r, C o il a n d P u lle y R im assem b ly h av e been rem o v e d fro m th e F ro n t H e ad . Be c a re fu l n o t to d ro p th e P u lle r G u id e J-25031 w h en re m o v in g th e assem b ly . R em o v e th e p u lley rim m o u n tin g screw s a n d special lo ck w ash ers. D is c a rd th e lock w a sh e rs a n d screw s.

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-9 by using ro to r a n d b e a rin g p u lle r g u id e J-25031 (F ig. 1D 1-13) w ith p u lle r to o l J-2 5 2 8 7 (F ig. 1D 1-24).

rn jHANDLE -8092 I T ] J-26271-A ROTOR & BEARING ASSEMBLY INSTALLER

FT]

J-24092 PULLER LEGS

[ T ] J-8433 PULLER

[~3~] POLY GROOVE PULLEY ROTOR

H f ] J-25031 GUIDE [ T ] CLUTCH COIL

42 0 0 2 1 -1 D1

Fig. 1D 1-21 In s ta llin g R otor & B e aring A sse m b ly, Poly-G roove Type (On 1D1

3.

S lide th e p u lley rim o ff th e R o to r a n d H u b assem b ly . T h e P u lle y R im a n d th e C lu tc h C oil (F ig . I D 1-22) a re re p la c e a b le a t th is p o in t.

Fig. 1 D 1 -2 3 R em oving Poly-G roove C lu tch Coil

Replace • V-Groove Drive 1.

2.

Remove • Poly-Groove Drive 3. 1.

R e m o v e th e c lu tc h p la te a n d h u b asse m b ly as d e sc rib e d p rev io u sly .

2.

R e m o v e th e p u lley r o to r a n d b e a rin g assem b ly as d e sc rib e d p rev io u sly . M a rk th e lo c a tio n o f th e c lu tc h coil te rm in a ls o n th e c o m p re sso r.

3.

In s ta ll R o to r a n d B e a rin g P u lle r G u id e J-25031 (F ig . 1D 1-13) to th e fro n t h e a d a n d in sta ll P u lle r J-8 4 3 3 w ith P o ly -V -B elt P u lle r L eg Set J-2 4 0 9 2 a n d rem o v e th e c lu tc h coil fro m th e fro n t h e ad (F ig . I D 1-23). C lu tc h coil m a y also be rem o v ed

4.

A ssem b le th e C lu tc h C oil, P u lley R im a n d th e C lu tc h R o to r a n d B ea rin g a sse m b ly as sh o w n in F ig. I D 1-25. U se new sc re w s a n d special lock w a sh e rs a n d ap p ly se a le r (L o c tite R C -7 5 , L o c tite 601, o r e q u iv a le n t) to screw th re a d s b u t d o n o t lock th e screw s in place. P lace th e assem b ly on th e n eck o f th e F r o n t H e a d a n d seat in to p lac e u sin g R o to r & B earin g In s ta lle r J-2 6 2 7 1 -A (F ig . 1D 1-19). B efore fu lly se a tin g th e asse m b ly on th e F r o n t H e a d , be su re th e c lu tc h coil te rm in a ls a re in th e p ro p e r lo c a tio n in re la tio n to th e c o m p re s s o r a n d th a t th e th re e p ro tru s io n s on th e re a r o f th e c lu tc h coil alig n w ith th e lo c a to r h o le s in th e F ro n t H ea d . In s ta ll th e r o to r a n d b e a rin g assem b ly re ta in in g rin g a n d rea sse m b le th e C lu tc h P la te a n d H u b asse m b ly as d e sc rib e d in “ R -4 C o m p re s s o r C lu tc h P la te a n d H u b A s m .” R e p la c e m e n t p ro c e d u re . C h e c k to see th a t th e c lu tc h p la te to c lu tc h ro to r a ir g ap is .5 to 1.0m m (.0 2 0 to .040 in ch es). R o ta te th e P u lle y R im a n d R o to r to be su re th e P u lle y R im is ro ta tin g “ in -lin e ” a n d a d ju s t o r re p la c e as re q u ire d . T ig h te n th e p u lley rim m o u n tin g sc rew s to 11 N * m (100 in c h -p o u n d s ) to rq u e a n d lock th e screw h e a d s in p lac e by b e n d in g lock w ash ers

1D1-10 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 3. n ~ | J-25287 CLUTCH COIL PULLER | 2 | J-25031 GUIDE [~~3~~| J-25008-A HOLDING FIXTURE

4.

[ T ] CLUTCH COIL "

In s ta ll th e p u lle y -ro to r a n d b e a rin g assem b ly re ta in in g rin g a n d rea sse m b le th e c lu tc h p la te a n d h u b asse m b ly as d e sc rib e d in “ C lu tc h P la te a n d H u b A sse m b ly - R e p la c e .” C h e c k to see th a t th e c lu tc h p la te to c lu tc h ro to r a ir gap is 0.5 - 1.0m m (0 .0 2 0 " - 0 .0 4 0 ").

R-4 COMPRESSOR INERTIA RING INSTALLATION R -4 c o m p re sso rs w ill be b u ilt w ith o ne o f th re e co n d itio n s: 1. N o In e rtia R in g In s ta lle d - N o in sta lla tio n is re q u ire d u n less d ire c te d by a d ia g n o stic p ro c e d u re . I f a rin g is to be a d d e d , use P ro c e d u re I. 2. B o lte d -O n In e rtia R in g Is In s ta lle d - R ep lac e usin g P ro c e d u re I. A ll new screw s, w ash ers, a n d L o c tite 601 (o r e q u iv a le n t) m u s t be used. 3. W e ld e d -O n In e rtia R in g Is In s ta lle d - R e p la c e u sin g P ro c e d u re II. Procedure I

BOLTED-ON IN ER TIA IN S TA LLA TIO N OR REPLACEM ENT 1. 420024- 1D1

Fig. 1D 1-24 R em oving Poly-G roove C lu tch Coil (O p tio n a l M e th o d )

2.

Fig. 1D 1-25 A s s e m b lin g C lu tch C oil, P ulley Rim, R otor & B earing

3.

(F ig. I D 1-19), sim ila r to o rig in a l c rim p a n d lock b e n d s o n w ash ers. Replace ■Poly-Groove Drive 1.

P lac e th e c lu tc h coil asse m b ly o n th e n eck o f th e fro n t h e a d w ith c lu tc h coil te rm in a ls in lin e w ith m a rk sc rib e d in S tep 2 o f th e re m o v a l p ro c e d u re .

2.

P lac e th e p u lley ro to r a n d b e a rin g a ssem b ly on th e n e c k o f th e fro n t h e a d a n d seat th e c lu tc h coil a n d p u lle y r o to r in p lace u sin g R o to r a n d B e a rin g In s ta lle r J-26271 (F ig . 1D 1-19). B efo re fu lly se a tin g th e assem b ly o n th e fro n t h ead , be su re th e c lu tc h coil te rm in a ls a re in p ro p e r lo c a tio n in re la tio n to th e c o m p re s s o r a n d th a t th e th re e p ro tru s io n s o n th e re a r o f th e c lu tc h coil h o u sin g alig n w ith th e lo c a to r h o les in th e fro n t head .

4.

5.

RING:

L o o sen th e c o m p re sso r d riv e belt a n d ro ta te th e c o m p re sso r p u lley as re q u ire d to lo c a te o n e ( 1 ) screw a n d lock w a sh e r m o u n te d th ro u g h a “ m o u n tin g h o le ” o f th e P u lle y R im , F ig u re 1D 1-26, ra th e r th a n a “ m o u n tin g n o tc h ” screw lo c a tio n . D o n o t rem o v e th e d riv e belt u n less n ecessary . F o r id e n tific a tio n p u rp o se s, w a sh e rs lo ck e d o v e r th e edge o f th e P u lle y R im at th e “ m o u n tin g h o le ” lo c a tio n s w ill n o t u su a lly d im p le d o w n in th e c e n te r like th e in d e n ta tio n o f th e lo c k o v e r at a “ m o u n tin g n o tc h ” screw lo c atio n . R e m o v e th e th re e (3) m o u n tin g screw s a n d lo c k w a sh e rs a t th e p u lley rim “ m o u n tin g h o le ” lo c a tio n s. (T h e p u lley rim “ m o u n tin g h o le s” a re lo c a te d 120 ° a p a r t ra d ia lly a ro u n d th e rim o r every o th e r m o u n tin g scre w lo c a tio n .) D o n o t re m o v e th e screw s in th e “ m o u n tin g n o tc h e s .” T e m p o ra rily m a k e a tria l fit o f th e In e rtia R in g to th e P u lle y R im . I f a n y p o rtio n o f th e sh e e r edge o f th e P u lley R im p re v e n ts th e in sta lla tio n o f th e In e r tia R in g , th e ra ise d ed g e m ay be filed o ff to re m o v e th e excess m e ta l a n d 4fa c ilita te in sta lla tio n . D o n o t use u n d u e fo rce o r c o c k th e rin g in a sse m b lin g th e I n e rtia R in g in p lace o v e r th e P u lle y R im th a t c o u ld c a u se rin g d is to rtio n o r stress. A sse m b le th e In e rtia R in g o n to th e P u lle y R im , b ein g c a re fu l to alig n th e in e rtia rin g m o u n tin g h o les w ith th e m o u n tin g h o le s in th e p u lley rim . I f th e In e rtia R in g m u s t be r o ta te d on th e P u lley R im fo r c e n te rin g th e m o u n tin g holes a n d c a n n o t be sh ifte d by h a n d , u se a d rift p u n c h o r b lu n t to o l a n d a h a m m e r to c a re fu lly ta p th e I n e r tia R in g a t a c le a ra n c e n o tc h , F ig u re I D 1-28, to m o v e th e rin g in to p o sitio n . D esig n In sta ll L o c k w asher:

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-11

n n MOUNTING NOTCHES (3) | 2 I MOUNTING HOLES (3)

1 j CLEARANCE NOTCH

~ 2 ~] “ LOCK” WASHER TO SIDES OF SCREW ------ HEAD AND DOWN OVER NOTCH IN RING. (3 "MOUNTING HOLE” LOCATIONS) I 3 I "L O C K ” WASHER TO SIDES OF SCREW ----- HEAD AND DOWN OVER EDGE OF PULLEY RIM. (3 "MO UNTING NOTCH" LOCATIONS) 1 4 1 PULLEY RIM

Fig. 1D 1-2 6 P ulley Rim M o u n tin g L o ca tio n D etail

Fig. 1 D 1-28 P ulley Rim and In e rtia Ring M o u n tin g D etail

Fig. 1D 1-27 P ulley Rim M o u n tin g L o ca tio n D etail O p tio n a l D esgin

•

•

6.

7.

8. •

W ith se p a ra te w a s h e r d esig n : In s ta ll a sp ecial lo c k w a sh e r o n to e a c h 6 .4 m m -2 8 x 13.5m m ( l / 4 " - 2 8 X 1 7 /3 2 " ) m o u n tin g screw . W ith in te g ra l b o lt/w a s h e r : P ro c e e d to S tep 6 . A p p ly L o c tite 601 (o r e q u iv a le n t se aler) to th e screw th re a d s o f e a c h m o u n tin g screw a n d th re a d s o f th e m o u n tin g h o les in th e C lu tc h R o to r. W et th e th r e a d s th o ro u g h ly to e n su re c o m p le te th re a d co v erag e. In s ta ll th e screw s in to th e m o u n tin g h o les a n d tig h te n fin g e r-tig h t. T o rq u e each sc re w to 11 N * m (1 0 0 in. lbs.) to rq u e . In s ta ll S crew s: W ith se p a ra te w a sh e r desig n : L o c k th e th re e (3) screw s in p lace by fla tte n in g th e sp ecial w a sh e r a g a in st tw o sides o f th e h ex h e a d screw u sin g vise g rip p lie rs a n d o n e p o rtio n o f th e lo c k w a sh e r b e n t d o w n o v e r th e ed g e o f th e in e rtia rin g slot, Fig. I D 1-28. D o n o t m o v e th e screw h e a d s fro m th e to rq u e d p o sitio n . L o c k in g o f th e screw s m u st be sim ila r to th e p ro d u c tio n fo rm in g o f th e lo c k w a s h e r in o r d e r to effectively re ta in th e screw .

1 -C L E A R A N C E NOTCH 2 —" L O C K " W A S H E R D O W N O V E R N O T C H IN R IN G . (TH R E E " M O U N T IN G H O L E " L O C A T IO N S ) 4 2 0 029 I D 1

Fig. 1 D 1-29 P ulley Rim and In e rtia Ring M o u n tin g D etail - O p tio n a l

1D1-12 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL •

9. 10.

W ith o p tio n a l in e rtia rin g design a n d in te g ra l b o lt/w a s h e r : L o ck th e th re e (3) screw s in p lace usin g vice g rip p liers a n d b e n d in g a p o rtio n o f th e lo c k w a sh e r d o w n o v e r th e edge o f th e in e rtia ring slot (F ig . 1D 1-29). R e tig h te n th e c o m p re s s o r d riv e belt to p ro p e r belt ten sio n . C h e c k c o m p re s s o r a n d sy stem o p e ra tio n . • I f “ m o u n tin g n o tc h ” screw s m u st be re p la c e d fo r a n y re a so n , th e screw s s h o u ld be to rq u e d in to p lace 11 N - m (100 in. lbs.) to rq u e u sin g L o c tite 601 (o r e q u iv a le n t se a le r) o n th e th re a d s a n d lo ck ed in to p lace s im ila r to th e o rig in a l lo ck in g m e th o d .

10.

11.

Procedure II

INERTIA RING A N D PULLEY RIM W ELDED ASSEM BLY; REPLACEM ENT (NEW PULLEY RIM AN D INERTIA RING KIT REQUIRED) 1. 2.

3.

4. 5.

6.

7.

8.

9.

L o o sen th e c o m p re s s o r m o u n tin g b ra c k e t a n d rem o v e th e c o m p re s s o r d riv e belt. R em o v e th e C lu tc h H u b a n d D riv e P la te assem b ly as d e sc rib e d in R -4 C O M P R E S S O R C L U T C H PL A T E A N D H U B ASSEM BLY rem o v a l p ro c e d u re . T o re m o v e as a n assem b ly , p e rfo rm S tep s 1 th ro u g h 4 o f R -4 C O M P R E S S O R C L U T C H ROTOR A N D /O R B E A R IN G re m o v a l p ro c e d u re s, b u t d o n o t loosen o r re m o v e th e p u lley rim m o u n tin g screw s so as to re m o v e th e C lu tc h R o to r a n d B earin g , C lu tc h C oil, P u lley R im a n d I n e rtia R in g as a to ta l assem b ly . Be ca re fu l n o t to d ro p th e P u lle r G u id e J-25031 w h en re m o v in g th e assem b ly . R em o v e all six ( 6) p u lley rim m o u n tin g screw s a n d lo c k w a sh e rs fro m th e assem b ly a n d d isc a rd . S e p a ra te th e P u lle y R im a n d In e rtia R in g assem b ly aw ay fro m th e R o to r a n d B e a rin g assem b ly . In sp e c t th e d riv e su rfa c e s o f th e R o to r a n d D riv e P la te to be su re th e y a re still in g o o d c o n d itio n . R e p la c e as re q u ire d . A sse m b le a new P u lle y R im o v e r th e C lu tc h C oil a n d m o u n t th e P u lle y R im to th e R o to r a n d B ea rin g assem b ly , u sin g th e s h o rt n o tc h m o u n tin g lo c a tio n s, F ig u re I D 1-26. The m o u n tin g n o tc h e s a re lo c a te d 120 ° a p a r t ra d ia lly a ro u n d th e P u lle y R im . A sse m b le th re e (3) new lo c k w a sh e rs o n th e th re e (3) new 6 .4 m m -2 8 x 13.5m m (1 /4 -2 8 X 5 /1 6 " ) m o u n tin g screw s a n d a p p ly L o c tite 601 (o r e q u iv a le n t se a le r) to th e e n tire th re a d su rfa c e o f th e m o u n tin g screw s a n d th e m o u n tin g h o le th re a d s in th e R o to r. A sse m b le th e th re e (3) screw s in to th e s h o rt n o tc h m o u n tin g hole lo c a tio n s a n d tig h te n fin g e r tig h t. A lig n th e P u lle y R im so th a t th e b o tto m o f th e rim n o tc h e s to u c h th e m o u n tin g screw s a t all th re e (3) m o u n tin g lo catio n s. A lso c e n te r th e d rille d h o les in th e P u lley R im w ith th e re m a in in g m o u n tin g h o les in th e R o to r. W h en

12.

13.

14.

15.

16.

17.

18. 19.

th e rim is p o sitio n e d p ro p e rly , tig h te n th e th re e (3) m o u n tin g screw s to 11 N - m (100 in. lbs.) to rq u e . T e m p o ra rily m a k e a tria l fit o f th e In e rtia R in g to th e P u lley R im . If an y p o rtio n o f th e sh e e r edge o f th e P u lley R im p re v e n ts th e in sta lla tio n o f th e In e rtia R in g , th e ra ised ed g e m ay be filed o ff to re m o v e th e excess m e ta l and fa c ilita te in sta lla tio n . D o n o t use u n d u e fo rce o r co ck th e rin g in a ssem b lin g th e In e rtia R in g in place o v er th e P u lle y R im th a t c o u ld cau se rin g d is to rtio n o r stress. A sse m b le th e In e rtia R in g o n to th e P u lle y R im b eing c a re fu l to align th e In e rtia R in g m o u n tin g holes w ith th e m o u n tin g h o les in th e P u lle y R im . I f th e I n e r tia R in g c a n n o t be m o v ed by h a n d a n d m u st be ro ta te d fo r c e n te rin g th e m o u n tin g holes, use a d rift p u n c h o r b lu n t to o l a n d a h a m m e r to ca re fu lly ta p at o n e o f th e la rg e c le a ra n c e n o tc h e s in th e in e rtia rin g to ro ta te th e rin g in to p o sitio n , Fig. 1D 1-28. In sta ll th e special lock w a sh e rs o n to th e 13m m -28 x 13.5m m (1 /4 -2 8 X 1 7 /3 2 " ) m o u n tin g sc rew s a n d a p p ly L o c tite 601 (o r e q u iv a le n t sea ler) to th e to ta l screw th re a d a n d th e th re a d s o f th e m o u n tin g h o les in th e ro to r. In sta ll th e screw a n d w a sh e rs in to th e ro to r m o u n tin g h o les a n d tig h te n fin g er tig h t. W h e n all screw s a re in p lace, to rq u e e a c h screw to 11 N - m (100 in. lbs.) to rq u e . U sin g R o to r a n d B e arin g assem b ly In s ta lle r J-2 6 2 7 1 -A a n d U n iv e rsa l H a n d le J-8 0 9 2 , in sta ll th e P u lley , C lu tc h C oil, R o to r a n d B ea rin g asse m b ly o n to th e F ro n t H e a d o f th e c o m p re sso r. Be su re to lo c a te th e c lu tc h coil te rm in a ls in th e p ro p e r p o sitio n . Spin th e R o to r a n d P u lley assem b ly to a ssu re th a t th e p u lley ru n s “ in lin e .” I f n o t, th e m o u n tin g screw s w ill h av e to be lo o se n ed an d th e p a rts alig n ed . W h e n all screw s a re to rq u e d in place, lock all m o u n tin g screw s in p o sitio n by fla tte n in g th e special w a sh e r a g a in st tw o o p p o site sides o f th e hex h e a d screw , usin g v ise-g rip pliers. F o rm a p o rtio n o f th e lock w a sh e r d o w n o v e r th e p u lley rim o r o v e r th e In e rtia R in g slot to se c u re th e screw s in place. D o n o t m o v e th e screw h e a d s fro m th e to rq u e d p o sitio n . See F ig. 1D 1-28. In sta ll th e C lu tc h H u b a n d D riv e P la te as d e sc rib e d in R -4 C O M P R E S S O R C L U T C H PLA TE AND HUB ASM . R e p la c e m e n t p ro c e d u re s. In sta ll th e c o m p re sso r d riv e belt a n d a d ju st for p ro p e r te n sio n . O p e ra te th e a ir c o n d itio n in g sy ste m to c h e c k fo r p ro p e r o p e ra tio n .

MAJOR REPAIR PROCEDURES, R-4 COMPRESSOR S ervice repair procedures to th e C om pressor S h a ft Seal, Pressure R elief V alve or disassem bly o f th e In te rn a l C om pressor C ylin d er and S h a ft A sse m b ly are considered

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-13

"M A J O R " SINCE THE REFRIGERATION SYSTEM MUST BE DISCHARGED, EVACUATED A N D RECHARGED to co m plete service a n d /o r because m a jo r in te rn a l o p e ra tin g and sealing com p on e n ts o f th e com pressor are being disassem bled and serviced. W h e n re p la c in g th e sh a ft seal assem b ly (see Fig. 1D 1-35) o r p re ssu re re lie f v alve (see Fig. 1D 1-3), even if th e c o m p re s s o r re m a in s o n th e veh icle d u rin g th e o p e ra tio n , it w ill be n e cessary to p u rg e th e sy stem o f re frig e ra n t (see S ectio n 1B1). O th e r th a n c lu tc h re p a ir p ro c e d u re s , th e sam e h o ld s tru e fo r an y d isa ssem b ly o f th e c o m p re sso r. I f th e c o m p re ss o r sh ell, fro n t h ead o r c y lin d e r a n d sh a ft assem b ly a re to be serv iced o r re p lac ed , th e oil in th e c o m p re s s o r m u st be d ra in e d , m e a su re d a n d re p la c e d (see Sectio n 1B 1) to d e te rm in e a d d itio n o f p ro p e r oil q u a n tity to new assem b ly . A clean w o rk b e n c h , p re fe ra b ly co v e red w ith a sh eet o f cle a n p a p e r, o rd e rlin e ss in th e w o rk a re a a n d a p la c e fo r all p a rts bein g re m o v e d a n d re p la c e d is o f g re a t im p o rta n c e , as is th e use o f th e p ro p e r, clean serv ice tools.

NOTICE: A n y a tte m p t to use m a k e-sh ift o r in a d e q u a te e q u ip m e n t m ay re su lt in d a m a g e a n d / o r im p ro p e r c o m p re s s o r o p e ra tio n .

re p lac ed a c c o rd in g to th e d ire c tio n s in S ection 1B1 to d e te rm in e oil loss. Remove (On Car) 1.

“ D isc h a rg e th e R e frig e ra n t S y ste m ” a c c o rd in g to th e d ire c tio n in S ectio n 1B1.

2.

L o o sen a n d rep o sitio n c o m p re s s o r in m o u n tin g b ra c k e ts, if n ecessary .

3.

R em o v e C lu tc h P la te a n d H u b assem b ly from c o m p re sso r as d e sc rib e d in M in o r R ep airs.

4.

R e m o v e th e sh a ft seal seat re ta in e r ring, using S n ap R in g P lie rs J-5 4 0 3 -A .

5.

T h o ro u g h ly cle an in sid e o f c o m p re s s o r n eck a re a su rro u n d in g th e sh a ft, th e ex p o sed p o rtio n o f th e seal seat a n d th e sh a ft itself. A n y d irt o r fo reig n m a te ria l g e ttin g in to c o m p re s s o r m ay c au se d am a g e.

6.

R em o v e T w o P iece Seal Seat o r L ip Seal:

•

O n e P iece Seal: F u lly e n g ag e th e k n u rle d ta n g s o f Seal R e m o v e r-In s ta lle r J2 3 1 2 8 -A in to th e recessed p o rtio n o f th e Seal by tu rn in g th e h a n d le clockw ise. R e m o v e th e Seal fro m th e c o m p re s s o r w ith a ro ta ry -p u llin g m o tio n . D is c a rd th e Seal. T h e h a n d le m u st be h a n d -tig h te n e d secu rely . D o n o t use a w re n c h o r p rier.

•

T w o P iece Seal: P la c e Seal P ro te c to r J-2 2 9 7 4 -A o r J-3 4 6 1 4 o v er th e e n d o f th e sh a ft to p re v e n t c h ip p in g th e c e ra m ic seat. F u lly en g a g e th e k n u rle d ta n g s o f Seal Seat R e m o v e r-In s ta lle r J-2 3 1 2 8 -A in to th e rec essed p o rtio n o f th e seal seat by tu rn in g th e h a n d le clo ck w ise. R e m o v e th e Seal S eat fro m th e c o m p re s s o r w ith a ro ta ry -p u llin g m o tio n (F ig . 1D 1-31). D is c a rd th e Seat. T h e h a n d le m u st be h a n d -tig h te n e d secu rely . D o n o t use a w re n c h o r plier.

A ll p a rts re q u ire d fo r se rv ic in g th e in te rn a l c o m p re s s o r a re p ro te c te d by a p re s e rv a tio n p ro ce ss a n d p a c k a g e d in a m a n n e r w h ic h w ill e lim in a te th e n ecessity o f clean in g , w a sh in g o r flu sh in g o f th e p a rts. T h e p a rts can be used in th e in te rn a l asse m b ly ju s t as th e y a re re m o v e d fro m th e serv ice p ack ag e. Seals and

protective packaging should be left intact until ju st prior to installation .

R-4 COMPRESSOR SHAFT SEAL

7.

R e m o v e T w o P iece Seal:

•

O n e P iece Seal: P ro c e e d to S tep 8.

•

T w o P iece Seal: W ith Seal P ro te c to r J-2 2 9 7 4 -A o r J-3 4 6 1 4 still o v e r th e e n d o f th e sh a ft, set Seal R e m o v e r-In s ta lle r J-9392-01 d o w n o n to sh a ft en d , tu r n in g c lo ck w ise, w h ile p re ssin g d o w n to en g ag e R e m o v e r ta n g s w ith th e ta b s on th e Seal assem b ly . T h e n lift th e S haft Seal assem b ly o u t (see F ig. 1D 1-33). D is c a rd th e Seal.

8.

R e m o v e a n d d is c a rd th e seal seat O -rin g fro m th e c o m p re sso r, n eck u sin g O -R in g R em over J-9553-01 (F ig . 1D 1-31).

9.

R e c h e c k th e sh a ft a n d in sid e o f th e c o m p re s s o r neck and “ O ” ring g ro o v e for dirt or foreign m ate­ rial and be sure these areas are p erfectly clean b e ­ fore installing new parts.

Shaft Seal Design S h a ft seal design m a y be o n e o r tw o piece. W h e n re p la c in g sh a ft seals, it is im p o rta n t th a t a tw o piece (face) seal be serv iced o n ly w ith a tw o piece seal. W h e n a o n e piece (lip ) seal is re p la c e d e ith e r o ne o r tw o piece seals m ay be u sed. D a m a g e to th e o n e piece seal m a y o c c u r a n d re s u lt in a seal leak, if th is p ro c e d u re is n o t follow ed.

Seal Leak Detection A sh a ft seal s h o u ld n o t be c h a n g e d b ecau se o f an oil-lin e o n th e h o o d in s u la to r. T h e Seal is d e sig n e d to seep so m e oil fo r lu b ric a tio n p u rp o se s. O n ly c h a n g e a S h a ft Seal w h en a leak is d e te c te d by e v id en ce o f oil sp ra y e d in larg e a m o u n ts a n d th e n o n ly a fte r a c tu a l re frig e ra n t leak ag e is fo u n d b y u sin g a n a p p ro v e d leak D e te c to r su c h as J-2 9 5 4 7 o r e q u iv a le n t. S h o u ld an R -4 c o m p re s s o r sh a ft seal ev er h av e to be re p la c e d , th e a c c u m u la to r in th is R -4 sy stem m u st also be re m o v e d fro m th e vehicle. T h e oil in th e a c c u m u la to r th e n m u s t be d ra in e d , m e a su re d a n d

Inspection Seals s h o u ld n o t be re u se d . A lw a y s use a new sp e c ific a tio n serv ice seal kit on re b u ild (see Fig. I D 1-35). B e e x tre m e ly ca re fu l th a t th e face o f th e tw o piece Seal to be in sta lle d is n o t s c ra tc h e d o r d a m a g e d in an y w ay. S im ila r c a re s h o u ld be ta k e n to p re v e n t d a m a g e to th e lip o f th e o n e piece seal. M a k e su re th a t th e Seal S eat a n d Seal L ip a re free o f lin t a n d d irt th a t co u ld d a m a g e th e seal su rfa c e o r p re v e n t sealing.

1D1-14 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

Fig. 1 D 1-30 R em oving and In s ta llin g Seal(One Piece)

Fig. 1 D 1-31 R em oving and In s ta llin g C e ra m ic Seal S eat (Tw o Piece Seal)

Replace (On Car) 1.

2.

3. •

D ip th e new seal seat O -rin g in clean 525 v iscosity re frig e ra n t oil a n d assem b le o n to O -R in g In s ta lle r J-2 1 5 0 8 -A (F ig . 1D 1-33). In s e rt th e O -R in g In s ta lle r J - 2 1508-A c o m p le te ly d o w n in to th e c o m p re s s o r n eck u n til th e In s ta lle r “ b o tto m s .” L o w e r th e m o v eab le slid e o f th e O -R in g In s ta lle r to release th e O -R in g in to th e seal seat O -rin g lo w e r gro o v e. (T h e c o m p re sso r n eck to p g ro o v e is fo r th e sh a ft seal re ta in e r rin g .) R o ta te th e In s ta lle r to seat th e O -rin g a n d re m o v e th e In sta lle r.

4.

In s ta ll Seal:

•

O n e P iece Seal: P la c e seal p ro te c to r J-34614 o v er en d o f c o m p re sso r sh a ft a n d slid e new seal o n to th e sh a ft u n til it sto p s. D ise n g a g e in sta lle r fro m seal.

•

T w o P iece Seal: P lac e Seal P ro te c to r J-2 2 9 7 4 -A o r J-3 4 6 1 4 o v e r e n d o f c o m p re s s o r sh a ft a n d slide th e n ew Seal assem b ly o n to th e sh aft. T w ist th e In s ta lle r J-9392-01 clo ck w ise, w h ile p u sh in g th e Seal assem b ly d o w n th e sh a ft u n til th e Seal asse m b ly en g ag es th e fla ts o n th e sh a ft a n d is se a te d in place. D ise n g a g e th e In s ta lle r by p ressin g d o w n w a rd and tw istin g co u n te rc lo c k w ise .

5.

In sta ll T w o P iece Seal S eat:

•

O n e P iece Seal: P ro c e e d to S tep 6

•

T w o P iece Seal:: A tta c h th e c e ra m ic Seal S eat to th e Seal Seat R e m o v e r a n d In s ta lle r J - 2 3 128 a n d d ip th e c e ra m ic Seat in c le a n 525 v iscosity re frig e ra n t oil to c o a t th e seal face a n d o u te r su rface. In s ta ll th e S eat o v e r th e c o m p re s s o r sh a ft a n d J-2 2 9 7 4 -A o r J-3 4 6 1 4 Seal P ro te c to r a n d p u sh th e S eat in to p lac e w ith a ro ta ry m o tio n (F ig. 1D 1-31). T a k e c a re n o t to d islo d g e th e seat O -rin g . Be su re Seal S eat m a k e s a g o o d seal w ith

P re p a re Seal: O n e P iece Seal: A ssem b le seal to Seal In s ta lle r J - 2 3 12 8-A , by tu rn in g h a n d le clo ck w ise, a n d th e n p u s h Seal P r o te c to r J-3 4 6 1 4 , in to seal lip.

NO TICE: H A N D L I N G A N D C A R E O F S E A L P R O T E C T O R IS I M P O R T A N T . I F S E A L P R O T E C T O R IS N I C K E D O R T H E B O T T O M FLARED, THE NEW SEAL MAY BE D A M A G E D D U R IN G IN S T A L L A T IO N . •

o f th e seal w ith th e ta n g s o f th e In s ta lle r (F ig . 1D 1-28).

T w o P iece Seal: D ip th e O -R in g a n d seal face o f th e new Seal assem b ly in to clean 525 viscosity re frig e ra n t oil. C a re fu lly m o u n t th e Seal assem bly to Seal In s ta lle r J-9392-01 by en g a g in g th e tab s

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-15

1 -S E A L

3 —J-9553-01

2—J-23185-A

4 -O -R IN G

|~n SEAL

[J]

J-9553-01

[T] j-21508

f~2~| J-9392-01

[jJ

" O " RING

[ T ] J 9392

5—J-21508

4 2 0 0 3 2 -1 D 1

Fig. 1 D 1-32 R em oving and In s ta llin g Seal and O-Ring (One Piece Seal)

Fig. 1 D 1-3 3 R em oving and In s ta llin g Seal and O-Ring (Tw o Piece Seal)

1D1-16 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

9. 10. 11.

an d , w ith c o m p re sso r in h o riz o n ta l p o sitio n , ro ta te th e c o m p re sso r sh a ft in n o rm a l d ire c tio n o f ro ta tio n sev eral tim e s by h a n d . L e ak te st th e Seal a n d c o rre c t an y leak fo u n d . R em o v e , d is c a rd a n d la te r re p la c e th e sh a ft n u t. R e m o v e an y excess oil, re su ltin g fro m in sta llin g th e new seal p a rts, fro m th e sh aft a n d in sid e th e c o m p re s s o r neck. In sta ll th e C lu tc h P la te a n d H u b assem b ly as d e sc rib e d in m in o r re p a ir p ro c e d u re s. R e in sta ll c o m p re sso r b elt a n d tig h te n b ra c k e try . E v a c u a te a n d C h a rg e th e R e frig e ra n t S ystem a c c o rd in g to d ire c tio n s in S e ctio n 1B1.

Replace (Off Car) 1. 2.

SPECIF- 1C A T I O N P A R T S SEAL

CARTON M A T E R IA L 1 L A R G E C H A M F E R ON I N S I D E D I A M E T ER

SEAT

C ER AM IC M A T E R IA L W IT H P O L IS H E D FACE

0 R IN G S , N E O PR EN E . TH US C A P A B L E OF G IV IN G HEAT RESISTANCE A N D LI FE E X P E C T A N C Y

420035-1D1

Fig. 1D 1-35 T w o Piece C o m p re s s o r S h a ft Seal and 0-R in g s

O -rin g . R e m o v e In s ta lle r J-2 3 1 2 8 P ro te c to r J-2 2 9 7 4 -A o r J-34614.

and

3.

F o llo w a p p lic a b le o n -c a r p ro c e d u re s. T o L ea k T e st, in sta ll leak T e st F ix tu re J-9625 (F ig . I D 1-41) on re a r h e a d o f c o m p re sso r a n d c o n n e c t gage c h a rg in g lines, o r p re ssu riz e su c tio n side (low p re ssu re side) o f c o m p re sso r on c a r w ith R e f rig e r a n t- 12 v a p o r to e q u a liz e p re ssu re to th e d ru m p re ssu re . T e m p o ra rily in sta ll th e sh a ft n u t a n d , w ith c o m p re sso r in h o riz o n ta l p o sitio n a n d u sin g a w re n c h , ro ta te th e c o m p re sso r sh a ft in n o rm a l d ire c tio n o f ro ta tio n several tim es by h a n d . L ea k test th e seal a n d c o rre c t a n y leak fo u n d . R em o v e, d isc a rd a n d la te r re p la c e w ith a new sh a ft n u t. See F igs. 1D 1-38, 1D 1-39 a n d 1D 1-40.

Seal

1-J-23128 A Fig. 1 D 1-36 R em oving and In s ta llin g S h a ft Seal S eat R e ta in in g Ring

6.

7.

In sta ll th e new seal se a t re ta in e r rin g w ith its flat side a g a in st th e Seal Seat, u sin g S n a p -R in g P liers J-5403. See Fig. 1D 1-36. U se th e sleeve fro m Seal Seat R e m o v e r-In s ta lle r J-9 3 9 3 -A to p ress in on th e seal seat re ta in e r rin g so th a t it sn a p s in to its groove. For L eak T est, p re ssu riz e s u c tio n side (lo w -p re ssu re side) o f c o m p re s s o r on v eh icle w ith R e f r ig e r a n t- 12 v a p o r to e q u alize p re s s u re to th e d ru m p re ssu re . T e m p o ra rily in sta ll th e sh a ft n u t

2-ONE-PIECE SEAL 3 - J-34614 - SHAFT SEAL PROTECTOR 420037-1D 1

Fig. 1D 1-37 R em oving & In s ta llin g One Piece Seal (O ff Car)

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-17

R-4 COMPRESSOR PRESSURE RELIEF VALVE 1—J-22974-A OR J-34614 SHAFT SEAL PROTEC­ TOR 2—CERAMIC SEAL SEAT 3—J-23128-A SEAL SEAT REMOVER AND INSTALLER

T h e P re s s u re R e lie f V alve, lo c a te d in th e c o m p re s s o r re a r h e a d c a stin g (F ig . I D 1-3), s h o u ld on ly be re p la c e d a fte r p u rg in g th e sy stem o f re frig e ra n t. A new valve a n d O -rin g c o a te d w ith 525 v isco sity re frig e ra n t oil s h o u ld be in sta lle d .

| T 1 L E A K TEST ADAPTER J 9625

[~2~| H I G H PRE SS URE CUT OFF S W IT C H 420038- 1D1

N O T IC E :

H IG H

PR ESS URE

Fig. 1 D 1 -3 8 R em o vin g & In stallin g T w o P ie c e S e a l S e a t (Off Car)

C U T OFF SW IT C H IN S U L A T O R S ARE COLORED RED

1—J-22974-A OR J-34614 SHAFT SEAL PROTEC­ TOR 2—SHAFT SEAL 3—J-9392-01 SHAFT SEAL REMOVER AND INSTALLER

4 2 0 0 4 1 -1 D1

Fig. 1D1- 41 C o m p re s s o r Leak T e s tin g F ixture

HI-SIDE HIGH PRESSURE CUT-OFF SW ITC H (IF USED) Remove and Replace 1.

420039-1D1

Fig. 1 D 1 -3 9 R em o vin g & In sta llin g T w o P ie c e S e a l (Off C ar)

D p J21508 O RING INSTALLER

2.

3.

4.

[ T ] SEAL SEAT O RING

5.

6.

420040-1D1

7.

Fig. 1D1-40 Installing Seal Seat O-Ring (Off Car)

8.

D isc h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e D IS C H A R G IN G , A D D IN G O IL , E V A C U A T IN G AND C H A R G IN G P R O C E D U R E S F O R C .C .O .T . A / C S Y S T E M S in th e A ir C o n d itio n in g S ectio n 1B1. D isc o n n e c t th e e le c tric a l c o n n e c to r fro m th e H i P re ssu re c u t-o ff sw itc h in th e re a r h e a d o f th e c o m p re s s o r (F ig . I D 1-42). R e m o v e th e h ig h p re ssu re c u t-o ff sw itc h re ta in in g rin g (F ig . I D 1-42) u sin g J-5 4 0 3 -A in te rn a l sn a p rin g p liers. R e m o v e h ig h p re s s u re c u t-o ff sw itc h fro m c o m p re s s o r by p u llin g o n te rm in a l h o u sin g . R e m o v e o ld O -rin g seal fro m sw itc h c a v ity u sin g J-9 5 5 3 O -rin g re m o v al to o l o r eq u iv a le n t. I f h ig h p re s s u re c u t-o ff sw itc h w ill be re in sta lle d in c o m p re sso r, a new O -rin g seal m u s t be u sed a n d p re fe ra b ly a new re ta in e r rin g s h o u ld a lso be used . A new sw itc h k it h a s th e O -rin g a n d re ta in e r rin g in c lu d e d . C h e c k sw itc h c a v ity a n d O -rin g g ro o v e in th e re a r h e a d fo r d irt o r fo re ig n m a te ria l a n d cle a n as n ec essary . In s ta ll new O -rin g c o a te d w ith clea n 525 v isco sity re frig e ra n t oil in to g ro o v e in sw itc h cav ity . L u b ric a te th e h ig h p re s s u re c u t-o ff sw itc h h o u sin g w ith cle an 525 v isc o sity re frig e ra n t oil a n d c a re fu lly in se rt sw itc h in to sw itc h ca v ity u n til sw itc h b o tto m s in c av ity . U sin g J-5 4 0 3 -A sn a p rin g p liers, in sta ll sw itc h re ta in in g rin g w ith h ig h p o in t o f c u rv e d sides a d ja c e n t to th e sw itc h h o u sin g . Be su re re ta in in g

1D1-18 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL rin g is p ro p e rly se a te d re ta in e r rin g groove.

in th e sw itc h

cav ity

fT ]

OIL HOLE TO SHAFT AREA

f~2~l FRONT HEAD SEALING RING

Fig. 1D 1-42 H igh Pressure C ut-O ff S w itc h and R etainer

3.

4.

iT 1

THRUST WASHERS AND BELLEVILLE WASHER

Fig. 1 D 1-44 R em oving F ro n t Head A sse m b ly

Replace

Remove

2.

MAIN BEARING

4 2 0 0 4 4 -1D1

R-4 COMPRESSOR FRONT HEAD A N D/O R O-RING 1.

fT !

D isc h a rg e th e R e frig e ra n t System a c c o rd in g to th e d ire c tio n s in S ectio n IB 1. P e rfo rm ste p s 1 th r o u g h 4 of R -4 C O M P R E S S O R C L U T C H R O T O R A N D /O R B E A R I N G re m o v a l p ro c e d u re , b u t d o n o t lo osen o r re m o v e th e p u lley rim m o u n tin g screw s so as to re m o v e th e C lu tc h R o to r a n d B earin g , C lu tc h C oil a n d P u lle y R im as a to ta l assem b ly . Be ca re fu l n o t to d ro p th e P u lle r G u id e J-25031 w h en re m o v in g th e assem b ly . R e m o v e a n d d isc a rd th e S h aft Seal p a rts as d e sc rib e d in R -4 C O M P R E S S O R S H A F T S E A L rem o v a l p ro c e d u re . R em o v e th e fo u r fro n t h e a d m o u n tin g screw s (F ig . 1D 1-43) a n d rem o v e th e F r o n t H e a d assem b ly (F ig . I D 1-44).

|~ 1 | FRONT HEAD

| 2 | MOUNTING SCREWS (4)

1.

C h e c k th e F r o n t H e a d a n d c o m p re sso r c y lin d e r a re a fo r a n y d irt, lin t, etc. a n d clea n if n ecessary . In s ta ll a new S ervice th r u s t w a sh e r kit, if re q u ire d , as d e sc rib e d in R -4 C O M P R E S S O R T H R U S T A N D B E L L E V IL L E W A S H E R S REM OVAL AND REPLACEM ENT p ro c e d u re s.

2.

D ip th e new fro n t h e ad O -rin g in clea n 525 v isco sity re frig e ra n t oil a n d in sta ll in th e seal g ro o v e on th e fro n t h e a d (F ig . ID 1-44).

3.

P o sitio n th e oil h o le in th e F ro n t H e a d to be “ U P ” w h en assem b led to th e c o m p re sso r c y lin d e r to c o rre sp o n d w ith th e “ U P ” p o sitio n o f th e c o m p re sso r. In sta ll th e F ro n t H e a d a n d tig h te n th e fro n t h e ad m o u n tin g screw s to 27 N * m (20 lb. ft.) to rq u e . In sta ll new sp ec ifica tio n S erv ice S haft Seal kit (F ig . ID 1-35) as d e sc rib e d in R -4 COM PRESSOR SH A FT SEAL R EPLA C EM EN T PRO CED U RE. In sta ll th e C lu tc h R o to r a n d B e arin g assem b ly , C lu tc h C oil a n d P u lley R im assem b ly to th e F ro n t H e a d , u sin g R o to r a n d B earin g In s ta lle r J-2 6 2 7 1 -A (F ig . 1D 1-19). B efore fully se a tin g th e assem b ly o n to th e F ro n t H e a d , be su re th e c lu tc h coil te rm in a ls a re in th e p ro p e r lo c a tio n in re la tio n to th e c o m p re sso r a n d th a t th e th re e p ro tru s io n s on th e re a r o f th e c lu tc h coil align w ith th e lo c a to r holes in th e F r o n t H e ad .

Fig. 1 D 1-43 R em oving F ront Head M o u n tin g S cre w s

5.

R em o v e a n d d is c a rd th e fro n t h e a d O -rin g .

In s ta ll th e ro to r a n d b e a rin g assem b ly re ta in e r rin g a n d re assem b le th e C lu tc h P la te a n d H u b a ssem b ly as d esc rib e d in R -4 C O M P R E S S O R C L U T C H P L A T E A N D H U B ” re p la c e m e n t p ro c e d u re . C h ec k to see th a t th e c lu tc h p la te to c lu tc h ro to r g a p is .5 - 1 .Omm (.0 2 0 - .040 in ch es). E v a c u a te a n d c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ection 1B1.

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-19 R-4 COMPRESSOR THRUST AND BELLEVILLE WASHERS Remove and Replace 1. 2.

3.

4.

D is c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1. R e m o v e th e F r o n t H e a d a ssem b ly as d e sc rib e d in “ F r o n t H e a d R e m o v a l P ro c e d u r e .” R em o v e an d d is c a rd th e fro n t h e a d O -rin g seal. R e m o v e th e tw o th r u s t w a sh e rs a n d o ne belleville w a sh e r fro m th e c o m p re s s o r sh aft. N o te th e a sse m b le d p o sitio n o f th e w ash ers. In s ta ll a new th r u s t w a s h e r on th e c o m p re sso r sh a ft w ith th e th r u s t w a s h e r ta n g p o in tin g “ U P " (F ig . 1D 1-45).

5.

In s ta ll th e new bellev ille w a sh e r o n th e sh a ft w ith th e h ig h c e n te r o f th e w a s h e r “ U P .”

6.

In s ta ll th e re m a in in g th r u s t w a sh e r on th e sh aft w ith th e ta n g p o in tin g “ D O W N ” (F ig. I D 1-45).

7.

L u b ric a te th e th re e w a sh e rs w ith clean 525 v isco sity re frig e ra n t oil a n d assem b le th e F ro n t H e a d a n d new O -rin g o n to th e c o m p re sso r as d e sc rib e d in R -4 C O M P R E S S O R F R O N T H E A D re p la c e m e n t p ro c e d u re .

R-4 COMPRESSOR MAIN BEARING

2.

A lig n th e new M a in B e arin g a n d th e B e arin g In s ta lle r J-24895 sq u a re ly w ith th e b e a rin g b o re o f th e F r o n t H e a d a n d d riv e th e b e a rin g in to th e F r o n t H e a d . T h e In s ta lle r J-2 4 8 9 5 m u st seat a g a in st th e F r o n t H e a d to in se rt th e b e a rin g to th e p ro p e r c le a ra n c e d e p th (see Fig. I D 1-47).

3.

A sse m b le th e F r o n t H e a d to th e c y lin d e r, using a new O -rin g as d e sc rib e d in R -4 C O M P R E S S O R F R O N T H E A D re p la c e m e n t p ro c e d u re . E v a c u a te a n d c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1.

4.

Remove 1.

D is c h a rg e th e re frig e ra n t sy ste m a c c o rd in g to th e d ire c tio n in S ectio n 1B1.

2.

R e m o v e th e F r o n t H e a d asse m b ly as d e sc rib e d in FRO N T H EA D REM OVAL PRO CED U RE. D is c a rd fro n t h e a d O -rin g .

3.

P la c e th e F r o n t H e a d asse m b ly on tw o b lo ck s, as sh o w n in Fig. I D 1-46, a n d use M a in B e arin g R e m o v e r J-2 4 8 9 6 to d riv e th e M a in B ea rin g o u t o f th e F r o n t H e a d .

Replace 1.

P la c e th e F ro n t H e a d “ w ith n e c k -e n d d o w n ” on a flat, solid su rface.

R-4 COMPRESSOR SHELL AND/OR O-RINGS Remove 1. 2.

3.

4.

D isc h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1. T h o ro u g h ly clean e x te rio r o f c o m p re s s o r to p re v e n t d irt fro m g e ttin g in to c o m p re s s o r d u rin g shell rem o v a l. R e m o v e th e C lu tc h P la te a n d H u b asse m b ly as d e sc rib e d in C O M P R E S S O R C L U T C H P L A T E A N D H U B rem o v a l p ro c e d u re s. P e rfo rm S tep s 1 th ro u g h 4 of R -4 C O M P R E S S O R C L U T C H R O T O R A N D /O R B E A R I N G rem o v a l p ro c e d u re b u t d o n o t loosen

1D1-20 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL

5.

o r rem o v e th e p u lley rim m o u n tin g screw s so as to rem o v e th e C lu tc h R o to r a n d B earin g , C lu tc h C oil a n d P u lley R im as a to ta l assem b ly . Be ca refu l n o t to d ro p th e P u lle r G u id e J-25031 w hen re m o v in g th e assem b ly . P ry th e sh ell re ta in in g s tra p aw ay fro m th e c y lin d e r a n d p o sitio n th e s tra p h ig h e n o u g h to c le a r th e c y lin d e r as th e Shell is re m o v e d (F ig. 1D 1-48).

7.

A lte rn a te ly tig h te n each b o lt a p p ro x im a te ly 1 /4 tu rn to p u sh th e Shell free o f th e O -rin g s on th e c y lin d e r (F ig . 1D 1-49). I f o n e (1) screw a p p e a rs to re q u ire m o re fo rce to tu rn th a n th e o th e r, im m e d ia te ly tu rn th e o th e r screw to b rin g th e screw th re a d in g se q u en c e in -ste p o r th e Shell w ill be c o c k e d a n d m a d e m o re d iffic u lt to rem ove. N o rm a l rem o v al d o es n ot re q u ire m u c h fo rce on th e w re n c h if th e screw s a re k ep t in -ste p w hile tu rn in g . T h e Shell can be rem o v ed by h a n d as so o n as th e Shell is free o f th e shell to c y lin d e r O -rin g s. D o n o t tu r n th e screw s an y f u r th e r th a n n ecessary to release th e Shell.

8.

R em o v e th e c o m p re sso r S hell a n d re m o v e th e H o ld in g F ix tu re J-2 5 0 0 8 -A fro m th e c o m p re sso r. R ev e rse th e H o ld in g F ix tu r e to ag ain h o ld th e c o m p re sso r by th e o p p o site side, using th e sh o rt-le n g th screw s w ith m e tric th re a d s.

9.

R em ove O -rin g s.

and

d isc a rd

b o th

c y lin d e r

to

Shell

Replace

6.

R e m o v e C o m p re s s o r H o ld in g F ix tu re J-2 5 0 0 8 -A , a n d rev erse H o ld in g F ix tu re w ith ste p b lo ck p ro tru s io n s e n g ag in g th e c o m p re s s o r Shell. In sta ll th e m e d iu m -le n g th m e tric th re a d m o u n tin g b o lts th ro u g h th e H o ld in g F ix tu re a n d th re a d th e m fin g e r-tig h t o n b o th sides in to th e c o m p re s s o r c y lin d e r u n til th e ste p o f th e fix tu re p ro tru s io n s c o n ta c t th e c o m p re s s o r Shell (F ig. I D 1-48). C h e c k to be su re th e ste p p ro tru s io n s d o n o t o v e rla p th e c y lin d e r b u t w ill p ass b o th sides. A llo w c o m p re s s o r to co o l to ro o m te m p e ra tu re b efo re re m o v in g c o m p re s so r shell.

rn

J-25008-A HOLDING FIXTURE

1.

C h e c k th e c o m p re sso r c y lin d e r assem b ly an d in te rio r o f th e c o m p re sso r S hell to be su re th ey a re free o f lin t, d irt, etc.

2.

D ip a new c y lin d e r-to -sh e ll O -rin g in clean 525 v iscosity re frig e ra n t oil a n d in stall in th e re a r O -rin g g ro o v e o f th e c y lin d e r. Be c a re fu l in m o v in g th e O -rin g a c ro ss th e c y lin d e r su rfa c e to p re v e n t d a m a g in g th e O -rin g .

3.

D ip th e re m a in in g c y lin d e r-to -sh e ll O -rin g in th e 525 oil a n d in sta ll it in th e fro n t O -rin g g ro o v e o f th e c y lin d e r.

4.

A lso c o a t in n e r O -rin g su rfa c e o f c o m p re sso r S hell w ith oil. P la ce th e c o m p re s s o r Shell on th e c y lin d e r a n d ro ta te th e re ta in in g s tra p to its o rig in a l lo c a tio n . A tta c h th e Shell In sta llin g F ix tu re J-2 5 0 0 8 -A to th e H o ld in g F ix tu re J-2 5 0 0 8 -A , using th e lo n g -b o lts a n d p la te w a sh e rs o f th e set. A lig n th e ste p p ro je c tio n s o f th e In s ta llin g F ix tu re J-2 5 0 0 8 -A , to c o n ta c t th e c o m p re s s o r Shell evenly on b o th sides. P u sh th e c o m p re sso r shell as close to th e O -rin g , F ig. ID 1-50, as p ossible by h a n d a n d c h ec k for eq u al a lig n m e n t o f th e sh ell a ro u n d th e c y lin d e r. T ig h te n th e F ix tu re screw s fin g e r tig h t.

5.

6.

H H SHELL TO CYLINDER O-RING

7.

f T ! ALTER NATELY TIGHTEN SCREWS APPROX. 1/4 TURN

I f o n e (1) screw a p p e a rs to re q u ire m o re fo rce to tu r n th a n th e o th e r, im m e d ia te ly tu r n th e o th e r screw to b rin g th e sc rew th re a d in g seq u e n ce in -ste p o r th e shell w ill be c o c k e d a n d m a d e m o re d iffic u lt to in stall. N o rm a l in sta lla tio n do es n ot re q u ire m u c h fo rce on th e w re n c h if th e screw s a re k e p t in -ste p w h ile tu rn in g .

f T ] STEP CONTACTS COMPRESSOR SHELL

4 2 0 0 4 9 -1 D1

8. Fig. 1D 1-49 R em oving Shell

A lte rn a te ly tig h te n ea ch b o lt a p p ro x im a te ly 1 /4 tu r n to p u sh th e c o m p re s s o r Shell o v e r th e O -rin g s a n d b ack a g a in st th e sh ell s to p flan g e at th e re a r o f th e c o m p re s s o r c y lin d e r.

W h e n th e shell is se a te d a g a in st th e sto p s, b en d th e shell re ta in in g s tr a p d o w n in to p lac e by ta p p in g g en tly w ith a h a m m e r. R e m o v e th e Shell In sta llin g F ix tu re J-2 5 0 0 8 -A .

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-21

r r ij -2 5 0 0 8 - A

rT ]j-2 5 0 0 8 -A

1------'COMPRESSOR SHELL INSTALLER

------HOLDING FIXTURE

[ T I a LT. ------ TIGHTEN SCREWS APPROX. V* TURN

Fig. 1 D 1 -5 0 In s ta llin g S hell

9.

10.

R e in s ta ll C lu tc h R o to r a n d B e a rin g A sm ., C lu tc h C o il a n d P u lley R im as a n asse m b ly w ith In s ta lle r J-2 6 2 7 1 -A (F ig. 1D 1-12), a n d th e C lu tc h P la te a n d H u b A sse m b ly w ith I n s ta lle r J-9480-B (F ig. 1 D 1 -1 1).

I 1 ] VALVE PLATE | 2 [PISTON AND REED ASSY.

“ E v a c u a te a n d C h a rg e th e R e frig e ra n t S y ste m ” a c c o rd in g to th e d ire c tio n s in S ectio n IB .

R-4 COMPRESSOR DISCHARGE VALVE PLATE AND/OR RETAINER Remove and Replace 1.

D is c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1.

/MIL

^ 4 2 0 0 5 2 -1 D1

2.

3.

P e rfo rm S tep s 1 th ro u g h 9 of R -4 C O M P R E S S O R S H E L L A N D / O R O -R I N G S re m o v a l p ro c e d u re . R e m o v e valve p la te re ta in e r rin g , u sing I n te rn a l S n ap R in g P lie rs J-4 2 4 5 , F ig . 1D 1-51. R em o v e C o m p re sso r D is c h a rg e V alve P la te (F ig. I D 1-52) fo r valve p la te re p la c e m e n t a n d / o r p isto n in sp e c tio n . R e p e a t th is o p e ra tio n fo r a d d itio n a l valve p lates a n d re ta in e r rin g s. I f all fo u r v alve p la te s a n d re ta in e rs a re to be re m o v e d , re m o v e tw o sets an d th e n ro ta te c o m p re s s o r a n d H o ld in g F ix tu re J-2 5 0 0 8 -A in vise fo r access to th e re m a in in g tw o v alv e p la te s a n d re ta in e rs.

4.

In s ta ll D isc h a rg e V alve P la te s a n d / o r R e ta in e rs as sh o w n in Figs. 1D 1-51 a n d 1D 1-52. R e p o sitio n c o m p re s s o r a n d H o ld in g F ix tu re in vise as n e c e ssa ry fo r access.

5.

R e in s ta ll c o m p re s so r S hell as d e sc rib e d in R -4 C O M P R E S S O R S H E L L A N D / O R O -R IN G S re p la c e m e n t p ro c e d u re s.

6.

E v a c u a te a n d c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1.

Fig. 1 D 1 -5 2 R e p la cin g D isch a rg e V alve Plate

R-4 COMPRESSOR CYLINDER AND SHAFT ASM. Remove 1.

D isc h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1.

2.

R e m o v e th e C lu tc h P la te a n d H u b a sse m b ly as d e sc rib e d in C O M P R E S S O R C L U T C H P L A T E A N D H U B re m o v a l p ro c e d u re . P e rfo rm S teps 1 th ro u g h 4 of R -4 C O M P R E S S O R C L U T C H R O T O R A N D /O R B E A R I N G rem o v a l p ro c e d u re b u t d o n o t loosen o r rem o v e th e p u lley rim m o u n tin g screw s. R e m o v e th e C lu tc h R o to r a n d B earin g , C lu tc h C oil a n d P u lle y R im as an assem b ly . Be ca refu l n o t to d ro p th e P u lle r G u id e J-2 5 0 3 1 , w h en re m o v in g th e assem b ly .

4.

R e m o v e th e sh a ft seal as d e sc rib e d in S H A F T S E A L re m o v a l p ro c e d u re .

5.

R em o v e th e fro n t h e ad as d e sc rib e d in F R O N T H E A D R E M O V A L p ro c e d u re .

1D1-22 R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 6.

7. 8.

9.

R em o v e th e th r u s t a n d belleville w a sh e rs as d e sc rib e d in T H R U S T A N D B E L L E V IL L E W A S H E R S re m o v a l p ro c e d u re s. R em o v e th e c o m p re ss o r shell as d e sc rib e d in S H E L L re m o v a l p ro c e d u re . R em o v e th e d isc h a rg e valve p la te a n d re ta in e r as d e sc rib e d in D I S C H A R G E V A L V E P L A T E A N D / O R R E T A I N E R re m o v a l p ro c e d u re . R em o v e th e h ig h p re ssu re re lie f valve as d e sc rib e d in H I G H P R E S S U R E R E L IE F VALVE REM O V A L PR O CED U RE.

10. In sta ll a sh a ft n u t on th e c o m p re sso r c ra n k s h a ft if th e d riv e p la te an d c lu tc h assem b ly a re n ot in sta lled . 11.

U sin g a box -en d w re n c h o r so c k et a n d h a n d le , ro ta te th e c o m p re sso r c ra n k s h a ft o r c lu tc h d riv e p la te on th e c ra n k s h a ft several tu rn s to e n su re p isto n a ssem b ly to c y lin d e r w all lu b ric a tio n .

12.

C o n n e c t th e C h a rg in g S ta tio n h igh p re ssu re line o r a h ig h p re ssu re gage a n d G a g e A d a p te r J-5420 to th e T e st P la te J-9625 h ig h side c o n n e c to r.

13.

A tta c h an A d a p te r J-5 4 2 0 to th e su c tio n o r low p re ssu re p o rt o f th e T est P la te J-9625 to o p en th e S c h ra d e r-ty p e valve.

Replace 1. 2.

R ep la c e ab o v e p a rts in o p p o site o rd e r. E v a c u a te a n d c h a rg e th e re frig e ra n t sy stem a c c o rd in g to th e d ire c tio n s in S ectio n 1B1.

R-4 COMPRESSOR LEAK TESTING (EXTERNAL AND INTERNAL)

O il w ill d ra in o u t o f th e c o m p re s s o r su c tio n p o rt a d a p te r if th e c o m p re sso r is p o sitio n e d w ith th e su c tio n p o rt d o w n w a rd . 14.

A tta c h th e c o m p re sso r to th e H o ld in g F ix tu re J-2 5 0 0 8 -A usin g m e tric m o u n tin g screw s. C la m p th e c o m p re s s o r H o ld in g F ix tu r e in a vise so th a t th e c o m p re s s o r c an be m a n u a lly tu rn e d w ith a w ren c h .

15.

U sin g a w re n c h , ro ta te th e c o m p re sso r c ra n k s h a ft o r d riv e p la te h u b ten (10) c o m p le te re v o lu tio n s a t a sp eed o f a p p ro x im a te ly o n e -re v o lu tio n p e r seco n d .

Bench-Check Procedure 1. 2.

3.

4.

5.

6.

7.

8. 9.

In sta ll T e st P la te J-9625 on R e a r H e a d o f c o m p re sso r. A tta c h c e n te r h o se o f M a n ifo ld G a g e Set on C h a rg in g S ta tio n to a re frig e ra n t d ru m s ta n d in g in an u p rig h t p o sitio n a n d o p en v alve o n d ru m . C o n n e c t C h a rg in g S ta tio n h ig h a n d low p re ssu re lines to c o rre s p o n d in g fittin g s o n T e st P la te J-96 2 5 , u sin g J-5 4 2 0 G a g e A d a p te rs if h o ses a re n o t e q u ip p e d w ith valve d e p re sso rs. • S u c tio n p o rt (lo w -sid e) o f c o m p re s s o r h as la rg e in te rn a l o p en in g . D is c h a rg e p o rt (h i-sid e) h as s m a lle r in te rn a l o p e n in g in to c o m p re sso r. O p e n lo w -p re ssu re c o n tro l, h ig h -p re ssu re c o n tro l a n d re frig e ra n t c o n tro l on C h a rg in g S ta tio n to allo w re frig e ra n t v a p o r to flow in to c o m p re sso r. U sin g a L e a k D e te c to r, c h e c k fo r leak s at P re s s u re R e lie f V alve, c o m p re s s o r sh ell to c y lin d e r, c o m p re s s o r fro n t h e a d seal, a n d c o m p re s s o r S h aft Seal. A fte r ch e c k in g , s h u t o ff low p re ssu re c o n tro l a n d h ig h p re ssu re c o n tro l on C h a rg in g S ta tio n . I f a n e x te rn a l leak is p re se n t, p e rfo rm th e n ec e ssa ry c o rre c tiv e m e a su re s a n d re c h e c k fo r leak s to m a k e c e rta in th e leak h a s been c o rre c te d . L o o sen th e M a n ifo ld G a g e h o se c o n n e c tio n s to th e G a g e A d a p te rs J-5 4 2 0 c o n n e c te d to th e low a n d h ig h sides a n d allo w th e v a p o r p re ssu re to release fro m th e c o m p re sso r. D is c o n n e c t b o th G a g e A d a p te rs J-5 4 2 0 fro m th e T e st P la te J-9625. R o ta te th e c o m p le te c o m p re ss o r assem b ly (n o t th e c ra n k s h a ft o r d riv e p la te h u b ) slow ly several tu rn s to d is trib u te oil to all c y lin d e r a n d p isto n areas.

T u rn in g th e c o m p re sso r at less th a n o n e -re v o lu tio n p e r sec o n d c a n re su lt in a lo w e r p u m p -u p p re ssu re a n d d isq u a lify a good p u m p in g c o m p re sso r. 16.

O b serv e th e re a d in g on H I G H p re ssu re gage at th e c o m p le tio n o f th e te n th (1 0 th ) re v o lu tio n o f th e c o m p re sso r. T h e p re ssu re re a d in g fo r a g o o d p u m p in g c o m p re s s o r s h o u ld be 344.75 k P a (50 p. s.i.) o r above. A p re ssu re re a d in g o f less th a n 310. 275 k P a (45 p .s.i.) w o u ld in d ic a te o ne o r m o re su c tio n a n d / o r d isc h a rg e valves leaking, an in te rn a l leak o r an in o p e ra tiv e valve, a n d th e c o m p re s s o r sh o u ld be d isa sse m b le d a n d ch e c k e d fo r ca u se o f leak. R e p a ir as n e ed e d , rea ssem b le a n d re p e a t th e p u m p -u p test. E x te rn a lly leak test.

17.

W h e n th e p re ssu re p u m p -u p te st is c o m p le te d , release th e a ir p re ssu re fro m th e H I G H side an d re m o v e th e G a g e A d a p te rs J-5 4 2 0 a n d T est P la te J-9625.

18.

O n th e R -4 c o m p re sso r, tilt th e c o m p re sso r so th a t th e c o m p re sso r s u c tio n a n d d isc h a rg e p o rts a re d o w n . D ra in th e oil fro m th e c o m p re sso r.

19.

A llo w th e c o m p re sso r to d ra in fo r 10 m in u te s, th e n c h a rg e w ith th e p ro p e r a m o u n t o f oil. T h e oil m ay be p o u re d in to th e su c tio n p o rt. I f f u rth e r assem b ly o r p ro c e ssin g is re q u ire d , a sh ip p in g p la te o r T e st P la te J-9 6 2 5 s h o u ld be in sta lle d to keep o u t air, d ir t a n d m o is tu re u n til th e c o m p re sso r is in sta lle d .

R-4 AIR CONDITIONING COMPRESSOR OVERHAUL 1D1-23

DU

D3

□U

18

DU

(Qi m

19

f2 0 |

22

23

1—J-9399

9/1 6 " THIN W A LL SOCKET

12—J-25030

CLUTCH HUB HOLDIN G TOOL

2—J-9480-B

HUB AND DRIVE PLATE ASSEMBLY IN STALLER

13—J 9553-01

O-RING REMOVER

14—J-9398-A

ROTOR BEARING REMOVER

3 —J-9401 A

HUB AND DRIVE PLATE ASSEMBLY REMOVER

1 5 - J 25008 A

COMPRESSOR H OLD IN G FIXTURE

1 6 - J 24092

4 —J-8092

DRIVER HANDLE

PULLEY HUB ADAPTER SET (USED WITH J-8433)

5—J-5403-A

SNAP RING PLIERS (#21 IN TER N AL)

17 -J-8433

COMPRESSOR P ULLE Y PULLER

5 —J-4245

SNAP RING PLIERS (#23 IN T ER N AL )

18—J-9393 A

SEAL SEAT REMOVER AND INSTALLER

5—J-6083

SNAP RING PLIERS (^24 IN TER N AL)

19 —J-25287

CLUTCH COIL PULLER

20—J 24896

BEARING REMOVER (FRONT HEAD)

6 —J-22974-A SHAFT SEAL PROTECTOR (FACE SEAL ONLY)

21—J-9481 A

PULLEY BEARIN G AND PULLEY INSTALLER

7—J-34614

SHAFT SEAL PROTECTOR (FACE SEAL AND LIP SEAL)

22—J 26271 A

8 —J-23128-A

SEAL SEAT REMOVER AND INSTALLER

ROTOR AND BEARING IN S TA LLE R (WITHOUT HANDLE)

23—J-24895

BEARING IN STALLER (FRONT END)

9 —J-9292-01

SHAFT SEAL REMOVER AND INSTALLER

24—J-25031

ROTOR AND BEARING PULLER WITH GUIDE

10—J-25108

SEAL SEAT O RING IN STALLER

11 —J 9625

PRESSURE TEST CONNECTOR Fig. 1 D 1-53 S p e cia l T ools, R-4 A /C C o m p re s s o r O verhaul

4 2 0 0 5 3 -1 D 1

FRAME

2A-1

SECTION 2A

FRAME CONTENTS G eneral D escrip tio n ......................................................................................... On Vehicle S ervice........................................................................................... M aintenance and Inspection........................................................................ U nderbody Inspection................................................................................. F ram e Inspection.......................................................................................... Fram e A lig n m en t........................................................................................... U nderbody A lignm ent................................................................................... Excessive Body D am age................................................................................

2 A -1 2A-1 2A-1 2A-1 2A-1 2A-1 2A-4 2A-4

GENERAL DESCRIPTION L ight duty 10-30 Series fram es are of the ladder channel section riveted type. Figure 2A-1 thru 2A-4 illustrates typical light duty truck frames with crossmembers, body mounts and suspen­ sion attaching brackets. This section also includes general instructions for checking fram e alignm ent and recommen­ dations on frame repair.

The G-Van fram e side rails, cross sills and outriggers are part of the underbody assembly which is a welded unit. M isalignm ent of the underbody can affect door opening fits and also influence the suspension system , causing suspension m isalignm ent. It is essential, therefore, th a t underbody alignm ent be exact to within - 1/16 in. (1 .9mm) of the specified dimensions.

ON VEHICLE SERVICE MAINTENANCE AND INSPECTION UNDERBODY INSPECTION Raise the vehicle on a hoist (preferably a twin-post type). Check for obvious floor pan deterioration. Check for loose dirt and rust around the inside of the floor pan reinforcement member access holes. This is the first indication that corrosion may exist in hidden areas, and that repairs might be required before the final cleaning and protective treatm ent is performed. Using a chisel, ensure th at the drain provisions in the floor pan reinforcement members are open. There are drain holes in the body side panels also. These holes can be opened by using a punch or drift. The side panel drain holes are in the rear section of the rocker panels, and in the lower rear quarter panels.

FRAME INSPECTION Raise the vehicle on a hoist (preferably a twin-post type). Check for obvious floor pan deterioration. Check for loose dirt and rust around the inside of the fram e rails, on top and at the ends where corrosion may exist in hidden areas. Check especially in the fram e box sections for accum ulation of debris.

FRAME ALIGNMENT Horizontal fram e checking can be made with tram ­ ming gages applied directly to the frame or by transferring selected points of m easurem ent from the fram e to the floor by means of a plum bob and using the floor layout for measuring. Fig. 2A-2 or 2A-4 may be used as a general guide in the selection of checking points; however, selection of these points is arbitrary depending on accessibility and convenience. An im portant point to rem em ber is that for each point selected on one side of the frame, a corresponding point on the opposite side of the fram e must be used for vertical checks, opposite and alternate sides for horizontal checks.

Vehicle Preparation Points to rem em ber when preparing vehicle for fram e checking: 1. Place vehicle on a level surface. 2. Inspect dam aged areas for obvious frame misalignment to elim inate unnecessary measuring. 3. Support vehicle so th at fram e sidemembers are parallel to the ground.

Tramming Sequence (Fig. 2A-1) 1. Dimensions to bolts an d/or holes in frame extend to dead center of the hole or bolt. 2. Dimensions must be within 3/16 in. (4.7 mm). 3. If a tram bar is used, for horizontal alignm ent " X " check from opposite and alternate reference points AA, BB and CC, as illustrated by the lines in Fig. 2A-1.

2A-2

FRAME

Error will result if a tram bar is not level and centered at the reference points. 4. O btain vertical dimensions and com pare the differences betw een these dim ensions w ith the dim ensions as shown in Fig. 2A-3 or 2A-4.

Horizontal Check 1. M easure fram e width at front and rear. If widths correspond to specifications, draw centerline full length of vehicle halfway between lines indicating front and rear widths. If fram e widths are not correct, layout centerline as shown in Step 4. 2. M easure distan ce from centerline to corresponding points on each side of fram e layout over entire length. Opposite side m easurem ent should correspond within 3/16 in. (4.7 m m). 3. M easure diagonals m arked A, B and C. If the lengths of intersecting diagonals are equal and these diagonals intersect the centerline, fram e area included between these points of m easurem ent may be considered in alignm ent. 4. If front or rear end of fram e is dam aged and width is no longer within limits, fram e centerline may be drawn through the intersection of any two previously drawn pairs of equal, intersecting diagonals.

Vertical Check Vertical dimensions are checked with a tram m ing bar from indicated points on the fram e (Figs. 2A-2 and 2A-4). For example, if the tram bar is set at point B with a vertical pointer length of 8-1/4 in. (206 m m ), and at point E with a vertical pointer length of 5-1/4 in. (131 mm) (a height difference of 3 in. (75 mm), the tram bar should be parallel with the frame. If the area is twisted or misaligned in any way, tram bar will not be parallel. Placing the tram bar vertical pointers on opposite sides of the fram e side rail is preferable in th a t fram e twist will show up during this vertical check. Fig. 2A-2 and 2A-4 show typical checking points, with dimensions for various fram es shown in Fig. 2A3.

Frame Repair Welding

Before welding up a crack in fram e, a hole should be drilled at the starting point of the crack to prevent spread­ ing. W iden V groove crack to allow com plete weld penetration. NOTICE: Do not weld into corners of fram e or along edges of side rail flanges. W elding at these points will tend to weaken the frame and encourage new cracks.

Fig. 2A-1-Frame Horizontal Checkina-Tvpical

FRAME

[OJ

I f

2A-3

□

DIMENSIONS TO HOLES OR SLOTS ARE MEASURED TO THE CENTER OF HOLE OR SLOT GAUGE HOLES ARE 5 /8 " DIAMETER © INDICATES THAT THE DIMENSION IS TO THE UNDERSIDE OF THE FRAME TOP SURFACE OR INSIDE OF THE FRAME OUTER SURFACE

NOTE:

FRAME ILLUSTRATED IS TYPICAL. FRAME DESIGN VARIES ACCORDING TO TRUCK MODEL

Fig. 2A-2--C-K-P Series Truck Frame

M odel

A

B

C

D

E

F

G

H

1

J

K

L

M

N

P

R

S

T

U

V

CA107

13-3/8

15-1/4

16

19-7/8

12

13

10

14-7/8

17-3/4

17-3/4

19-7/8

16-3/4

15-5/8

17 3/4

68-1/2

76-1/2

110

16-7/8

16-7/8

14

CA109

13-3/8

15-1/4

16

19-7/8

12

13

10

14-7/8

17-3/4

17-3/4

19-7/8

16-3/4

15-5/8

17-3/4

69-5/8

86-1/2

120

16-7/8

16-7/8

14

CA209

13-3/8

15-1/4

17

19-7/8

12

13

10

14-7/8

17-3/4

17-3/4

19-7/8

16-3/4

15-5/8

17-3/4

69-5/8

86-1/2

120

16-7/8

16-7/8

14

CA210 310

13-3/4

15-1/4

16

18-1/2

10

13

10

14-1/4

17-3/4

17-3/4

19-7/8

15-5/8

17-3/4

68-3 /4

105

131

16-7/8

16-7/8

14

CA314

13-3/8

14 7/8

16

18-1/2

10

13

10

14-1/4

17-3/4

17-3/4

19-7/8

15-5/8

17-3/4

69-7/8

129

155-1/2

16-7/8

16 7/8

14

KA107

13-3/8

15-1/4

17

19-7/8

12-1/2

13

10

14-7/8

17-3/4

17-3/4

19-7/8

16-3/4

15-5/8

17-3/4

68-1/2

76-1/2

110

16-7/8

16-7/8

14

KA 109 209

13-3/8

15-1/4

17

19-7/8

12-1/2

13

10

14-7/8

17-3/4

17-3/4

19-7/8

16-3/4

15-5/8

17-3/4

68-1/2

86-1/2

120

16-7/8

16-7/8

14

PA 100

7-5/8

9-3/8

11

14-5/8

9-1/2

13

10

PA208 308

7-5/8

9-3/8

11-5/8

14-5/8

9-1/2

13

10

9-1/2

PA210 310

7-5/8

9-3/8

11-5/8

14-5/8

9-1/2

13

10

9-1/2

9-1/2

13

10-7/8

13

71-7/8

36

89

16-7/8

16-7/8

14

13

9-1/2

13

10-7/8

13

72-1/4

59

131

16-7/8

16-7/8

14

9-1/2

13

9-1/2

13

10-7/8

13

71-7/8

67

153

16-7/8

16-7/8

14

9-1/2

13

14

10-7/8

PA314

7-5/8

9-3/8

11-5/8

14-5/8

13

10

9-1/2

13

10-7/8

10-7/8

13

71-7/8

91

177

16-7/8

16-7/8

CA105

13-3/8

15 1/4

17

19-7/8

12

13

10

14 1/4

20

17-3/4

15-5/8

17-3/4

69-5/8

46

88

16-7/8

16-7/8

14

KA105

13-3/8

15-1/4

17

19-7/8

12-1/2

13

10

14-1/4

20

17 3/4

15-5/8

17 3/4

69-5/8

46

88

16-7/8

16-7/8

14

PE 31132 (137)

9-1/8

11-1/2

10-7/8

9-1/2

13

10

9-1/2

13

9-1/2

13

10-7/8

10-7/8

13

68-1/2

71

157

16-7/8

16-7/8

14

PE 31432 (157)

9-1/8

11-1/2

10-7/8

9-1/2

13

10

9-1/2

13

9-1/2

13

9-7/8

10-7/8

13

68-1/2

92-1/2

178-1/2

16-7/8

16-7/8

14

PE 31832

9-1/8

11-1/2

10-7/8

9-1/2

13

10

9-1/2

13

9 1/2

13

10-7/8

10-7/8

13

68-1/2

112

240-3/16

16-7/8

16-7/8

14

Fig. 2A-3--C-K-P Series Frame Reference Dimensions

2A-4

FRAME

Fig. 2A-4--G Van Truck Reference Dimensions Bolting

W herever rivets or failed bolts are replaced, bolt hole must be as near the O.D. of the bolt as possible to prevent bolt from working and wearing. Drill out and line ream hole (or holes) to the bolt O.D.

UNDERBODY ALIGNMENT One m ethod of determ in in g the alignm ent of the underbody is with a tram gage which should be sufficiently flexible to obtain all necessary m easurem ents up to three quarters the length of the vehicle. A good tram m ing tool is essential for analyzing and d eterm ining the extent of collision misalignm ent present in underbody construction.

MEASURING To m easure the distance accurately between any two reference points on the underbody, two specifications are required. 1. The horizontal dimension between the two points to be tram m ed.

2. The vertical dimension from the datum line to the points to be tram m ed. The tram bar should be on a parallel to that of the body plane. The exception to this would be when one of the reference locations is included in the misaligned area; then the parallel plane between the body and the tram bar may not prevail. A fter completion of the repairs, the tram gage should be set at the specified dim ension to check the accuracy of the repair operation.

EXCESSIVE BODY DAMAGE If dam age is so extensive th at key locations are not suitable as reference points, repair operations should always begin with the underbody area. All other components should be aligned progressively from this area. Unlike the conven­ tional type of fram e design, the unitized type of body construction seldom develops the two conditions of "tw ist" and "diam ond" in the underbody area as a result of front or rear end collisions, therefore, there usually is an undam aged area suitable as a beginning reference point.

BUMPER

2B-1

SECTION 2B

BUMPERS NOTICE: Fasteners are im portant attaching parts in

th a t they could affect th e perfo rm ance o f vital com ponents and systems, a n d /o r could result in m ajor repair expense. They m ust be replaced with one of the sam e p a rt nu m b er or w ith an equivalent p a rt if rep lacem en t becom es necessary. Do not use a

replacem ent part of lesser quality or substitute design. T orque values m ust be used as specified during reassembly to assure proper retention of these parts. For prevailing torque nut(s) and bolt(s), refer to the "R eu se of P revailing T orque N u t(s) and B o lt(s)" chart in Section 10.

CONTENTS G eneral D escription........................................................... Service Procedures - 10 th ru 30 series.......................... Front Bum per - C, K and P M o d els............................ R ear Bum per - C and K M odels..................................

2B-1 2B-1 2B-1 2B-2

R ear Step Bum per - C and K M o d els......................... Front Bum per G S e rie s .................................................... R ear Bumper G S e rie s ..................................................... R ear Bum per G S e rie s .....................................................

2B-2 2B-2 2B-3 2B-3

GENERAL DESCRIPTION All truck front and rear bum pers are of a single piece design. Bumper attachm ents are the standard bracket and brace to fram e mountings. This section contains procedures for the removal and installation of face bar, brackets, braces and license plate brackets.

SERVICE PROCEDURES-10 THRU 30 SERIES Installation

A ssem ble and install fro n t bum per following the removal procedure in reverse order.

REAR BUMPER-C AND K MODELS (FIG 2B- 3) Removal

1. Remove bolts attaching bum per face bar to left and right bum per brace. Disconnect license lam p wiring on suburban, panel and pickup models. 2. Remove bolts attaching bum per face bar to left and

FRONT BUMPER-C, K AND P MODELS Removal Fig. 2B-1, 2B-2

1. Remove bolts securing bum per face bar to left and right bum per brackets. 2. Remove bolts securing bum per face bar to left and right bum per braces and remove bum per from vehicle. 3. If necessary, remove the brackets and braces from fram e by removing the bolt attachm ents. 4. I f equipped w ith bum per guards, the bum per is removed in same m anner as above.

2B-2

BUMPER

Fig. 2B-5--Front Bumper - G Models

Fig. 2B-3--Rear Bumper - C, K Models

right bum per bracket. 3. Remove bum per from vehicle. 4. If necessary, remove the rear stone shields and the bum per brackets and braces from fram e by removing bolt attachm ents.

Installation

In stall re a r step bum per by reversing rem oval procedure. Connect license lam p wiring.

Installation

FRONT BUMPER - G MODELS

Install rear bum per following removal procedure in reverse order. Connect license lamp wiring on suburban, panel, and pickup models.

Removal Fig. 2B-5, 2B-6

REAR STEP BUMPER C AND K MODELS Removal (Fig. 2B-4)

1. 2. 3. 4. 5.

Disconnect license lam p wiring. Remove bolts connecting bum per to braces. Remove bolts retaining bum per to brackets. Remove bum per assembly. Remove bolts securing bum per brace to fram e and bum per b rack ets and reinforcem ents to fram e if necessary.

1. Remove nuts securing bum pers to brackets and braces from left and right side. Remove bum per. 2. If necessary to remove the braces and brackets, remove screws securing brackets and braces to sheet metal. 3. If equipped with bum per guards (Fig. 2B-6) they may be removed from the face bar at this time. Installation

Reverse removal steps to install bum pers.

.160/.180 Ref (CLEARANCE)

Fig. 2B-4--Rear Step Bumper C and K Models

Fig. 2B-6--G-Models Front Bumper Guards

BUMPER

2B-3

REAR BUMPER-G MODELS Removal Fig. 2B-7

1. Remove nuts securing bum per to left hand and right hand brackets and braces and remove the bum per. 2. Remove the license plate support nut and bolts. 3. Rem ove bolts securing left hand and rig h t hand brackets and braces to body. The bum per may be removed with brackets and braces attached if necessary. Installation

Install in reverse order of removal.

Fig. 2B-7--Rear Bumper-G Models

SPECIFICATIONS TORQUE SPECIFICATIONS C, P AND K Front Bumper ............................................................... 35 Front Bumper Bracket and Brace ........................... 70 Rear Bumper to O uter Bracket ................................35 Rear Bumper O uter Bracket and Brace ................50 License Plate B ra c k e t..................................................18 Gravel Deflector ........................................................ 85 Rear Step Bumper to Bracket or Frame ................40

ft.-lb s . ft.-lb s . ft.-lb s . ft.-lb s . ft.-lb s . in.-lbs. ft.-lb s .

TORQUE SPECIFICATIONS G Front Face Bar to Bracket .........................................24 ft.-lb s . Bracket to Cross S i l l ....................................................24 ft.-lb s . License Plate Bracket to Face Bar .......................100 in .-lb s. Rear Face Bar to B ra c k e ts .........................................55 ft.-lb s . Bracket to Floor ...........................................................55 ft.-lb s .

Fig. 2B-ST--Specifications

-

'- ;\ f

i

SHEET METAL 2C-1

SECTION 2C

SHEET METAL N O TIC E Fasteners are im portant attaching parts in th a t they could affect the perform ance of vital components and systems, an d /o r could result in m ajor repair expense. They m ust be replaced with one of the sam e part num ber or with an equivalent part if replacem ent becomes necessary. Do not use a replacem ent part of lesser quality or substitute design. Torque values m ust be used as specified during reassembly to assure proper retention of these parts. For prevailing torque nut(s) and bolt(s), refer to the "R euse of Prevailing Torque N u t(s) and B olt(s)" ch art in Section 10.

CONTENTS G eneral D e sc rip tio n ................................. ...................... O n Vehicle S e r v ic e ................................... ...................... H ood - C K M o d e ls ................................. ...................... Cow l Top Vent Panel .......................... ...................... H o o d H inge .......................................... ...................... H ood Lock M e c h a n ism ...................... ...................... H ood A s s e m b ly ................................... ...................... H o o d ......................................................... ...................... H o o d H inge .......................................... ...................... H ood L o c k ............................................ ...................... H o o d B u m p e r..................................................................

2C-1 2C-1 2C-1 2C-1 2C-2 2C-2 2C-2 2C-3 2C-3 2C-3 2C-5

F ront S heet M etal ................................................... R adiator S upport ................................................... F ront F e n d e r ............................................................ F ront F en d er and Skirt ........................................ Running B o a r d ....................................................... F en d er Skirt - P S e r ie s ............................................ A dhesive B odyside M olding (All V eh ic les)___ Wood G rain A pplique ............................................ D ecal A pplique Procedure (All Vehicles) ......... S p e c ific a tio n s..............................................................

... ... ... ... ... ... ... ... ... ...

2C-6 2C-7 2C-8 2C-8 2C-8 2C-8 2C-8 2C-9 2C-10 2C-11

GENERAL DESCRIPTION CK MODELS

these items are welded together as an integral p a rt of the

The chassis sheet m etal assem bly is attached to the fram e and body a t adjustm ent points. The front of the assem bly is supported by two m ounts located at the fram e side rails. Fore and aft and side adjustm ent is allowed by oversize holes a t the fender rear attaching point and chassis sheet m etal mounts. Special shims at the rear locations allow adjustm ent of the rear of the assembly. The lower rear edge of the assembly is attached to the body a t the rocker panel by bolts on each side. Shim s are used a t this location to provide in and out adjustm ent at the rear of the fender. The bolts th a t retain the sheet m etal braces m ust be torqued to the required torques. If these bolts are loose, the braces will not provide additional support for the sheet m etal assembly.

Front end sheet m etal includes the hood assembly, hood hinges, hood lock catch and support, a hood rod assembly which supports the hood, a bolted radiator-upper ^ a r»an^ series designation plates and hoods emblems. A . ,

Anti-Corrosion Information A nti-corrosion m aterials have been applied to the interior surfaces of som e m etal panels to provide rust resistance. W hen servicing these panels, areas on which this m aterial has been disturbed should be properly recoated service-type anti-corrosion m aterial."

G MODELS T he front end sheet m etal design does not include the rad iato r support and fenders as loose item s inasm uch th at

ON VEHICLE SERVICE HOOD - CK MODELS Cowl Top Vent Panel (Fig. 2C-1) Replacement

1. Remove wiper arm s.

2. Open hood and remove two screws a t each wiper nozzle attachm ent. 3. Remove four screws a t front of cowl panel. 4. Pry the five plastic fasteners loose from windshield fram e. Remove the panel. 5. Reverse the above listed procedure to replace.

2C-2

SHEET METAL

PLASTIC RETAINER

5. Remove two bolts hinge to rear reinforcem ent at the body and remove hinge. 6. Replace by reversing the above procedure.

Hood Lock Mechanism

----------- H IN G E A S M

[v i e w [a 1 TYPICAL 5 PLACES

The hood latch assembly and bracket are m ounted to the R adiator Support. Elongated holes in the bracket are provided for alignm ent purposes. A sep arate secondary latch is m ounted to the striker plate in the hood. See Fig. 2C-3 and 2C-4. Replacement

VENT SCREEN

rviswfBl

BRACKET

TYPICAL 2 PLACES

Fig. 2C-l--Cowl Top Vent Panel

1. Open hood and remove the two bolts holding the hood latch to the bracket. If original hood lock assembly is to be replaced, scribe a line around lock for alignm ent on installation. 2. Replace hood latch assembly and bolts loosely. 3. Align within scribe m arks and tighten bolts.

Hood Bumper Adjustment Hood Bumpers m ust be adjusted until hood and fender line up flush at front corner.

Hood Removal

Hood Hinge (Fig. 2C-2) Replacement

1. Prop the hood in the extrem e open position and place protective covering over the cowl and fenders. Scribe position of hinge attachm ent to hood. 2. Remove two bolts link assembly to hood and two bolts at hinge to the hood. 3. Rem ove two bolts link assem bly to fender inner, remove link. 4. Remove wiper arm s and at the cowl cover panel remove four screws and lift up w ithout removing for access.

Fig. 2C-2--Hood Hinge -CK Models

1. Open hood and prop in full open position. If hood is to be reinstalled and present alignm ent is satisfactory, m ark each hinge in relation to hood, to assure original alignm ent. 2. Remove two (2) cap screws which attach each hinge

Fig. 2C-3--Primary Hood Latch -CK Models

SHEET METAL

2C-3

m ovem ent of th e hood while the vehicle is in m otion. In te g ra l w ith th e strik er plate is the com bination lock release lever and safety catch. 1. S cribe a line around the en tire hinge p late to be repositioned. 2. Loosen the appropriate screws and shift the position of the hood into correct alignm ent using the scribe m arks to check am ount of movement. Check alignm ent by tightening screws and closing the hood. Replacement

1. O pen hood and rem ove th e four bolts holding the com bination lock catch and lock bolt. If original hood lock assembly is to be replaced, scribe a line around lock for alignm ent on installation. 2. Place hood lock assembly in position. 3. A djust as outlined under A djustm ents. Adjustment

and link to hood; then with a helper remove hood from vehicle. Installation

1. If original hood is to be installed, position hood to hinges and links and install four cap screws snug which a tta c h hinges and links to hood. If a new hood is to be installed, perform procedures as outlined under A lignm ent, directly below. 2. Shift hood on hinges to location m arks m ade before removal of hood, then tighten attaching cap screws at hinges firmly. Close hood and check fit. If necessary to align hood p erform p rocedure as o u tlined under "A lignm ent" which follows.

Hood lock assembly to be adjusted fore and aft until hood lock bolt enters center of elongated guide. Bending bolt to accomplish this adjustm ent may seriously effect lock operation and safety catch engagem ent and is, therefore not recommended. 1. A djust lock bolt as shown in Fig. 2C-7. 2. Open hood and adjust tightness of catch assembly so th a t it is ju st "snug" enough to hold lock bolt in position. 3. Close hood in a norm al m anner. 4. Raise hood again; lock bolt assem bly will have shifted to o perating position. T ighten bolts fully. F u rth e r a d ju stm e n t m ay be m ade a t lock bolt support, if necessary. 5. A djust lock bolt to obtain a secure hood closure and reasonable lock release effort.

Alignm ent

1. Loosen hood hinge bolts. N ote th a t the rear most bolt holes in hinge are slotted to allow hood to move back and forth. 2. A djust bracket at hood latch, as necessary. Slotted hole in the bracket allow m ovem ent up or down a t the latch, and right or left at the rad iato r support. 3. A djust hood bum per as necessary in proportion to the latch.

Hood - G Model The alignm ent of the hood is controlled by the position of the hood hinges and the height of the two bum pers located one a t each side of the radiator support. The adjustm ent at the hood lock must be m ade after the hinges and bum pers are properly adjusted (R efer to Hood Lock A djustm ent Fig. 2C-7). To align the hood and lock proceed as follows: Hood Hinge (Fig. 2C-5) Hood Lock

A bolt-type hood lock is used as shown in Fig. 2C-7. T he lock bolt, located on th e hood, dovetails w ith the m ounted strik e r plate, preventing upw ard or dow nw ard

Fig. 2C-5--Hood Hinge-G Model

2C-4

SHEET METAL

HOOD CABLE RELEASE - CK MODELS (FIG. 2C-8) Replacement

1. Release the hood from below, using a suitable rod, by pressing on the hood release tab at the right side of the lock assembly. 2. Remove the cable at the lock assembly. 3. R em ove hood release handle to kickpad attaching screw s.

Fig. 2C-6--Hood Lock Catch Assembly-G Model

Fig. 2C-7--Hood, Bumpers and Latch-G Model

Fig. 2C-8--Hood Release Cable - CK Models

SHEET METAL

2C-5

Alignm ent

1. Loosen hood hinge bolts. N ote th a t the rear bolt holes in hinge is slotted to allow hood trailing edge to move up and down. 2. A djust hood bum pers so th a t hood and a d jac en t surfaces are flush. 3. P erform hood lock a d ju stm e n t as outlined in this section if necessary. Hood Lock Assembly to be adjusted fore and aft until nubble (p art of Hood Lock Bolt Support Assembly) enters center of elongated guide (Socket). Bending nubble to accomplish this adjustm ent may seriously effect lock operation and safety catch engagem ent and is, therefore, N O T R E C O M M E N D E D .

Hood Support Rod - G Model R efer to Fig. 2C-10 for rem oval and installation of hood support rod.

CARBURETOR OUTSIDE AIR INLET SNORKELS (Fig. 2C-11) Removal

4. Remove hood release cable. 5. To install, reverse Steps 2 through 4.

HOOD EMBLEM - CK MODELS (FIG. 2C-9) Hood Bumper A djust hood bum pers so th a t hood top surface is flush with the fender and grille top surfaces.

1. Raise hood and remove carburetor air duct from air snorkel by sliding duct rearw ard. 2. Disconnect the attachm ent incorporated in the duct attaching the air snorkel to radiator support turn and remove from vehicle.

LOWER RADIATOR GRILLE (FIG. 2C-12) RADIATOR GRILLE PANEL OR BRACKETS (FIG. 2C-13)

Hood - G Model (Fig. 2C-7) Removal

1. Lay a fender cover along cowl top to prevent hood from scratching painted surfaces. 2. O pen hood and prop in full open position. If hood is to be reinstalled and present alignm ent is satisfactory, m ark each hinge in relation to hood, to assure original alignm ent. 3. Remove two cap screws which attach each hinge to hood; (Fig. 2C-5) then with a helper remove hood from vehicle. Installation

1. If original hood is to be installed, position hood to hinges w ith helper and install four cap screws snug which attach hinges to hood. 2. Install rod assembly. If a new hood is to be installed, perform procedures as outlined under A lignm ent, directly below. 3. Shift hood on hinges to location m arks m ade before rem oval of hood, then tighten attaching cap screws at hinges firmly. Close hood and check fit. If necessary to align hood perform proced u re as o u tlined under "A lignm ent" which follows.

GRILLE MOLDING (FIG. 2C-14)

2C-6

SHEET METAL

Fig. 2C-12--Lower Radiator Grille - G Models

Fig. 2C-11--Typical Carburetor A ir Inlet Snorkel - CK Model

FRONT SHEET METAL - CK MODEL Shim s which are found at various locations should be recorded to ease installation of sheet m etal assembly. Removal

1. Remove bolts at hood hinge and link. Remove hood assembly.

Fig. 2C-14-- Grille Moldings - CK, G Models

Fig. 2C-13--Grille Panel or Brackets

SHEET METAL

2C-7

11. Connect upper and lower radiator hoses. Connect oil cooler lines to the radiator on models so equipped. 12. Connect battery and fill radiator. S ta rt engine and check for leaks. 13. Install Hood.

Radiator Support Removal

2. D rain rad iato r and remove radiato r hoses. Disconnect oil cooler lines if so equipped. 3. D isconnect wire connectors at the dash and toe panel and wire connector to horn and voltage regulator. 4. Disconnect battery and generator wires. 5. Remove front bum per bolts and remove bum per. 6. Remove bolts attaching fender upper edge to cowl door fram e. 7. Remove fan shroud. 8. W orking from u n d e rn e a th re a r of fender, rem ove a ttach m en t from each fender a t the hinge pillar. 9. Remove bolt from each radiator support m ounting. 10. Remove bolts a t each fender skirt to cab underbody (Fig. 2C-15). 11. W ith a helper, remove front sheet m etal assembly, with radiator, battery, horn and voltage regulator attached. Installation

1. W ith a helper place sheet m etal assem bly in position. In stall all bolts loosely to fa c ilita te aligning a fte r com plete installation. 2. Install fender bolts a t cowl. 3. Install com bination bolt and flat w asher assembly into each fender rein fo rcem en t w hile inserting shim s req u ired betw een fender rein fo rcem en t and body (R efer to Fig. 2 C -16). 4. Install two bolts and shims required at each fender rear lower edge to hinge pillar. 5. Install bolt in each fender skirt to underbody. 6. Install bolts at steering column skirt reinforcem ent, final torque 25 ft. lb. (33 N-m ). 7. Tighten each radiator support m ounting bolt 33 ft. lb. (44 N -m ). 8. T orque bolts a t fender to cowl 25 ft. lb. (33 N-m) 9. Install front bumper. 10. Connect wire connectors at dash and toe panel. A ttach generator and regulator wires.

1. D rain radiator, saving coolant, loosen attachm ents and remove radiator and coolant recovery tank. 2. Disconnect and remove battery. 3. Remove wiring from radiator support. 4. Disconnect fan shroud and lay back on engine. 5. Remove both head lam p assemblies. 6. Remove grille assembly. 7. Remove lower radiator grille panel. (Fig. 2C-13). 8. Rem ove screw s securing front fenders to ra d ia to r support. 9. Rem ove screws securing fender skirts to ra d iato r support bottom. (Fig. 2C -15). 10. Rem ove bolt securing center support to ra d ia to r support. 11. Remove bolts securing hood latch assembly to radiator support. 12. Remove radiator support bolts secured to frame. 13. T ilt radiator support rearw ard and lift up and off. Installation

1. R otate radiator support into position and loosely install attachm ents to fram e. 2. Connect center support to radiator support. 3. Connect hood latch plate. 4. Connect radiator support brackets to fenders.

2C-8

SHEET METAL

Installation

To install, reverse the removal procedure using sealing tape between filler panel and fender. Check sheet m etal alignm ent.

FRONT FENDER AND SKIRT (FIGS. 2C-15 AND 2016) Removal

CREW CAB

Fig. 2C-17~Running Boards-CK Models

1. Remove hood and hood hinge assembly. 2. Disconnect and remove battery (right side or auxiliary leftside). 3. Remove head lam p bezel, wiring and attachm ents from fender. 4. Remove screws attaching lower radiator grille panel. 5. Remove screws attaching skirt to radiator support. 6. Remove two (2) top rear fender bolts and shims. 7. Remove bolt and shims at bottom of fender. 8. Remove bolts attaching skirt to underbody. 9. Remove two (2) screw attaching support bracket to fender. 10. Remove five (5) screws attaching radiator support to front fender. 11. Lift fender and skirt from truck.

5. Connect support to fenders. 6. C onnect screws from underside o f fender skirts to support bottom. 7. A ttach grille lower panel to fenders.

Installation

Install front fender and skirt assembly in reverse order of removal.

8. T ighten radiator support bolts.

RUNNING BOARDS

9. Install radiato r coolant recovery tank hoses and shroud.

R efer to Fig. 2C-17 for removal and installation of running boards.

10. Connect removed wiring to radiator support. 11. Install both head lam p assemblies.

Fender Skirt - P Model

12. T ighten all previously installed bolts and screws.

R efer to figure 2C-18 for removal and installation of fender skirt, brackets, rear supports and hangers.

13. Install b attery and connect leads and wires. 14. Install grille assembly.

ADHESIVE BODY SIDE MOLDING

15. Fill rad iato r w ith coolant as specified in S ection 6B.

Body side moldings are attached to body panels with butyl adhesive tape. To insure a good molding replacem ent (new or old moldings), the panel surface should be w arm (21 to 32°C or 70 to 90°F), clean and free of any wax or oily film residue. Two methods are listed for attaching loose molding ends and completely removed moldings.

FRONT FENDER (FIG. 2C-16) Removal

1. Remove hood and hinge assembly. 2. Remove head lam p bezel, wiring and attachm ents from fender. 3. Remove screws attaching lower radiator grille panel. 4. Remove screws attaching fender wheel opening flange to skirt. 5. Rem ove sk irt to fender bolts, located inboard on underside of skirt. 6. Rem ove two (2) screws a tta c h in g b a tte ry support bracket to fender. 7. Remove five (5) screws attaching radiator support to front fender. 8. Remove bolt and shim attaching trailing edge of fender to hinge pillar. 9. Remove two bolts and shims a t top rear of fender attaching to cowl.

Molding End Loose

1. W ash affected area with detergent and w ater and wipe dry. W ipe panel and adhesive side of molding with clean naphtha or alcohol. If molding has separated from adhesive backing (tape rem ains on body panel), do not remove tape from body. Clean back of molding and tape on body with naphta or alcohol and proceed with step 3. 2. If needed, apply a length of m asking tape as a molding guideline. A suitable straightedge m ay also be used in most cases. 3. Apply adhesive to back of molding and press in place. a. If L octite 414 adhesive (p a rt no. 1052283) or equivalent is used, apply co n stan t pressure to molding for 30 seconds or until a firm bond has been established.

SHEET METAL

2C-9

Fig. 2C-18-Fender Skirt, Dash and Toe Pan-P Series

b. If 3M Super W eath erstrip Adhesive (or equivalent) is used, tape m olding in place for 15 m inutes. Use naphtha for clean-up. c. I f 3M Plastic and Em blem Adhesive (or equivalent) is used, follow pack ag e in stru ctio n s for apply adhesive and tape m olding in place for 30 m inutes. Molding Completely Removed 1. W ash affected panel a rea w ith soap and w ater and wipe dry. Remove all traces o f adhesive from body panel and back o f molding using oil-free n aphtha or alcohol. 2. M ark proper alignm ent position o f molding w ith a length o f masking tape. U se adjacent moldings as a guide, if applicable (view A, Fig. 2C-19.) 3. I f body is below 70°F (21°C ) due to shop tem perature or prior outside tem perature, w arm body panel with h eat lam p or heat gun while proceeding with step 4. 4. Apply 3M N eoprene Fam e T ape, P a rt No. 06377 or 06378 or equivalent to molding.

The surface m ust be free of any im perfections th a t m ight high-light through the film. Remove d irt nibs and other foreign m aterial in the paint by light sanding with 600 grit sandpaper. The tem perature of the body m ust be m aintained at a m oderate level between approxim ately 70 and 90°F (21 and 32°C). Too w arm a body will cause the wood grain film to stick prem aturely while too cool a body will reduce the adhesion of the wood grain film. Cool the body panel with cool w ater when too w arm and heat the body panel with a heat gun or a heat lam p when too cold. T ransfers should not be replaced in tem peratures below 65 ° F (18°C). The transfer should not be subjected to tem perature greater than 175°F (79°C) and should not be left a t or near this tem perature for extended periods of time. Shelf life of the transfer m aterial is 90 days a t a tem perature not to exceed 105°F (40°C). Removal

WOOD GRAIN APPLIQUE

Remove the moldings from the affected panel. The transfer film m ay then be removed by lifting an edge and peeling the m aterial from the painted surface. Exercise care so as not to dam age the paint. A pplication of heat to the transfer and the panel by m eans of a heat gun or heat lam p will aid in the removal.

General

Installation

5. Align molding to previously installed tape guideline and firmly press in place.

T he wood grain applique (tran sfer film) is a vinyl m aterial with a pressure sensitive adhesive backing. The transfers are serviced in precut panels. T he transfers are designed w ith an appealing wood grain p attern and a 50 degree or semigloss finish. P reparation of the surface to which th e transfer will be applied is very im portant. In cases w here body m etal repair has been m ade it is necessary to prim e and color coat these areas to blend with the undam aged surface. A pply the transfer film to color coated panels only, never to bare m etal or prim er.

1. W ith a solvent dam pened sponge, clean entire surface to be covered w ith applique. 2. W ipe area dry with a clean cloth. 3. Prior to application of transfer, wet down the com plete transfer surface of the fender with a solution of 1/4 oz. of neutral detergent cleaner (m ust not contain oils, perfum es, or bleaches) per gallon of clear w ater. It is essential th a t no substitute for this solution be used and th a t the specified proportions be m aintained. 4. W hile entire area is still wet with solution, remove pap er backing from tra n sfe r and align upper

2C-10

SHEET METAL

transfer area. Allow the adhesive to set for one m inute then press transfer to fender for adhesion. 9. Inspect transfer installation from critical angle using adequate light reflection to detect any irregularities th at may have developed during installation. Remove all air or m oisture bubbles by piercing each at an acute angle with a fine pin or needle and by pressing the bubble down. 10. Install previously removed parts and clean up vehicle as required.

DECAL APPLICATION PROCEDURE (ALL VEHICLES)

Fig. 2C-19--Molding Application

edge with pierced holes in fender and press on lightly. 5. S ta rt at center of transfer and squeeze outboard from middle to edges removing all air bubbles and wetting solution to assu re a satisfacto ry bond. U se teflonbacked plastic squeegee only. 6. N otch applique at fender rear contour bend areas with scissors. Also notch out front m arker lamp. 7. Fold ends of applique over fender flanges using squeegee. H eat the w rap-around area of applique with a heat lam p or gun to approxim ately 90°F (32°C) and press w ith squeegee to secure entire edge surface. 8. If the w rap-around of the transfer has trouble sticking to fender edges, brush vinyl adhesive onto the fender or

1. W ipe clean the entire fender surface, body surface, door jam flanges, door facings, fender flanges, etce, to be covered with the transfer with a sponge dam pened with N ap th a or equivalent. 2. W ipe cleaned surface dry with clean cloth. 3. S tarting with front fender, cut stripe to length. Allow excess at ends if necessary to avoid handling ends of strip e w ith fingers. T rim excess before w rapping around or tucking ends. 4. Remove about 6.00 in. (1 52.4m m ) of the paper backing from stripe and align stripe on vehicle. Fender stripe should bridge the gap at the fender extension, be tucked in with the edge of the squeegee and then trim m ed with a razor blade. 5. Pressurize stripe with a soft squeegee or a felt pad. Do not use thum bs or fingers as adequate pressure cannot be applied. 6. Remove the decal backing about 12.00 in. (304.8m m ) at a tim e careful not to touch adhesive with fingers and repeat step no. 5. 7. A fter com plete pressurization, remove the protective prem ask from the stripes at 180° angle. 8. R epeat above steps no. 4 thru 7 for the doors, q u arter panels, and end caps. 9. Fold m aterial around wrap areas, pressurize, heat to approxim ately 90°F (32°C ) w ith h eat gun, and repressurize. 10. H eat all areas at ends of stripes (end caps, front of fender, rear of quarter panel, etc.) 11. Reinspect entire stripe, especially ends and wraps and re- pressurize and heat where necessary to insure entire stripe is down. 12. Best results are obtained when m etal tem perature is 70°90°F (21°32°C). Use heat gun or allow cooling tim e when m etal is outside approxim ate tem perature range. 13. The m axim um tem perature th a t the tape should be subjected to is 175°F (79°C ) (p ain t rep air oven tem perature). N o tape stripe job should be left in a paint repair oven as dam age to the tape m ay occur. 14. The tape will not be affected by any of the cleaning solvents, waxes or detergents now being used at the assembly plants. Acrylic lacquer solvents will affect the clear coating over the vinyl. 15. This tape stripe highlights m etal im perfections so that all dings and rough m etal m ust be repaired before applying the tape. 16. If a fte r application of stripes, th e re ap p ears to be bubbles in the surface of the tape stripes,

SHEET METAL

piercing them with an ordinary safety pin will relieve the en- trapped air so th a t the bubble can be smoothed out. 17. Shelf life of the vinyl tape is 90 days at a m axim um tem perature of 105°F (40°C).

2C-11

REMOVAL

Removal of decal should cause it to be perm anently dam aged. Test to be conducted at an am bient tem perature not to exceed 90°F (32°C) and after a m inim um of 72 hours aging.

REPAIR

1. 2.

1.

2.

For Large Decals

R epair is required when: If the tape is dam aged. The paint is dam aged as the tape is pulled back for realignm ent or releasing traped air. The following repair procedure is recom mended: If th e tape is ruined w ith no paint being removed, the surface should be wiped w ith a prep-sol to insure a smooth and clean surface. A nother section of tape would then be applied according to the application procedure. If a section of paint is removed when the tape is pulled away, the area m ust be repainted and feathered into the adjoining surfaces. A nother section of tape should be applied according to the application procedure.

1. Prior to application of transer, wet down the complete transfer surface with a solution of 0.25 oz. of neutral detergent cleaner (m ust not contain oils, perfum es, or bleaches) per gallon of clear w ater. It is essential th at no substitute for this solution be used and th a t the specified proportions be m aintained. 2. W hile entire area is still wet with solution, remove paper backing from tra n sfe r, locate and press on lightly. 3. S tart at center of transfer and squeegee outboard from middle to edges, removing all air bubbles and wetting solution to assure a satisfac to ry bond. U se teflonbacked plastic squeegee only.

TORQUE SPECIFICATIONS G

CK Lock to Bracket & Rad. Support Lock Support to Hood Lock Bolt Nut Bumper Bolt Nut Hood Hinge Hood Lock Catch Lock Support to Rad. Support Rad. Support to Frame Rad. Support to Fender Fender Skirt to Fender Fender to Cowl

27 N- m ( 20 ft. lb s.)

24 27 17 48 17 17 48

Rad. G rille Panel Lower

17 N- m (150 in. lb s .)

N- m N- m N. m N- m N- m N- m N- m

( 18 ( 20 (150 ( 35 (150 (150 ( 35

ft. lb s.) ft. lb s.) in. lb s .) ft. lb s.) in . lb s .) in .lb s .) ft. lb s .)

17 54 17 24 24 24

N- m (150 in. lb s .) N- m ( 40 ft. lb s.) N- m (150 in. lb s .) N* m ( 18 ft. lb s . ) N- m ( 18 ft. lb s .) N- m ( 18 ft. lb s.)

•.'M

V l '? ■

' ■j I;* b.M v>

! 'r '

ec; '

V

:

DIAGNOSIS

3-1

SECTION 3

STEERING, SUSPENSION, WHEELS AND TIRES DIAGNOSIS...............................................................................................

3-1

FRONT END ALIGNM ENT................................................................ 3A-1 STEERING LINKAGE.......................................................................... 3B1-1 MANUAL STEERING G EA R ............................................................ 3B2-1 POWER STEERING SY ST E M ......................................................... 3B3-1 STEERING COLUM N.......................................................................... 3B4-1 FRONT SU SP E N SIO N .......................................................................... 3C-1 REAR SU SPE N SIO N ............................................................................. 3D-1 WHEELS AND T IR E S........................................................................... 3E-1

CONTENTS Steering L inkage.................................................................... 3-2 Manual Steering G ear.......................................................... 3-4 Power Steering S y ste m ................................................... 3-6 System N o ise........................................................................ 3-6 System Operation................................................................ 3-7 Steering Colum ns................................................................ 3-11 Auto. Transmission Cols.................................................. 3-11

Man. Trans. C olum ns...................................................... 3-15 Tilt Columns........................................................................ 3-16 From Suspension.................................................................. 3.21 Shock Absorbers................................................................. 3-23 Ball Joints............................................................................ 3-26 Bearings and R aces........................................................... 3-27

3-2

DIAGNOSIS

C O NDITIO N

POSSIBLE CA U SE

CORRECTION

Front wheel bearings loosely adjusted.

Adjust bearings to obtain proper end play.

Worn steering shaft couplings.

Replace part.

Worn upper ball joints.

Check and replace if necessary.

Steering wheel loose on shaft, loose pitman arm, tie rods, steering arms or steering linkage ball studs.

Tighten to specified torque, or replace if necessary.

Steering gear thrust bearings loosely adjusted.

Adjust preload to specification.

Excessive over-center lash in steering gear.

Adjust preload to specification.

Worn intermediate rod or tie rod sockets.

Replace worn part.

Excessive looseness in tie rod or intermediate rod pivots, or excessive vertical lash in idler support.

Seal damage and leakage resulting in loss of lubricant, corrosion and excessive wear.

Replace damaged parts as necessary. Properly position upon reassembly.

Excessive vertical lash in idler arm (P Series Motorhome)

Excessive end play in support assembly.

Adjust end play.

Excessive Play or Looseness in Steering System.

Fig. 3-1--Steering Linkage Diagnosis A

DIAGNOSIS

CONDITIO N

Hard Steering - Excessive Effort Required at Steering Wheel.

Poor Returnability.

POSSIBLE C A U SE

CORRECTIO N

Low or uneven tire pressure.

Inflate to specified pressures.

Steering linkage or bolt joints need lubrication.

Lube with specified lubricant.

Tight or frozen intermediate rod, tie rod or idler socket.

Lube replace or reposition as necessary.

Steering gear to column misalignment.

Align column.

Steering gear adjusted too tightly.

Adjust over-center and thrust bearing preload to specification.

Front wheel alignment incorrect, (manual gear)

Check alignment and correct as necessary.

Steering linkage or ball joints need lubrication.

Lube with specified lubricant.

Steering gear adjusted too tightly.

Adjust over-center and thrust bearing preload to specifications.

Steering gear to column misalignment.

Align column.

Front wheel alignment incorrect. (Caster)

Check alignment and correct as necessary.

Fig. 3-2--Steering Linkage Diagnosis B

3-3

3-4

DIAGNOSIS

CORRECTION

CONDITIO N

PO SSIBLE C A U SE

Rattle or Chuck in Steering Gear.

Insufficient or improper lubricant in steering gear.

Add lube specified.

Pitman arm loose on shaft or steering gear mounting bolt loose.

Tighten to specified torque.

Loose or worn steering shaft bearing.

Replace steering shaft bearing.

Excessive over-center lash or worm thrust bearings adjusted too loose.

Adjust steering gear to specified preloads.

NOTE: On turns a slight rattle may occur, due to the increased lash between ball nut and pitman shaft as gear moves off the center of “high point” position. This is normal and lash must not be reduced to eliminate this slight rattle.

Poor Returnability

Steering column misaligned.

Align column.

Insufficient or improper lubricant in steering gear or front suspension.

Lubricate as specified.

Steering gear adjusted too tight.

Adjust over-center and thrust bearing preload to specifications.

Front wheel alignment incorrect (Caster)

Adjust to specifications.

1

Fig. 3-3--Manual Steering Gear Diagnosis A

DIAGNOSIS

CONDITION

Excessive Play or Looseness in Steering System.

Hard Steering Excessive Effort Required at Steering Wheel

POSSIBLE CAUSE

3-5

CORRECTIO N

Front wheel bearings loosely adjusted.

Adjust to obtain proper end play.

Worn upper ball joints.

Check and replace ball joints if necessary.

Steering wheel loose on shaft, loose pitman arm, tie rods, steering arms or steering linkage ball nuts.

Tighten to specification, replace if worn or damaged.

Excessive over-center lash.

Adjust over-center preload to specifications.

Worm thrust bearings loosely adjusted.

Adjust worm thrust bearing preload to specifications.

Low or uneven tire pressure.

Inflate to specified pressures.

Insufficient or improper lubricant in steering gear or front suspension.

Lubricate as specified. Relubricate at specified intervals.

Steering shaft flexible coupling misaligned.

Align column and coupling.

Steering gear adjusted too tight.

Adjust over-center and thrust bearing preload to specifications.

Front wheel alignment incorrect. (Manual Gear)

Adjust to specifications.

Fig. 3-4-Manual Steering Gear Diagnosis B

3-6

DIAGNOSIS

C O N D IT IO N

PO S S IB L E C A U S E

C O R R E C T IO N

S Y S T E M N O IS E T h e re is som e noise in all p ow er steering system s. C o m m o n c o m p la in ts are listed as follows: P u m p no ise-“ c h i r p ” .

Loose belt.

A djust belt te nsio n to specification.

Belt squeal.

Loose belt.

A djust belt ten sio n to specification.

G ear noise ( “ hissing” s o u n d )

T h ere is som e noise in all p ow er steer­ ing systems. O ne o f the m ost c o m m o n is a hissing so u n d m ost evident at standstill parking. T h ere is no re la tio n ­ ship b e tw e e n this noise and p e rf o r­ m an ce o f the steering. “ Hiss” m ay be e x p e c te d w hen steerin g wheel is at e n d o f travel or w hen slowly tu r n in g at standstill.

Do n o t replace valve unless “ hiss” is e x tr e m e ly ob jectio nab le.. Slight “ hiss” is no rm al an d in no way affects ste e r­ ing. A re p la c e m e n t valve will also e x h i­ bit slight noise and is not alw ays a cure for the o b je c tio n . Investigate clearance a ro u n d flexible cou p lin g rivets. Be sure steering shaft arid gear are aligned so flexible c o u p lin g ro tates in a flat plane and is n o t d is to rte d as shaft r o ­ tates. A ny m etal-to-m etal c o n ta c ts th ro u g h flexible c o u p lin g will tran sm it “ hiss” in to passenger c o m p a r tm e n t. Also, check for proper sealing betw een steering column and toe pan.

R attle .

Pressure hose to u c h in g o th e r parts o f car.

A djust hose p ositio n.

Loose p u m p pulley n u t

R eplace n u t, to r q u e to specs.

P u m p vanes n ot installed p roperly.

Install p ro pe rly .

P u m p vanes sticking in ro to r slots.

Free up by rem ov ing burrs, varnish or dirt.

Im p ro p e r o ver-cen ter a d ju s tm e n t

A djust to specifications.

Gear noise (r a ttl e or chu ck le ).

N O T E : A slight rattle m ay o c c u r on tu rn s because o f increased cle arance o f f the “ high p o i n t ” . This is norm al a n d cle arance m ust n o t be re d u c e d b elo w specified limits to elim in a te this slight rattle. Loose p itm a n arm .

T igh ten to sp ecific atio ns

Gear loose on fram e.

C heck gear-to-fram e m o u n t in g bolts. T ig h ten b o lts to 7 0 f o o t-p o u n d s .

R a tt le o r c hu ckle .

S teering linkage looseness.

C heck linkage pivot p o in ts for wear. R eplace if necessary.

Groan.

L o w oil level.

Fill reservoir to p ro p e r level.

Groan.

Air in the c o n n e c tio n .

Growl.

Excessive back pressure caused hoses or steering gear, ( r e s tr ic tio n )

oil.

Po or

pressure hose

by

Fig. 3-5--Power Steering System Diagnosis A

Bleed sy s te m by o p e ra tin g steerin g fro m right to left - full turn. C heck c o n n e c t io n s , t o r q u e to specs. L o cate re s tric tio n an d c o rre c t. R eplace pari if necessary.

DIAGNOSIS

CON DITION

POSSIB LE CAUSE

C O R R E C T IO N

S cored p u m p pressure plates, thrust plate or ro tor.

Replace affected p a rts, flush system.

E x trem e wear o f p u m p cam ring.

Replace affected parts.

Swish in p u m p

Defective p u m p flow con tro l valve

Replace valve

Whine in p u m p

P u m p shaft bearing scored.

Replace housing and shaft, flush system

Sq uaw k in gear (n o t belt)

D a m p e r “ 0 ” rin g o n v a lv e s p o o l c u t

Replace “ 0 ” ring.

P u m p growl Note: Most noticeable at full wheel travel and stand still parking

3-7

SY ST E M O P E R A T IO N Excessive wheel kick-back steering.

or loose

Backlash in steering linkage.

Adjust parts affected or replace worn parts.

Air in system.

Add oil to p u m p reservoir and bleed by operating steering. Check all connections.

Excessive “ over-cen ter” lash.

A djust to specification.

Loose th ru st bearing preload adju st­ ment.

Adjust to specification.

Worn p o p p e t valve (G ear)

Replace p o p p et valve.

Steering gear loose on frame.

Tighten attach ing bolts to 70 f o o t­ pounds.

Steering gear flexible coupling to o loose on shaft or rubber disc m o u n tin g screws loose.

Tighten flange pinch bolts to 30 f o o t ­ pou nd s, if serrations are not damaged. Tig hten u p p er flange to coupling n uts to 20 foot-pounds.

Steering linkage ball studs w orn enough to be loose.

Replace loose co m p o n en ts.

F ro n t wheel bearings incorrectly ad ­ j u s t e d or worn.

P o o r re tu rn o f steering.

Adjust bearings or replace w ith new parts as necessary.

Tires under-inflated.

Inflate to specified pressure.

L ower c oupling flange rubbing against steering gear adjuster plug.

Loosen pinch bolt and assemble p ro p ­ erly.

Steering wheel ru bbing against direc­ tional signal housing.

Adjust steering jacket.

Tight or frozen steering shaft bearings.

Replace bearings.

Steering linkage or ball jo in ts binding.

Replace affected parts.

Steering gear to colu m n misalignment.

Align steering colum n.

Tie rod pivots n o t centralized.

A djust tie rod ends as required to cen te r pivots.

Lack o f lubricant in suspension ball jo in ts and steering linkage

Lubricate and relubricate at proper intervals

Fig. 3-6--Power Steering System Diagnosis B

3-8

DIAGNOSIS

CONDITION Poor return of steering. (Cont’d.)

Car leads to one side or the other. (Keep in mind road condition and wind. Test car on flat road going in both directions)

POSSIBLE CAUSE

CORRECTION

Steering gear adjustments over specifications.

Check adjustment with pitman arm disconnected. Readjust if necessary.

Sticky or plugged valve spool.

Remove and clean or replace valve.

Rubber spacer binding in shift tube.

Make certain spacer is properly seated. Lubricate inside diameter with sili­ cone lubricant.

Improper front suspension alignment.

Check and adjust to specifications.

Tight steering shaft bearings.

Replace bearings.

Front suspension misaligned

Adjust to specifications.

Steering shaft rubbing ID of shift tube.

Align column.

Unbalanced or badly worn steering gear valve.

Replace valve.

NOTE: If this is cause, steering effort will be very light in direction of lead and heavy in opposite direction.

Steering wheel surges or jerks when turning with engine running especially during parking.

Momentary increase in effort when turning wheel fast to right or left.

Hard steering or lack of assist.

Steering linkage not level.

Adjust as required.

Low oil level in pump.

Check oil level, add as necessary.

Loose pump belt.

Adjust tension to specification.

Sticky flow control valve.

Inspect for varnish or damage, replace if necessary.

Insufficient pump pressure.

Check pump pressure. (See pump pressure test). Replace relief valve if defective.

Steering linkage hitting engine oil pan at full turn.

Correct clearance.

Pump belt slipping.

Tighten or replace belt.

Low oil level in pump.

Check oil level, add as necessary.

High internal leakage.

Check pump pressure (Test)

High internal leakage. (Gear or pump)

Check pump pressure test).

Loose pump belt.

Adjust belt tension to specification.

Low oil level in reservoir.

Fill to proper level. If excessively low, check all lines and joints for evidence of external leakage, torque to specs.

Fig. 3-7--Power Steering System Diagnosis C

pressure. (See pump

DIAGNOSIS

CONDITION

Hard Steering or lack of assist (Continued)

Low oil pressure due to restriction in hoses:

Low oil pressure due to steering gear:

(See pump pressure test)

POSSIBLE CAUSE

3-9

CORRECTION

Lack of lubricant in suspension or ball joints.

Lubricate, relubricate at proper intervals.

Tires not properly inflated.

Inflate to recommended pressure.

Steering gear to column misalignment.

Align steering column.

Steering gear adjusted too tight.

Test steering system for binding with front wheels off floor. Adjust as neces­ sary.

Excessive friction in steering linkage.

Check tie rod pivot points for exces­ sive friction. Replace the affected pivot.

Lower coupling flange rubbing against steering gear adjuster plug.

Loosen pinch bolt and assemble properly.

Sticky flow control valve.

Replace or clean valve.

Frame bent.

Check frame for proper alignment or cracking. Repair or replace as neces­ sary.

Front springs weak and sagging.

Check standing height. Weak or sag­ ging springs should be replaced with new ones.

Insufficient oil pressure.

If above checks do not reveal cause of hard steering, diagnose hydraulic system to determine problem.

Check for kinks in hoses.

Remove kink.

Foreign object stuck in hose.

Remove hoses and remove restricting object or replace hose.

Pressure loss in cylinder due to worn piston ring or scored housing bore.

Remove gear from car for disassembly and inspection of ring and housing bore. Replace affected parts.

Leakage at valve rings, valve body to worm seal.

Remove gear from car for disassembly and replace seals.

Loose fit of spool in valve body or leaky valve body.

Replace valve.

Damaged poppet valve.

Replace valve.

Fig. 3-8~Power Steering System Diagnosis D

3-10

DIAGNOSIS

P O S S IB L E C A U S E

CONDITION

L o w oil pump:

pressure

due

to

steering

C O R R EC TIO N

L o ose belt.

A djust ten s io n to specific atio n

L o w oil level.

Fill reservoir to p r o p e r level.

Air in th e oil.

L o c a te so urce Bleed system .

D efective hoses or steering gear.

C o rre ct as necessary.

F lo w c o n tr o l valve stu c k or in o p e r a ­ tive.

R e m o v e b u rrs or dirt or replace.

L oose screw in end o f flow c o n tr o l valve.

T ig h ten.

C ra c k e d or b ro k e n th r u s t or pressure plate.

R eplace part.

Pressure ring.

R eplace pressure plate.

(See p u m p pressure te s t.)

N o te :

plate

not

flat against cam

o f leak a n d c o rre ct.

Steering s y s te m e x te rn a l leakage ,

F o a m in g m ilk y p o w e r steering fluid, low level an d possible low pressure.

E x tre m e w ear o f cam ring.

R eplace p arts, flush sy stem

S c o red pressure plate, th ru st p late or ro to r.

R ep lace parts. ( I f r o t o r , replace w ith ro ta tin g g ro u p k it), flush system

V anes n o t installed p ro pe rly.

Install p ro pe rly . R ad iu s edge to o u ts id e .

V an es stick ing in ro to r slots.

Free-up by re m o vin g b u rrs, varnish or dirt.

Air in the fluid, a n d loss o f fluid d ue to internal p u m p leakage causing overflow .

C heck for leak a n d c o rrect. Bleed system . E x tre m e ly cold t e m p e r a t u r e s will cause sy s te m aeriatio n sh o uld the oil level be low . If oil level is c o rre ct an d p u m p still foam s, rem ove p u m p fro m vehicle and sep arate reservoir fro m housing. C heck welsh plug and ho usin g for cracks. If plug is loose or hou sing is cra c k e d , rep lace housing.

Fig. 3-9--Power Steering System Diagnosis E

DIAGNOSIS

SU RFA CE “A”

Instrument Panel Bracket Capsule Damage NOTE: The bolt head must not contact surface “ A” . If contact is made, the capsule shear load will be increased. If this condition exists replace the bracket.

_____ I ~ 1

L

AUTOMATIC TRANSMISSION COLUMNS LOCK S Y S T E M - W I L L

NOT UNLOCK

Cause

Solution

A. Lock bolt damaged.

A. Replace lock bolt.

B. Defective lock cylinder.

B.

Replace or repair lock cylinder.

C. Damaged housing.

C.

Replace housing.

D. Damaged or collapsed sector.

D. Replace sector.

E. Damaged rack.

E.

Replace rack.

F. Shear Flange on sector shaft collapsed.

F.

Replace.

LOCK S YSTEM

W IL L N O T LOCK

Cause

Solution

A. Lock bolt spring broken or defective.

A. Replace spring.

B. Damaged sector tooth, or sector installed incorrectly.

B. Replace, or install correctly.

C. Defective lock cylinder.

C. Replace lock cylinder

D. Burr or lock bolt or housing.

D

Remove Burr.

E. Damaged housing.

E. Replace housing.

F. Transmission linkage adjustment incorrect.

F.

G. Damaged rack.

G. Replace rack.

H. Interference betw een bowl and coupling (tilt).

H. Adjust or replace as necessary.

I.

Ignition switch stuck.

I.

Readjust or replace.

J.

Actuator rod restricted or bent.

J.

Readjust or replace.

LOCK S YSTEM - H IG H

Readjust (see Sec. 7).

EFFO RT

Cause

Solution

A. Lock cylinder defective.

A. Replace lock cylinder.

B. Ignition switch defective.

B. Replace switch.

C. Rack preload spring broken or deformed.

C. Replace spring.

D. Burrs on sector, rack, housing, support, tang of shift gate or actuator rod coupling.

D. Remove Burr.

E. Bent sector shaft.

E.

Replace shaft.

F. Distorted rack.

F.

Replace rack

G. Misalignment o f housing to cover (tilt only).

G. Replace either or both.

Fig. 3-10--Auto Transmission Column Diagnosis A

ZD

3-11

3-12

DIAGNOSIS

LOCK SYSTEM -

HIGH EFFORT (CONT'D.)

Cause

Solution

H. Distorted coupling slot in rack (tilt).

H. Replace rack.

I.

Bent or restricted actuator rod.

I. Straighten remove restriction or replace.

J.

Ignition switch mounting bracket bent.

J.

Straighten or replace.

HIGH EFFORT LOCK CYLINDER - BETWEEN "OFF" AND "OFF-LOCK" POSITIONS Cause

Solution

A. Burr on tang of shift gate.

A. Remove burr.

B. Distorted rack.

B. Replace rack.

STICKS IN "START" POSITION Cause

Solution

A. Actuator rod deformed.

A. Straighten or replace.

B. Any high effort condition.

B. Check items under high effort section.

KEY CAN NOT BE REMOVED IN "OFF-LOCK" POSITION Cause

Solution

A. Ignition switch is not set correctly.

A. Readjust ignition switch.

B. Defective lock cylinder.

B. Replace lock cylinder.

LOCK CYLINDER CAN BE REMOVED WITHOUT DEPRESSING RETAINER Cause

Solution

A. Lock cylinder with defective retainer.

A. Replace lock cylinder.

B. Lock cylinder without retainer.

B. Replace lock cylinder.

C. Burr over retainer slot in housing cover.

C. Remove burr.

LOCK BOLT HITS SHAFT LOCK IN "OFF" AND "PARK" POSITIONS Cause

Solution

A. Ignition switch is not set correctly.

A. Readjust ignition switch.

IGNITION SYSTEM - ELECTRICAL SYSTEM WILL NOT FUNCTION Cause

Solution

A. Defective fuse in “accessory” circuit.

A. Replace fuse.

B. Connector body loose or defective.

B. Tighten or replace.

C. Defective wiring.

C. Repair or replace.

Fig. 3-11-Auto Transmission Column Diagnosis B

DIAGNOSIS

IGNITION SYSTEM - ELECTRICAL SYSTEM WILL NOT FUNCTION (CONT'D.) Cause

Solution

D. Defective ignition switch.

D. Replace ignition switch.

E. Ignition switch not adjusted properly.

E. Readjust ignition switch.

SWITCH WILL NOT ACTUATE MECHANICALLY Cause

Solution

A. Defective ignition switch.

A. Replace igntion switch.

SWITCH CAN NOT BE SET CORRECTLY Cause

Solution

A. Switch actuator rod deformed.

A. Repair or replace switch actuator rod.

B. Sector to rack engaged in w rong to o th (tilt).

B. Engage sector to rack correctly.

NOISE IN COLUMN Solution

Cause A. Coupling bolts loose.

A. Tighten pinch bolts to specified torque.

B. Column not correctly aligned.

B. Realign column.

C. Coupling pulled apart.

C. Replace coupling and realign column.

D. Sheared intermediate shaft plastic joint:

D. Replace or repair steering shaft and realign column.

E. Horn contact ring not lubricated.

E. Lubricate with lubriplate.

F. Lick of grease on bearings or bearing surfaces.

F. Lubricate bearings.

G. Lower shaft bearing tight or frozen.

G. Replace bearing. Check shaft and replace if scored.

H. Upper shaft tight or frozen.

H. Replace housing assembly.

I.

I. Tighten three screws or, if missing, replace.

Shaft lock plate cover loose.

CAUTION: Use specified screws. (15 in. lbs.) Replace snap ring. Check for proper seating in groove.

J. Lock plate snap ring not seated.

J.

K. Defective buzzer dog cam on lock cylinder.

K. Replace lock cylinder.

L. One click when in “off-lock” position and the steering

L. Normal condition - lock bolt is seating.

wheel is moved.

Fig. 3-12-Auto Transmission Column Diagnosis C

3-13

3-14

DIAGNOSIS

H IG H S T E E R IN G S H A F T E F F O R T Cause

Solution

A. Column assembly misaligned in vehicle.

A. Realign.

B. Improperly installed or deformed dust seal.

B. Remove and replace.

C. Tight or frozen upper or lower bearing.

C. Replace affected bearing or bearings.

D. Flash on I.D. of shift tube from plastic joint.

D. Replace shift tube.

H IG H S H IF T E F F O R T Cause

Solution

A. Column not aligned correctly in car.

A. Realign.

B. Improperly installed dust seal.

B. Remove and replace.

C. Lack of grease on seal or bearing areas.

C. Lubricate bearings and seals.

D. Burr on upper or lower end of shift tube.

D. Remove burr.

E. Lower bowl bearing n o t assembled properly (tilt).

E. Reassemble properly.

F. Wave washer w ith burrs (tilt only).

F. Replace wave washer.

IM PROPER T R A N S M IS S IO N S H IF T IN G Cause

Solution

A. Sheared shift tube joint.

A. Replace shift tube assembly.

B. Improper transmission linkage adjustment.

B. Readjust linkage.

C. Loose lower shift lever.

C. Replace shift tube assembly.

D. Improper gate plate.

D. Replace with correct part.

E. Sheared lower shift lever weld.

E. Replace tube assembly.

LASH IN M O U N T E D C O L U M N A SS E M B LY Cause

Solution

A. Instrument panel mounting bolts loose.

A. Tighten to specifications. (20 ft. lbs.)

B. Broken weld nuts on jacket.

B. Replace jacket assembly.

C. Instrument panel bracket capsule sheared.

C. Replace bracket assembly.

D. Instrument panel to jacket mounting bolts loose.

D. Tighten to specifications. (15 ft. Ibs.)

E. Loose shoes in housing (tilt only).

E. Replace.

F. Loose tilt head pivot pins (tilt only).

F. Replace.

G. Loose shoe lock pin in s u p p o rt (tilt only).

G. Replace.

M IS C E L L A N E O U S Cause

Solution

A. Housing loose on jacket - will be noticed with ignition in “Off-Lock” and a torque applied to the steering wheel.

A. Tighten four mounting screws • (60 in. lbs.)

B. Shroud loose on shift bowl.

B. Bend tabs on shroud over lugs on bowl.

Fig. 3-13--Auto Transmission Column Diagnosis D

DIAGNOSIS

MANUAL TRANSMISSION COLUMNS GENERAL INFORMATION All ot the preceding diagnosis information for automatic transmission will apply to the manual transmission. The following information is supplied in addition to and specifically for manual transmission columns.

DRIVER CAN LOCK STEERING IN SECOND GEAR Cause

Solution

A. Defective upper shift lever.

A.

Replace shift lever.

B.

Defective shift lever gate.

B.

Replace shift lever gate.

C.

Loose relay lever on shift tube.

C.

Replace shift tube assembly.

HIGH SHIFT EFFORT Cause

Solution

A. Column not aligned correctly in car.

A. Realign column.

B.

Lower bowl bearing not assembled correctly.

B.

Reassemble correctly.

C.

Improperly installed seal.

C.

Remove and replace.

D. Wave washer in lower bowl bearing defective.

D. Replace wave washer.

E. Improper adjustm ent o f lower shift levers.

E. Readjust (see Sec. 7).

F.

Lack o f grease on seal, bearing areas or levers.

G. Damaged shift tube in bearing areas.

F.

Lubricate seal, levers and bearings.

G. Replace shift tube assembly.

IMPROPER TRANSMISSION SHIFTING Cause

Solution

A. Loose relay lever on shift tube.

A. Replace shift tube assembly.

Fig. 3-14--Manual Transmission Column Diagnosis

3-15

3-16

DIAGNOSIS

TILT COLUMNS GENERAL INFORMATION All of the preceding diagnosis will generally apply to tilt columns. The following is supplied in addition to and specifically for tilt columns.

HOUSING SCRAPING ON BOWL Cause

Solution

A. Bowl bent or not concentric with hub.

A. Replace bowl.

STEERING WHEEL LOOSE Cause

Solution

A. Excessive clearance between holes in support or housing and pivot pin diameters.

A. Replace either or both.

B. Defective or missing anti-lash spring in spheres.

B. Add spring or replace both.

C. Upper bearing seat not seating in bearing.

C. Replace both.

D. Upper bearing inner race seat missing.

D. install seat.

F. Loose support screws.

F. Tighten to 60 in. lbs.

G. Bearing preload spring missing or broken.

G. Replace preload spring.

STEERING WHEEL LOOSE EVERY OTHER TILT POSITION Cause

Solution

A. Loose fit between shoe and shoe pivot pin.

A. Replace both.

NOISE WHEN TILTIN G COLUMNCause

Solution

A. Upper tilt bumper worn.

A. Replace tilt bumper.

B. Tilt spring rubbing in housing.

B. Lubricate.

STEERING COLUMN NOT LOCKING IN ANY TILT POSITION Cause

Solution

A. Shoe seized on its pivot pin. ivot pin.

A. Replace shoe and-pivot pin.

B. Shoe grooves may have burrs or dirt.

B. Replace shoe.

C. Shoe lock spring weak or broken.

C. Replace lock spring.

STEERING WHEEL FAILS TO RETURN TO TOP T IL T POSITION Cause

Solution

A. Pivot pins are bound up.

A. Replace pivot pins.

B. Wheel tilt spring is defective.

B. Replace tilt spring.

C. Turn signal switch wires too tight.

C. Reposition wires.

Fig. 3-15--Tilt Column Diagnosis

DIAGNOSIS

3-17

* SIGNAL SWITCH DIAGNOSIS CONDITION Turn signal will not cancel

POSSIBLE CAUSE A. B. C. D.

Turn signal difficult to operate

Reposition or replace springs as required

D.

Adjust switch position 1. If interference is correct and switch will still not cancel, replace switch. 2. If interference cannot be corrected by switch adjustment, replace cancelling cam. Tighten mounting screw (12 in-lb) Replace switch

B.

Yoke broken or distorted Loose or misplaced springs Foreign parts and/or materials Switch mounted loosely

B.

A. B. C.

A. B. C. A.

Broken lane change pressure pad or spring hanger Broken, missing or misplaced lane change spring Jammed base or wires

Foreign material or loose parts impeding movement of yoke Broken or missing detent or cancelling springs None of the above Foreign material between hazard support cancelling leg and yoke

Fig. 3-16--Turn Signal Switch Diagnosis A

Tighten to specified torque (25 in-lbs) Replace switch

C.

A.

E.

Hazard switch cannot be turned off

B.

Actuator rod loose

D.

Turn signal will not stay in turn position

A.

A.

C.

Turn signal will not indicate lane change

Loose switch mounting screws Switch or anchor bosses broken Broken, missing or out of position detent, return or cancelling spring Uneven or incorrect cancelling cam to cancelling spring interference. (.120)/side

CORRECTION

C. D. E.

Reposition or replace springs Remove foreign parts and/or material Tighten mounting screws (25 in-lbs)

A.

Replace switch

B.

Replace or reposition as required

C.

Loosen mounting screws, reposition base or wires and retighten screws(25 in-lbs)

A.

Remove material and/or parts

B.

Replace spring

C.

Replace switch

A.

Remove foreign material 1. No foreign material impeding function of hazard switch —replace turn signal switch

3-18

DIAGNOSIS

SIGNAL SWITCH DIAGNOSIS CONDITION Hazard switch will not stay on or difficult to turn off

No turn signal lights

POSSIBLE CAUSE A.

A.

C.

Loose switch mounting screws Interference with other components Foreign material

C.

D.

None of the above

D.

A.

Defective or blown fuse Inoperative turn signal flasher Loose chassis to column connector Disconnect column to chassis connector. Connect new switch to chassis and operate switch by hand. If vehicle lights now operate normally, signal switch is inoperative If vehicle lights do not operate check chassis wiring for opens, grounds, etc.

A.

B.

B. C. D.

E.

Turn indicator lights on, but not flashing

CORRECTION

B.

B. C. D.

Replace turn flasher Note: There are two flashers in the system. Consult manual for location. Connect securely and check operation Replace turn signal switch Replace signal switch

A.

B.

Loose chassis to column connection Inoperative turn signal switch To determine if turn signal switch is defective, substitute new switch into circuit and operate switch by hand. If the vehicle's lights operate normally, signal switch is inoperative If the vehicle's lights do not operate, check light sockets for high resistance connections, the chassis wiring for opens, grounds, etc.

B.

E.

Fig. 3-17--Turn Signal Switch Diagnosis B

Replace fuse and check operation Replace turn signal flasher Connect securely, check operation Replace signal switch

Repair chassis wiring as required using manual as guide

Inoperative turn , flasher

D.

Remove foreign material Replace switch

E.

A.

C.

Tighten mounting screws (25 in-lbs) Remove interference

C. D.

E.

Repair chassis wiring as required using manual as guide

DIAGNOSIS

SIGNAL SWITCH DIAGNOSIS CONDITION Front or rear turn signal lights not flashing

POSSIBLE CAUSE A.

Burned out fuse

A.

B.

Burned out or damaged turn signal bulb High resistance connection to ground at bulb socket Loose chassis to column connector Disconnect column to chassis connector. Connect new switch into system and operate switch by hand. If turn signal lights are now on and flash, turn signal switch is inoperative. If vehicle lights do not operate, check chassis wiring harness to light sockets for opens, grounds, etc.

B.

C. D. E.

F.

Stop light not on when turn indicated

C. D. E.

Replace fuse and check operation Connect securely and check operation Replace signal switch

A.

B.

Loose column to chassis connection Disconnect column to chassis connector. Connect new switch into system without removing old. Operate switch by hand. If brake lights work with switch in the turn position, signal switch is defective If brake lights do not work check connector to stop light sockets for grounds, opens, etc.

B.

A. B. C.

P ned out bulbs High resistance to ground at bulb socket Opens, grounds in wiring harness from front turn signal bulb socket to indicator lights

Fig. 3-18--Turn Signal Switch Diagnosis C

Remove or repair defective connection and check operation Connect securely and check operation Replace turn signal switch.

Repair chassis wiring as required using manual as guide

Burned out fuse

D.

Replace fuse and check operation Replace bulb

F.

A.

C.

Turn indicator panel lights not flashing

CORRECTION

C.

D.

Repair connector to stop light circuits using manual as guide.

A. B.

Replace bulbs Replace socket

C.

Locate and repair as required. Use shop manual as guide.

3-19

3 -20

DIAGNOSIS

SIGNAL SWITCH DIAGNOSIS CONDITION Turn signal lights flash very slowly

A. B. C. D. E.

F.

Hazard signal lights w ill not flash - turn signal functions normally

CORRECTION

POSSIBLE CAUSE Inoperative turn signal flasher System charging voltage low High resistance ground at light sockets Loose chassis to column connection Disconnect column to chassis connector. Connect new switch into system without removing old. Operate switch by hand. If flashing occurs at normal rate, the signal switch is defective. If the flashing rate is still extremely slow, check chassis wiring harness from the connector to light sockets for grounds, high resistance points, etc.

A. B. C. D. E.

F.

Locate and repair as required. Use manual as guide. See Section 12

Replace fuse and check operation Replace hazard warning flasher Connect securely and check operation Replace the turn signal switch

A.

Blown fuse

A.

B.

Inoperative hazard warning flasher Loose chassis to column connection Disconnect column to chassis connector. Connect new switch into system without removing old. Depress the hazard warning button and observe the hazard warning lights. If they now work normally, the turn signal switch is defective. If the lights do not flash, check wiring harness " K " lead (brown) for open between hazard flasher and harmonica connector. If open, fuse block is defective.

B.

C. D.

E.

Fig. 3-19--Turn Signal Switch Diagnosis D

Replace turn signal flasher 1ncrease voltage to specified. See Sec. 6Y Repair high resistance grounds at light sockets Connect securely and check operation Replace signal switch

C. D.

E.

Replace fuse block (See Sec. 12)

DIAGNOSIS

3-21

FRONT SUSPENSION DIAGNOSIS HARD STEERING Probable Remedy

Probable Cause

Lubricate ball joints and linkage

a.

Ball joints and steering linkage need lubrication

a.

b.

Low or uneven fro n t tire pressure

b.

Inflate tires to the proper recommended pressure

c.

Power steering partially or n o t operative

c.

Check power steering components fo r proper operation

d.

Steering gear n o t properly adjusted

d.

A djust steering gear

e.

Incorrect fro n t wheel alignment (manual steering)

e.

Check and align fro n t suspension

POOR DIRECTIONAL STABILITY a.

Ball joints and steering linkage need lubrication

a.

Lubricate at proper intervals

b.

Low or uneven fro n t or rear tire pressure

b.

Inflate tires to the proper recommended pressure

c.

Loose wheel bearings

c.

A djust wheel bearings

d.

Steering Gear not on high p o in t

d.

A djust steering gear

e.

Incorrect fro n t wheel alignm ent (caster)

e.

Check and align fro n t suspension

f.

Broken springs

f.

Replace springs

g-

M alfunctioning shock absorber.

g-

Diagnose shock absorbers.

h.

Broken stabilizer bar, or missing lin k

h.

Replace stabilizer or lin k

FRONT WHEEL SHIMMY (SMOOTH ROAD SHAKE) a.

T ire and wheel o u t o f balance, or o u t o f round

a.

Balance tires, check run-out

b.

Worn or loose wheel bearings

b.

A djust wheel bearings

c.

Worn tie rod ends

c.

Replace tie rod end

d.

Worn ball joints

d.

Replace ball joints

e.

M alfunctioning shock absorber

e.

Diagnose shock absorbers

VEHICLE PULLS TO ONE SIDE (NO BRAKING ACTION) a.

Low or uneven tire pressure

a.

Inflate tires to the proper recommended pressure

b.

F ront or rear brake dragging

b.

A djust brakes

c.

Broken or sagging fro n t spring

c.

Replace spring

d.

Incorrect fro n t wheel alignment (camber)

d.

Check and align fro n t suspension

EXCESSIVE PLAY IN STEERING a.

Incorrect steering gear adjustment

a.

A d ju st steering gear

b.

Worn steering gear parts

b.

Overhaul gear

103401 Fig. 3-20--Front Suspension Diagnosis A

3-22

DIAGNOSIS

N O IS E IN F R O N T E N D Probable Cause

Probable Remedy

a.

Ball joints and steering linkage need lubrication

a.

Lubricate at recommended intervals

b.

Shock absorber loose or bushings worn

b.

Tighten bolts and/or replace bushings

c.

Worn control arm bushings

c.

Replace bushings

d.

Worn tie rod ends

d.

Replace tie rod ends

e.

Worn or loose wheel bearings

e.

A djust or replace wheel bearings

f.

Loose stabilizer bar

f.

Tighten all stabilizer bar attachments

g.

Loose wheel nuts

g.

Tighten the wheel nuts to proper torque

h.

Spring im properly positioned

h.

Reposition

i.

Loose suspension bolts

i.

Torque to specifications or replace

W HEEL TRAM P a.

Tire and wheel o u t o f balance

a.

Balance wheels

b.

Tire and wheel out o f round

b.

Replace tire

c.

Blister or bump on tire

c.

Replace tire

d.

Im proper shock absorber action

d.

Replace shock absorber

E X C E S S IV E O R U N E V E N T IR E W E A R a.

U nderinflated or overinflated tires

a.

Inflate tire to proper recommended pressure

b.

Im proper toe-in

b.

A djust toe-in

c.

Wheels o ut o f balance

c.

Balance wheels

d.

Hard Driving

d.

Instruct driver

e.

Overloaded vehicle

e.

Instruct driver

a.

Toe-in incorrect

a.

A d ju st toe-in to specifications

b.

Excessive speed on turns

b.

Advise driver

c.

Tires im properly inflated

c.

Inflate tires to proper recommended pressure

d.

Suspension arm bent or twisted

d.

Replace arm

S C U F F E D T IR E S

C U P P E D T IR E S Replace shock absorbers

a.

F ron t shock absorbers defective

a.

b.

Worn ball joints

b.

Replace ball joints

c.

Wheel bearings incorrectly adjusted or w orn

c.

A d ju st or replace wheel bearings

d.

Wheel and tire o u t o f balance

d.

Balance wheel and tire

e.

Excessive tire or wheel runout

e.

Compensate fo r runout

Fig. 3-21--Front Suspension Diagnosis B

DIAGNOSIS

SHOCK ABSORBER DIAGNOSIS ON VEHICLE CHECKS (F o llo w the Procedures O utlined Below in the Order Indicated.)

Preliminary Inspection and Ride Test: Tire Pressure Check tire pressure, compare to vehicle specifications and adjust as required. Poor vehicle control and ride com plaints are caused in many cases by im proper tire inflation. Special Suspension Equipm ent Check Service Parts Id e n tifica tio n S ticker fo r any special suspension equipm ent; such as, a heavy d u ty suspen­ sion. Vehicles equipped w ith this type o f o ption have a somewhat s tiffe r or harsh ride, and this should be kept in m ind during the follow ing tests. If com plaint about s tiff­ ness should occur while vehicle is still new (under 5,000 miles) (8 000 km ), owner should be advised to have ride re­ checked after 7,000 to 8,000 miles (11 200 to 12 800 km ).

3-23

Test each fro n t and rear shock by bouncing each corner o f the vehicle. This can usually be done by liftin g up and pushing down on the end o f the bumper near each corner o f the vehicle u n til m axim um movement up and down is reached. Then let go o f bumper and observe if the up and down m o tio n stops very q u ickly. If up and down m o tion continues longer at one corner when compared to opposite com er (example, both fro n t shocks), the one having the longer up and down m o tio n may be suspect. Do N o t compare fro n t to rear. If com plaint is noise, this test should help to locate the suspected area. Inspecting Shock Mountings If noisy and/or loose shock mountings are suspected, place vehicle on hoist th a t supports wheels and check all mountings fo r the fo llo w in g conditions: (1) Worn or defective grommets (2) Loose m ounting nuts (3) Possible interference co n d ition (4) Bump stops missing If no apparent defects are noted in this step but noise co n d ition still exists when vehicle is bounced up and down, proceed.

Vehicle Load Conditions Inspecting Shocks fo r Leaks and Note any exceptional load conditions under w hich the owner norm ally operates the vehicle; such as, large tool boxes fu ll o f tools, pick up bed fu ll etc. If exceptional loading is apparent, check the d is trib u tio n o f this weight. Note if it is all tow ard one side o f the vehicle or at the extreme rear o f the vehicle. Reposition load as required to obtain a more un ifo rm w eight d istrib u tio n .

Manually Operating Shocks This procedure is subdivided in to tw o general areas, (1) Inspecting Shocks fo r Loss o f H ydraulic Fluid and (2) Manually Operating Shock. It should aid the technician to localize defective shocks caused by internal noise in the shock, weakness, leaking etc. 1. Inspecting Shocks fo r Possible Loss o f H ydraulic Fluid.

Check Vehicle Ride and Handling A fte r com pleting previous checks, ride vehicle w ith ow ner to determine if problem has been corrected or to d e fin ite ly establish type o f problem th a t still exists. If problem still exists (poor handling, bottom ing, noise, ride sway, etc.), proceed. Inspecting and Testing the Shocks Three procedures are included in this step. They are (a) Bounce Test, (b) Inspecting Shock Mountings fo r Noise (Looseness) and (c) Manually Operating Shocks to Deter­ mine if Shocks are Weak, Leaking H ydraulic F luid, and/or if Shocks have an Internal Noise C ondition. Test procedures (b) and (c) require vehicle to be on a hoist th a t supports wheels or rear axle housing and fro n t low er control arms. Bounce Test This is only a comparison type test to help locate the suspected shock or noise co n d itio n before proceeding.

(a)

Disconnect each shock lower m ounting as required and pull dow n on the shock u n til it is fu lly extended.

(b) Inspect shocks fo r leaks in seal cover area. Shock flu id is a very th in hydraulic flu id and has a char­ acteristic odor and dark brown t in t . Certain precautions should specting shocks fo r leaks:

be observed when

in ­

• shocks may have glossy paint on them . Do n o t confuse this paint w ith a leak co n d ition . • a slight trace o f shock flu id around the seal cover area is n o t cause fo r replacement. The shock seal is engineered to pe rm it a slight seepage to lubricate the rod. The shock absorber has reserve flu id to compen­ sate fo r the slight seepage. • shocks are sometimes in co rre ctly diagnosed as leakers due to oil spray originating fro m some other source. If in doubt, wipe the w et area fro m and man­ ually operate shock as described in Step (2). F luid w ill reappear if shock is leaking.

Fig. 3-22--Shock Absorber Diagnosis

3-24

C-K-G-P TRUCK

DIAGNOSIS

/

2. Manually operating shocks. It may be necessary w ith certain types o f shock m ount­ ings to fabricate a bracket th a t can be installed on a shock to enable a technician to securely grip the shock when manually operating the shock. See Figure 3C-9 fo r suggested methods o f providing tem porary grip. This test should help the mechanic to isolate the fo llow ing shock defects: • binding co ndition internally • verify leaking shock E XIS TIN G HOLE

• im proper or defective valving (a)

(b)

If suspected problem is in fro n t shocks, disconnect both fro n t shock low er mountings and stroke each shock as follow s: G rip the lower end o f the shock securely and pull down (rebound stroke) then push up (compression stroke). The control arms w ill lim it the movement o f the fro n t shocks during the compression stroke. Compare the rebound resistance between both fro n t shocks, then com ­ pare the compression resistance. If a noticeable difference can be fe lt during either stroke, usually the shock having the least resistance is at fa u lt.

Gripping Methods

If shock has an internal noise co n d itio n , extend shock fu lly , then exert an extra pull. If noisy, shock should be replaced. O ther noise conditions th a t require shock replace­ m ent are: • a grunt or squeal after one fu ll stroke in both directions • a clicking noise on fast reverse • a skip or lag at reversal near mid-stroke

When air adjustable shocks are being manually oper­ ated, the air line must be disconnected at the shock absorber.

103405

Fig. 3-22A~Shock Absorber Diagnosis

DIAGNOSIS

BENCH CHECKS The bench checks are recommended if the proper type hoist is n o t available to perform the "o n vehicle" tests, or if there is still some d o u b t as to whether the shocks are defective. In addition, the bench test allows a more th o r­ ough visual inspection. Bench check procedures are discussed fo r three general types o f shocks.

If this type o f shock has been stored or allowed to lay in a horizontal position fo r any length o f tim e, an air void w ill develop in the pressure chamber o f the shock absorber. This air void if n o t purged, can cause a technician to diag­ nose the shock as defective. To purge the air fro m the pressure chamber, proceed as fo llo w s: H olding the shock in its normal vertical position (top end up), fu lly extend shock.

(b) H old the to p end o f the shock dow n and fu lly collapse the shock. (c)

Repeat Steps (a) and (b) at least five (5) times to assure air is purged.

T Y P IC A L FRO NT SHOCK

T Y P IC A L REAR SHOCK BOTTOM M O UNT

ROD EXTEND ED (REBO UND) BOTTOM M O UN T

SHOCK " COLLAPSED ROD EXTEND ED (REBO UND): - r

BOTTOM M O UN T

V

«

T

BOTTOM M O UN T

3. Manually pump each shock by hand at various rates o f speed and compare resistance o f suspected shock w ith the new one. Rebound resistance (extending the shock) is norm ally stronger than the compression resistance (approxi­ mately 2 :1). However, resistance should be smooth and constant fo r each stroking rate. 4. Observe or listen fo r the fo llo w in g conditions th a t w ill indicate a defective shock: • a skip or lag when reversing stroke at mid travel.

S P IR A L G R O O V E R E S E R V O IR

(a)

3-25

SHOCK C OLLAPSED.

w TOP END DOWN N

• a noise, such as a grunt or squeal, after com pleting one fu ll stroke in both directions. • a clicking type noise at fast reversal. • flu id leakage. 5. To check fo r a loose piston, com pletely extend shock to fu ll rebound; then exert an extra hard pull. If a give is fe lt, a loose piston is indicated and shock should be replaced.

P L IA C E L L O R G E N E T R O N Pliacell and Genetron are some o f the trade names used to indicate a gas-filled cell in the shock reservoir. The reservoirs o f Pliacell and Genetron shocks are smooth, compared to the spiral groove type. The cell takes the place o f air in the reservoir. Thus, aeration or foam ing o f the flu id is elim inated, as air and flu id cannot m ix. Due to this feature, these shocks should be bench checked in an inverted position (top end dow n). If, when stroked, a lag is noticed, it means the gas-filled cell has been ruptured, and the shock should be replaced. I f no lag is noticed, the remainder o f the bench check is the same as given in the Spiral Groove Reservoir, Section 1, Bench Check Procedure.

DUST ' TUBE

TOP END DOWN IN V E R T THEN COLLAPSE

• seizing or binding co n d itio n except at extreme end o f either stroke.

“ r

IN V E R T THEN COLLAPSE

POSITION FOR PURGING A IR FROM SHOCK ABSORBER Position fo r Purging A ir From Shocks Bench Test Procedure

A IR A D J U S T A B L E S H O C K S This type o f shock contains an air chamber like the spiral groove reservoir typ e , and must have the air purged fro m the w orking chamber. See Section 1, Spiral Groove Reservoir. A fte r air has been purged from shock, proceed as fo llo w s: (a) Clamp lower shock m ounting ring in vise in vertical position w ith larger diameter tube at the top.

1. This is a comparison type test. If possible, obtain a new or know n good shock w ith same part number as shock under test.

(b) Pump u n it by hand at d iffe re n t rates o f speed. Smooth resistance should be fe lt through the length o f the stroke. Since the units are norm ally pressurized, the sound o f air bubbles or a gurgling noise is normal.

2. W ith shocks in vertical position (to p end up), clamp b o tto m mounts in vise. Do n o t clamp on reservoir tube or m ounting threads.

(c) The remainder o f the bench check is the same as given in the Spiral Groove Reservoir, Section 1, Bench Check Procedure. 103406

Fig. 3-22B—Shock Absorber Diagnosis

3 -2 6

DIAGNOSIS

BALL JOINT DIAGNOSTIC PROCEDURE

Fig. 3-23—Ball Joint Diagnosis

DIAGNOSIS

BEARINGS AND RACES BENCH DIAGNOSTIC PROCEDURE

3-27

Common Causes For Bearing Distress Include

. . . . . , . This section describes common types o f bearing dis­ tress and th e ir causes. Illustrations are included to help diagnose the cause o f distress and comments are provided * u ! i « • to help make effective repairs.

The Follow ing: 1. Im proper adjustment or preloading.

2. M ounting or teardown abuse, „ . 3. mproper m ounting methods, 4. Inadequate or wrong lubricants.

Consider The Follow ing Factors When Diagnosing Bearing Distress:

5 - Entrance o f d irt or w ater-

M * r* i r> -j *t ii . i . . . 1. Note General C ondition o f all parts during teardown and examinations.

6. Wear from d irt or metal chips.

2. Classify the failure w ith the aid o f these illustrations

8. Overload. „ ^ 9. Overheating causing tempering.

where possible.

7. Corrosion or rusting.

3. Determine the cause. Recognizing the cause w ill perm it . r .. correction o f the problem and prevent a repeat failure o f the same type.

x. '0 . Frettage o f bearing seats, 11. B rinelling fro m im pact loads and shipping.

4. Make all repairs follow ing recommended procedures.

12. Manufacturing defects.

FRO NT W H EEL, P IN IO N , D IF F E R E N T IA L SIDE A N D REAR W HEEL R O LLE R BEARINGS

DIAGNOSIS EXCESS NOISE C O M P LA IN T DIAG N O STIC PROCEDURE 1.

2. Road Test

3. 4. 5. 1.

2. Tire Noises

Engine or Exhaust Noises

Test fo r Wheel Bearing Noise

Test fo r D ifferential Bearing Noise

3. 4. 5. 1.

2. 3. 4. 1.

2. 3. 4.

1. 2. 3. 4. 1.

2. Test fo r Pinion Bearing Noise

3. 4. 5. 6. 7.

Check tires fo r irregular wear Check tire pressure Check lubricant level Drive to warm-up rear axle Test at various speeds in drive, flo a t, coast and cornering Change tire pressure to m inim ize noises Drive over d iffe re n t road surfaces Smooth black-top minimizes tire noise Cross switch tires, if necessary Snow tire treads and studs caused added noises Drive slightly above speed where noise occurs, place transmission in neutral Let engine speed drop to idle Stop car Run engine at various speeds Drive car at low speed on a smooth road T urn car to develop le ft and right m otions, tra ffic perm itting Noise should change due to cornering loads Jack-up wheels to verify roughness at wheels Drive car at low speed on a smooth road Constant low pitch bearing noise may be heard Noise should not change in reversing turns Noise pattern should vary w ith wheel speed Roughness or w hine noise should increase w ith speed Noise pitch should be higher than differentials Test on smooth road to m inim ize tire noises Test at various speeds in drive, flo a t, and coast Rear pinion bearing noise may be louder on acceleration F ro n t pinion bearing noise may be louder on deceleration Gear noises tend to peak in a narrow speed range Fig. 3-24--Bearing Diagnosis Chart A

103407

3-28

DIAGNOSIS

FRONT WHEEL BEARING DIAGNOSIS CONSIDER THE FOLLOW ING FAC TO R SW H E N DIAG NO SING BE AR IN G CO N D ITIO N : 1. G E N E R A L CO N D ITIO N OF A L L PARTS D URING DISASSEM BLY A N D INSPECTION. 2. CLASSIFY THE F A IL U R E W ITH THE A ID OF THE ILLU S T R A T IO N S . 3. D ETERM INE THE CAUSE. 4. M AKE A L L REPAIRS FOLLO W ING RECOM M ENDED PROCEDURES.

® GOOD BEARING

BENT CAGE CAGE D AM AG E DUE TO H A N D LIN G OR TO O L USAGE.

BENT CAGE IMPROPER

REPLACE B E AR IN G .

GALLING M E T A L SMEARS ON R O LLER ENDS DUE TO O V E R H E A T , LU B R IC A N T F A IL U R E OR O V E R LO A D . REPLACE BE AR IN G - CHECK SEALS AND CHECK FOR PROPER LU B R IC A TIO N .

MISALIGNMENT

ABRASIVE STEP WEAR

CAGE DAM AG E DUE TO H A N D LIN G OR TO O L USAGE.

IMPROPER

REPLACE B E AR IN G .

ETCHING

PATTERN ON R O LLER ENDS CAUSED BY FIN E ABRAS IVES .

BEARING SURFACES APPEAR G R AY OR G R A Y IS H B LA C K IN COLOR W ITH R E LA TE D ETCHING A W AY OF M A T E R IA L CLEAN A L L PARTS A N D HOUSINGS, U S U A LLY A T R O LLER SPACING. CHECK SEALS A N D BEARING S AN D R EP LAC E IF L E A K IN G , ROUGH OR REPLACE BEARINGS CHECK SEALS NOISY. AN D CHECK FOR PROPER LU B R IC A TIO N .

INDENTATIONS

FATIGUE SPALLING

OUTER RACE M IS A LIG N M E N T DUE TO FOR EIGN OBJECT.

SURFACE DEPRESSIONS ON RACE AND F L A K I N G OF SURFACE RO LLERS CAUSED BY H AR D PARTICLES R ESULTING FROM F A TIG U E . OF FOREIGN M A T E R IA L .

C LEAN R E L A T E D PARTS A N D REPLACE BE A R IN G . M AKE SURE RACES ARE PROPERLY SEATED.

REPLACE BEARING CLEAN A L L PARTS A N D HOUSINGS, R E LA TE D PARTS. CHECK SEALS A N D REPLACE BEARING S IF ROUGH OR NOISY.

Fig. 3-25--Bearing Diagnosis Chart B

-

METAL

CLEAN

ALL

DIAGNOSIS

3 -29

FRONT WHEEL BEARING DIAGNOSIS (CONT’D) 2 l~

BRINELLING

CAGE WEAR

SURFACE IN D E N TA T IO N S IN RACEW AY CAUSED BY ROLLERS EITHER U NDER IMPACT LO A D IN G OR V IB R A T IO N W H ILE THE BE AR IN G IS NOT R O T A TIN G .

WEAR AR O U N D OUTSIDE D IAM ETER OF CAGE A N D RO LLER POCKETS CAUSED BY ABRASIVE MATERIAL AND INEFFICIENT L U B R IC A T IO N . CHECK SEALS A N D REPLACE BEARINGS.

REPLACE BEARING IF ROUGH OR NOISY.

ABRASIVE ROLLER WEAR PATTERN ON RACES AN D CAUSED BY FIN E ABRASIVES.

R O LLERS

CLEAN A L L PARTS A N D HOUSINGS, CHECK SEALS A N D BEARING S AND R EP LAC E IF L E A K IN G , ROUGH OR NOISY.

CRACKED INNER RACE RACE C RACKED DUE TO IMPROPER FIT, COCKING , OR POOR BEARING SEATS.

SM EARING OF M E T A L DUE TO SLIPPAGE, C O R R O S I O N SET UP BY SMALL SLIPPAGE CAN BE CAUSED BY POOR R E L A T IV E M O VEM EN T OF PARTS WITH FITS, L U B R IC A T IO N , O V E R H E A TIN G , NO LU B R IC A T IO N . O VE R LO AD S OR H A N D LIN G DAM AG E. REPLACE BE A R IN G . CLEAN R E LA TE D REPLACE BEARING S, CLEAN R E LA TE D PARTS. CHECK SEALS A N D CHECK FOR PARTS AN D CHECK FOR PROPER F IT PROPER L U B R IC A T IO N . AND LU B R IC A T IO N . REPLACE

SH A FT

IF

DAM AG E D .

HEAT DISCOLORATION HEAT D ISC O LO RATIO N CAN RANGE FROM F A IN T YELLO W TO D A R K BLUE RESULTI NG FRO M O V E R LO A D OR INCORRECT LU B R IC A N T. EXCESSIVE HEAT CAN CAUSE SOFTENING OF RACES OR RO LLERS. TO CHECK FOR LOSS OF TEMPER ON RACES OR ROLLERS A SIMPLE F 'L E TEST M AY BE M AD E. A F ILE DRAWN OVER A TEMPERED PART W IL L GRAB A N D CUT M ETA, WHEREAS, A F IL E DRAW N OVER A H AR D PART W IL L G LID E R E A D IL Y WITH NO M E T A L C UTTING . REPLACE BEARINGS IF OVER H E A TIN G DAM AG E IS IN D IC A T E D . CHECK SEALS A N D OTHER PARTS.

STAIN DISCOLORATION DISC O LO R A TIO N CAN RANGE FROM LIG H T BROWN TO BLA C K CAUSED BY INCORRECT L U B R IC A N T OR MOISTURE. RE-USE BEARING S IF STAINS CAN BE REM OVED BY L IG H T POLISHING OR IF NO EVIDENCE OF O V E R H E A TIN G IS OBSERVED. CHECK SEALS AN D R E LA TE D PARTS FOR DAM AG E.

Fig. 3-26--Bearing Diagnosis Chart C

- - H

LAS'

r

:! . V

FRONT ALIGNMENT

3A-1

SECTION 3A

FRONT ALIGNMENT CONTENTS G eneral D escrip tio n .................. M aintenance and A djustm ents S pecifications...............................

3A-1 3A-2 3A-5

GENERAL DESCRIPTION FRONT ALIGNMENT T he term "fro n t alig n m en t" refers to the ang ular relationships between the front wheels, the front suspension attaching parts and the ground. The pointing in or "toe-in" of the front wheels, the tilt of the front wheels from vertical (when viewed from the front of the vehicle) and the tilt of the suspension members from vertical (when viewed from the side of the vehicle), all these are involved in front alignm ent. The various factors that enter into front alignm ent are covered here each one under its own heading.

CASTER C aster is the tilting of the front steering axis either forward or backward from the vertical (when viewed from the side of the vehicle). A backw ard tilt is said to be positive ( + ) and a forward tilt is said to be negative (-). On the short and long arm type suspension you cannot see a caster angle without a special instrum ent, but you can understand th at if you look straight down from the top of the upper control arm to the ground you would find th at the ball joints do not line up (fore and aft) when a caster angle other than 0° is present. If you had a positive caster angle the lower ball joint would be slightly ahead (toward the front of the vehicle) of the upper ball joint center line. In short then, caster is the forward or backw ard tilt of the steering axis as

viewed from a side elevation. C aster is designed into the front axle assembly on all K series vehicles (four-wheel drive), and is non-adjustable. See caster copy under A D JU S T M E N T S .

CAMBER C am ber is the tilting of the front wheels from the vertical when viewed from the front of the vehicle. W hen the wheels tilt outw ard at the top, the cam ber is said to be positive ( + ). W hen the wheels tilt inward at the top, the cam ber is said to be negative (-). The am ount of tilt is m easured in degrees from the vertical and this m easurem ent is called the cam ber angle. C am ber is designed into the front axle assembly of all K series vehicles and is non-adjustable. See cam ber copy under A D JU S T M E N T S .

TOE-IN Toe-in is the turning in of the front wheels. The actual am ount of toe-in is norm ally only a fraction of an inch. The purpose of a toe specification is to ensure parallel rolling of the front wheels. (Excessive toe-in or toe-out will cause tire wear). Toe-in also serves to offset the small deflections of the wheel support system which occurs when the vehicle is rolling forward. In other words, even when the wheels are set to toe-in slightly when the vehicle is standing still, they tend to roll parallel on the road when the vehicle is moving. See toe-in copy under A D JU S T M E N T S .

3A-2

FRONT ALIGNMENT

< : > O rt' — CK

12#

M in . a n d M a x .

.0 0 3 " .0 1 0 "

— O'

a

0 c 0

IO V 2"

.0 0 5 " .0 0 8 "

O rt'

C h e v r o le t

C h e v r o le t

9Vi"

G e a r B a c k la s h P re fe rre d

0

c 0 Q

IO V 2 "

C h e v r o le t 8 Vi"

D IFFEREN TIAL S P E C IF IC A T IO N S

TYPE OF BEARING TAPERED ROLLER TAPERED ROLLER

4B10-1

4B10-2

REAR AXLE

©

10

I

—

12

13

O 21

19

16

24 22

O 18

1. 2. 3. 4. 5. 6. 7. 8.

J-22912 J-1453 J-8107 J-8107-3 J-22888 J-1364 J-1488 J-8608

9. 10. 11. 12.

J-5853 J-8092 J-8614 J-22281

Press Plate Pinion Bearing Press Plate Differential Bearing Puller Set Adapter Plug Differential Side Bearing Remover Pinion Bearing Ring Drive Differential Side Bearing Replacer Drive Pinion Rear Bearing Cup Installer (Used with J-8092) In.-Lbs. Torque Wrench Drive Handle Companion Flange Holder and Remover Pinion Flange Oil Seal Installer

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.

J-8001 J-0972 J-24381 J-24383 J-24384 J-24385 J-24430 J-24432 J-23322 J-24429 J-24434 J-24433

Dial Indicator Set Differential Nut Wrench Pinion Rear Bearing Cup Installer Side Bearing Installer Pinion Oil Seal Installer Case Spreader Tool Side Bearing Installer Pinion Rear Cup Installer Pinion Straddle Bearing Installer Adjusting Nut Wrench ' Pinion Oil Seal Installer Pinion Rear Bearing Installer

REAR AXLE

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

J-5748 J-6627 J-8092 J-5853 J-8614-11 J-2619 J-2222 J-24429 J-24433 J-24430 J-23322 J-24426 J-24432 J-24427 J-8608

Positraction Torque Measuring Adapter Wheel B olt Remover Driver Handle Torque Wrench - Inch/Pound Companion Flange Holder Slide Hammer Wheel Bearing N ut Wrench Adjusting N ut Wrench Pinion Rear Bearing Installer D ifferential Side Bearing Installer Pinion Straddle Bearing Installer Outer Wheel Bearing Cup Tool Pinion Rear Bearing Cup Installer Inner Wheel Bearing Cup Installer Outer Wheel Bearing Cup Installer

16. 17. 18. 19. 20. 21. 22. 23. 24.

J 24384 J-24428 J-24434 J-2 5 5 1 0 J-22380 J-22354 J-22281 J-8114 J-8093

Pinion O il Seal Installer - Dana Wheel Hub Oil Seal Installer Pinion O il Seal Installer - Chevrolet Wheel Bearing A d ju s tin g N u t S ocket Tru-A rc Pliers Wheel O il Seal Installer Pinion Oil Seal Installer Wheel Bearing Outer Cup Installer Wheel Bearing Inner Cup Installer

4B10-3

FRONT AXLE

4C-1

SECTION 4C

FRONT AXLE The following notice applies to one or more steps in the assembly procedure of components in this portion of the manual as indicated at appropriate locations by the terminology "See Notice on page 1 of this Section". NOTICE: This fastener is an important attaching part in that it could affect the performance of vital components and systems, and/or could result in major repair expense, it must be replaced with one of the same part number or with an equivalent part if replacement becomes necessary. Do not use a replacement part of lesser quality or substitute design. Torque values must be used as specified during reassembly to assure proper retention of this part.

CONTENTS General Description........................................................................................... 4C-1 Diagnosis.............................................................................................................. 4C-2 Axle Shaft............................................................................................................ 4C-1 Front Axle Assembly........................................................................................ 4C-2 Rem oval............................................................................................................. 4C-2 Installation........................................................................................................ 4C-3 Repair Axle Joint Components...................................................................... 4C-4 Unit Repair......................................................................................................... 4C-4 General Information....................................................................................... 4C-4 Differential Case.............................................................................................. 4C-4 Rem oval.......................................................................................................... 4C-4 Oil Seal Replacement.................................................................................. 4C-5 Disassem bly.................................................................................................... 4C-5 Drive Pinion...................................................................................................... 4C-5 Rem oval.......................................................................................................... 4C-5 Inspection........................................................................................................ 4C-5 Differential Case.............................................................................................. 4C-8 Reassem bly..................................................................................................... 4C-8 Drive Pinion........................................................................................................ 4C-9 Installation and Adjustm ent........................................................................ 4C-9 Differential Case......................................................................... .................... 4C-40 Preload and A djustm ent............................................................................. 4C-10 Installation...................................................................................................... 4C-10 Gear Tooth Contact Pattern Check............................................................ 4C-10 Gear Tooth Nom enclature......................................................................... 4C -11 Special Tools..................................................................................................... 4C-12 Specifications.................................................................................................... 4C-13

GENERAL DESCRIPTION The front axle is a hypoid gear axle unit equipped with steering knuckles. Axle assembly number and production date are stamped on left tube of assembly. K 10-20 Models use a Chevrolet front axle, both incorporate a 8-1/2" ring gear and have ratings of (K-10) 3600 lb. and (K-20) 3800 lb. The K-30 axle assembly is a Dana (60 Series) which incorporates a 9-3/4" ring gear and has a 4500 lb. capacity.

Removal 1. Raise vehicle. 2. Remove wheel and tire. 3. Remove and support caliper. (See Notice on Page 1 of this section). Care should be taken so as not to stretch or damage the brake hose. 4. Remove hub lock mechanism. 5. Remove gears and snap rings.

4C-2

FRONT AXLE

D IA G N O S IS

EXCESS NOISE C O M P LA IN T D IAG N O STIC PROCEDURE

Road Test

1. Check tires fo r irregular wear 2. Check tire pressure 3. Check lu brica nt level 4. Drive to warm-up fro n t axle 5. Test at various speeds in drive, flo a t, coast and cornering 6 . V e rify th a t hubs are locked

Tire Noises

1. Change tire pressure to m inim ize noises 2. Drive over d iffe re n t road surfaces 3. Smooth black-top m inimizes tire noise 4. Cross switch tires, if necessary 5. Snow tire treads and studs cause added noises

Engine or Exhaust Noises

1. Drive slightly above speed where noise occurs, place transmission in neutral 2. Let engine speed drop to idle 3. Stop vehicle 4. Run engine at various speeds

Test fo r *Wheel Bearing Noise

1. Drive vehicle at lo w speed on sm ooth road 2. Turn vehicle to develop left and rig h t m otio ns, tra ffic p e rm ittin g 3. Noise should change due to cornering loads 4. Jack-up wheels to verify roughness at wheels

Test fo r ^D iffe ren tial Bearing Noise

1. Drive vehicle at low speed on a sm ooth road 2. Constant low pitch bearing noise may be heard 3. Noise should no t change in reversing turns 4. Noise pattern should vary w ith wheel speed

Test fo r *P inion Bearing Noise

1 . Roughness or whine noise should increase w ith speed 2. Noise pitch should be higher than differentials 3. Test on smooth road to m inim ize tire noises 4. Test at various speeds in drive, flo a t, and coast 5. Rear pinion bearing noise may be louder on acceleration 6 . F ront pinion bearing noise may be louder on deceleration 7. Gear noises tend to peak in a narrow speed range

N O T E : Bearing tests sh o u ld be done in 2H (a fte r 4H selection to lo c k hu b s). T his removes tra n s fe r case w h in e .

Of - '

101969

Fig. 4C -1-B earing Diagnosis

6. Remove rotor.

6 . Install thrust washer and snap ring.

7. Remove inner bearing and seal. 8. Remove spindle and backing plate. 9. Remove axle shaft.

8 . Install caliper (See Notice on Page 1 of this section).

Installation Prior to installation, the following items should be checked. a. Lube spindle bearing. b. Clean, inspect and repack inner and outer wheel bearing. c. Clean hub and spindle and lube spindle. 1. Install seal and thrust washer on axle shaft. 2. Install axle shaft into axle housing. 3. Install spindle. 4. Install splash shield. Torque nuts to specifications. 5. Install rotor and adjust wheel bearings.

7. Install hub lock mechanism. Care should be taken so as not to stretch or damage the brake hose. 9. Install tire and wheel. 10. Lower vehicle.

FRONT AXLE ASSEMBLY (Refer to Fig. 4C-2) Removal 1. Raise front of vehicle until weight is removed from front springs. Support vehicle with jack stands behind front springs. 2. Disconnect propeller shaft from front axle differential. 3. Disconnect connecting rod from steering arm. 4. Remove and support caliper. 5. Disconnect shock absorbers from axle brackets.

FRONT AXLE

4C-3

Fig. 4C-2--Front Drive Axle Typical

6. Disconnect axle vent tube clip at the differential housing (see fig. 4C-3). 7. Dismount "U" bolts from axle to separate axle from vehicle springs.

8. Raise vehicle to clear axle assembly and roll front axle out from under the vehicle.

Installation NOTICE: See N O T IC E on page 1 of this section regarding the fasteners referred to in steps 3 ,5 ,8 and 9.

1 . Vehicle should be on jack stands as in Step 1 of removal instructions. 2. Place axle in position under vehicle. 3. Install "U" bolts attaching axle to front springs. 4. Attach shock absorbers to axle brackets. 5. Install caliper (Refer to Brake Section).

6. Attach connecting rod to steering arm. 7. Remove jack stands and lower front of vehicle. 8. Assemble propeller shaft to front axle differential. 9. Lower vehicle to floor. Disassembly

Refer to Front Suspension Section for hub, spindle and knuckle rem oval and installation procedures. 1. Securely mount the axle assem bly in a suitable holding fixture. 2. R em ove automatic hub lock. (See Front Suspension Section). 3. Rem ove the wheel bearing outer lock nut, lock ring, and w heel bearing inner adjusting nut as outlined in Front Suspension Section. 4. R em ove the disc assem bly outer w heel bearing. If the disc or other brake components require repairs or replacem ent, refer to Brake Section.

4C-4

FRONT AXLE Repair O f Axle Joint Components:

1. Remove the lock rings after removing pressure from the trunnion bearings by squeezing the ends of the bearing in a vise. 2. Support the shaft yoke in a bench vise or on a short length of pipe. 3. Using a brass drift and a soft hammer, drive on end of one trunnion bearing just far enough to drive opposite bearing from yoke. 4. Support the other side of the yoke in the vise and drive the other bearing out by tapping on the end of the trunnion using a brass drift. 5. Remove trunnion. 6. Clean and inspect bearings. Lubricate with a high melting point type wheel bearing grease. 7. Replace trunnion and press new or relubricated bearings into yoke and over trunnion hubs far enough to install lock rings. 8. Hold trunnion in one hand and tap yoke lightly to seat bearings against lock rings. Assembly

Reverse disassembly procedure.

Fig. 4C-3--Axle Vent Hose Routing Typical

UNIT REPAIR GENERAL IN FO R M A TIO N The differential procedures in this section pertain to Dana model axles only. Procedures for the Chevrolet 8-1/2" model are the same as described in Section 4B.

FRONT AXLE DIFFERENTIAL CASE Removal (On Vehicle Dana Model) Fig. 4C-4 1. Raise front of vehicle until weight is removed from front springs. 2. Place jack stands under right hand and left hand frame rails. 3. Disconnect the right shock absorber at the axle. 4. Remove the U-bolt nuts. 5. Disconnect the tie rod at the right hand knuckle. 6. Place a jack stand under the right steering knuckle. 7. Lower the axle on stand, remove U-bolts and move spring aside. NOTICE: Care should be taken so as not to stretch and damage the brake hose. 8. Turn stabilizer bar to spring plate attaching plate bolt and rotate the spring plate to provide clearance for the spreader tool, J-24385.

If front axle assembly is removed from vehicle, mount assembly in suitable holding fixture. 9. Remove axle shafts as outlined under Axle Shaft Removal. 10. Remove cover attaching bolts and lock washers and the metal tag secured by one of the attaching bolts Remove cover and gasket. The tag shows the number of teeth on pinion and drive gear. 11. Remove differential side bearing caps, making sure they are marked for reassembly in the same position. 12. Position Spreader Tool J-24385 so the two dowels on tool fit into recesses in carrier, install two hold down bolts and install a dial indicator at one end of opening in carrier to indicate width of opening, (Fig. 4C-4 and 4C5).

13. Expand spreader tool to spread carrier a maximum o f .015". N O T IC E : D o not attem pt to rem o v e d ifferen tia l without using the spreader tool. D o not expand carrier more than .015 in. or it may be damaged and take a permanent set.

FRONT AXLE

4C-5

2. Install Tool J-8614-2, and 3 into holding bar as shown in Figure 4C-9 and remove flange from drive pinion. Remove drive, pinion from carrier. 3. With a long drift, tap on inner race of outer pinion bearing to remove pinion oil seal, slinger gasket, outer pinion cone and roller and shim pack. Tag shim pack for reassembly. 4. Should inspection indicate necessity, pinion earing cups can be removed from carrier using a long drift and hammer. Remove shims and oil slinger which are located behind the inner bearing cup. Tag shims for reassembly. 5. Remove inner pinion cone and roller using Tool J-22912, installed as shown in Figure 4C-10, and press pinion from bearing. Inspection

1. Clean all gears and bearings in cleaning solvent and inspect all bearing cups, races and rollers for scoring chipping or evidence of excessive wear. On pinion bearing rollers, inspect large end of rollers for wear. This is where wear is most evident on tapered roller bearings. The pinion bearings are of the tapered type, and the natural wear pattern is a frosted condition with occasional slight scratches on races or rollers. This does not indicate a defective bearing. 2. Inspect pinion splines and flange splines for evidence of excessive wear. 3. Inspect ring gear and pinion teeth for possible scoring cracking or chipping. 4. Inspect differential case for cracks on scores or 14. Remove dial indicator and, using a pry bar, lift out differential assembly. Remove and tag bearing cups so they may be reinstalled in their original positions. Relieve pressure on spreader tool and remove tool. Oil Seal Replacement

The axle shaft inner oil seals are located just outboard of the differential bearings, item 28 Fig. 4C-6. They can be replaced only after the differential is removed from the carrier, using tool J-28648. Disassembly

1. Remove bearing cups from differential carrier and identify for reassembly. 2. Remove bearing cones from case, using puller J-29721 and correct plug (fig. 4C-8) and remove shims from case. Identify all parts so they may be reassembled in their original location. 3. Drive the pinion shaft lock pin out of case. 4. Remove ring gear bolts from case and separate ring gear from case. 5. Remove pinion shaft, pinions, side gears and thrust washers from case.

DRIVE PINION Removal

1. Using Holding Bar J-8614-1, attached to pinion shaft flange, remove self-locking nut and washer from pinion shaft.

4C-6

FRONT AXLE

15.

D ifferential Pinion

29.

T hrust Washer

16. 17.

Thrust Washer Cover

30.

Ring Gear B olt Oil Slinger

Outer Bearing Shims Drive Pinion

18. 19.

Pinion Cross Shaft Ring Gear

6.

Inner Bearing Shims

7.

Lock Pin

20. 21.

D ifferential Case D ifferential Bearing A djusting

1. 2. 3.

Nut Washer Pinion Flange

4. 5.

8.

D ifferential Side Gear

9.

Thrust Washer

22.

10. 11.

Axle Shaft D ifferential Bearing Cone

23. 24.

Shims D ifferential Bearing Cap D ifferential Bearing Cone D ifferential Bearing Cup

12.

D ifferential Bearing Cup

25.

Cover Bolt

13. 14.

Bearing Cap D ifferential Bearing Adjusting

26. 27.

Shims

28.

Gasket A xle Shaft Oil Seal

Fig. 4C-6--Front Axle Differential Assembly

31. 32. 33. 34. 35. 36. 37. 38.

D ifferential Carrier Inner Bearing Cone Inner Bearing Cup Outer Bearing Cup O uter Bearing Cone Oil Slinger Oil Seal

1. Nut 2. Washer 3. Companion Flange 4. Pinion O il Seal 5. Gasket 6. O uter Pinion Oil Slinger 7 and 8. Cone and Roller (Outer Pinion Bearing) Shims (O uter Pinion 9. Bearing) 10. Inner Pinion Oil Slinger

Shims (Inner Pinion Bearing) 12. Cup (Inner Pinion Bearing) 13. Cone and Roller (Inner Pinion) 14. Ring and Pinion 15. Gasket (Housing Cover) 16. Screw and Washer (Cover) 11.

Cover and Plug Lock Pin (Pinion Shaft) 19. D ifferential Case 20. Shims (D ifferential Adjusting) 21. Cone and Roller (D ifferential Bearing) 22. Cup (D ifferential Bearing) 23. Cap (D ifferential Bearing) 17. 18.

24. 25. 26. 27. 28. 29. 30.

B olt (D ifferential Bearing Cap) B olt (Ring Gear) Pinion Shaft T hrust Washer (Pinion) Pinion Side Gear T hrust Washer (Side Gear)

4C-8

FRONT AXLE

side gears, thrust washers, and pinion thrust faces. 5. Check fit of differential side gears in case. 6. Check fit of side gears and axle shaft splines. 7. Inspect differential pinion shaft and spacer for scoring or evidence of excessive wear.

DIFFERENTIAL CASE Reassembly

1. Position differential side gears and new thrust washers in differential case. 2. Position differential pinions and new thrust washers in differential case. Align pinions with holes in differential case. 3. Install pinion shaft in differential case. Align hole in shaft with hole in case, then install lock pin. Peen hole to prevent pin dropping out of case. 4. Position ring gear to case; then install cap screws. Tighten cap screws evenly and alternately to specifications. 5. With an arbor press, press differential side

Fig. 4C-9--Removing Pinion Flange

bearings onto case using Tool J-22175. Do not install shims at this time.

6. Place differential case in carrier and install bearing caps. Care should be taken to install caps in original position. Use mark placed on caps and carrier at removal. Tighten caps just enough to keep bearing caps in place. 7. Install dial indicator on carrier with indicator button contacting back of ring gear (Fig. 4C -11). Rotate differential case and check for runout. If runout is greater tha .002 ", the assembly should be removed and the ring gear removed from case. Again install differential case and check runout at differential case flange.

8. Should runout of case flange be greater than .002", the defect is probably due to bearings or differential case, and should be corrected before proceeding further. 9. Position two screwdrivers between bearing cup and carrier on opposite side of ring gear (away from dial indicator side). Pull on screwdrivers and force

Fig. 4 C -1 1--Checking Runout

FRONT AXLE

O ld P in io n M a rk in g

4C-9

N ew P in io n M a rk in g - 4

- 3

- 2

- 1

0

+ 1

+ 2

+ 3

+ 4

+ 4

+ 0 .0 0 8

+ 0 .0 0 7

+ 0 .0 0 6

+ 0 .0 0 5

+ 0 .0 0 4

+ 0 .0 0 3

+ 0 .0 0 2

+ 0.001

0

+ 3

+ 0 .0 0 7

+ 0 .0 0 6

+ 0 .0 0 5

+ 0 .0 0 4

+ 0 .0 0 3

+ 0 .0 0 2

+ 0.001

0

- 0.001

+ 2

+ 0 .0 0 6

+ 0 .0 0 5

+ 0 .0 0 4

+ 0 .0 0 3

+ 0 .0 0 2

+ 0.0 0 1

0

- 0.001

- 0 .0 0 2

+ 1

+ 0 .0 0 5

+ 0 .0 0 4

+ 0 .0 0 3

+ 0 .0 0 2

+ 0.001

0

- 0.001

- 0 .0 0 2

- 0 .0 0 3

0

+ 0 .0 0 4

+ 0 .0 0 3

+ 0 .0 0 2

+ 0.0 0 1

0

- 0.001

- 0 .0 0 2

- 0 .0 0 3

- 0 .0 0 4

- 1

+ 0 .0 0 3

+ 0 .0 0 2

+ 0 .0 0 1

0

- 0.001

- 0 .0 0 2

- 0 .0 0 3

- 0 .0 0 4

- 0 .0 0 5

- 2

+ 0 .0 0 2

+ 0.0 0 1

0

- 0.0 0 1

- 0 .0 0 2

- 0 .0 0 3

- 0 .0 0 4

- 0 .0 0 5

- 0 .0 0 6

- 3

+ 0 .0 0 1

0

- 0.0 0 1

- 0 .0 0 2

- 0 .0 0 3

- 0 .0 0 4

- 0 .0 0 5

- 0 .0 0 6

- 0 .0 0 7

- 4

0

- 0 .0 0 1

- 0 .0 0 2

- 0 .0 0 3

- 0 .0 0 4

- 0 .0 0 5

- 0 .0 0 6

- 0 .0 0 7

- 0 .0 0 8

Fig. 4C-12--Drive Pinion Shim Chart

differential case as far as possible toward the dial indicator. Rock the ring gear to set the bearings. With force still applied, set indicator at "0 ". 10. Reposition screwdrivers between bearing cup and carrier on ring gear side. Pull on screwdrivers and force differential case as far as possible toward center of carrier. Repeat several times until the same reading is obtained. Record the indicator reading. This will be the total amount of shims needed (less preload) for setting backlash later during assembly. 11. Remove differential from carrier.

DRIVE PINION Installation and Adjustment of Depth and Preload

Ring gears and pinions are supplied in matched sets only. Matching numbers on both pinion and ring gear are etched for verification. If a new gear set is being used, verify the numbers of each pinion and ring before proceeding with assembly. On the button end of each pinion there is etched a plus + number, a minus - number, or a zero( 0) number, which indicates the best running position for each particular gear set. This dimension is contolled by the shimming behind the inner bearing cup. Whenever baffles or oil slingers are used, they become a part of the adjusting shim pack. For example: If a pinion is etched + 3 , this pinion would require .003" less shims than a pinion etched "0 ". This means by removing shims, the mounting distance of the pinion is increased by .003 " which is just what a + 3 etching indicates. Or if a pinion is etched -3, we would want to add .003 " more shims than would be required if the pinions were etched "0". By adding .003" shims, the mounting distance of the pinion was decreased .003" which is just what a -3 etching indicated. If the old ring and pinion set is to be reused measure the old shim pack and build a new shim pack to this same dimension. If baffle is in the axle assembly, it is considered as part of the shim pack. To change the pinion adjustment, shims are available in thicknesses of .003 ", .005 " and .010".

If baffle or slinger is bent or mutilated, it should be replaced. Measure each shim separately with a micrometer and add together to get total shim pack thickness from original build up. If a new gear set is being used, notice the plus or minus etching on both the old and new pinion, and adjust the thickness of the old shim pack to compensate for the difference of these two figures. For example: If the old pinion reads + 2 and the new pinion is - 2, add .004" shims to the original shim pack. 1. Determine proper inner shim pack (for setting pinion depth) by using chart (Fig. 4C-12). 2. Install inner shim pack and oil slinger in inner cup bore and drive inner cup into position using Tool J-21059 used with J-8092. 3. To the outer shim pack (for setting preload) add or remove an equal amount as was added or removed from the inner shim pack. 4. Install outer cup in carrier bore, using installer J-7818 with Drive Handle J-8092. 5. Press inner pinion bearing cone and roller onto pinion shaft using Installer J-9772 on arbor press as shown in Figure 4C-13. 6. Install drive pinion and inner bearing cone and roller assembly in differential carrier. 7. Install shims and outer pinion cone and roller on pinion shaft using Tool J-5590 and companion flange to press bearing onto pinion (Fig. 4C-14). 8. Install flange holding bar and install washer and nut on pinion shaft. Torque nut to 355 N-m (255 ft. lbs.). 9. Remove holding bar and with an inch pound torque wrench measure rotating torque. Rotating torque should be 1.2 to 2.2 N-m (10 to 20 in. lbs.) with original bearings or 2.2 to 4.6 N-m (20 to 40 in. lb.) with new bearings. Torque reading to start shaft turning must be disregarded. 10. If torque requirements (preload) are not to specifications, adjust shim pack as necessary R

LIG H T T R U C K S H O P M AN U AL

4C -10

FRONT AXLE

6. Install shims as indicated in step 5, (which will give the proper bearing preload and backlash) and install side bearing.

Fig. -4C-13—Installing Inner Pinion Core and Roller

Increase the outer shim pack to reduce rotation torque. Decrease shim pack to increase rotating torque. 11. Remove nut, washer and flange from pinion shaft. 12. Install oil slinger, gasket and using Tool J-22804 install oil seal. 13. Install flange, washer and nut. Torque nut to specifications.

DIFFERENTIAL CASE Preload a n d A d ju stm e n t

1. Place differential assembly (with pinion assembled) into housing Install bearing caps in their proper position and tighten screws just enough to hold the bearing cups in place. 2. Install dial indicator on carrier with indicator button contacting back of ring gear (Fig. 4C -11). 3. Place two screwdrivers between bearing cup and housing on ring gear side of case, and pry ring gear into mesh with pinion gear as far as it will go. Rock ring gear to allow bearings to seat and gears to mesh. With force still applied, set indicator to "0 ". 4. Reposition screw drivers on opposite side of ring gear and pry ring gear as far as it will go. Now take and indicator reading. Repeat until the same reading is obtained every time. This reading will be the necessary amount of shims between the differential case and differential bearing on the ring gear side. Remove differential bearing from the ring gear side and assemble proper amount of shims. Reassemble bearing. 5. Remove the differential bearing from the opposite side of ring gear. To determine the amount of shims needed here, use the following method. a. Subtract the size of shim pack just installed on ring gear side of case from the reading obtained and recorded in step 10 of Differential Case Reassembly. b. To this figure, add an additional .015" shims to compensate for preload and backlash. Example: If reading in step 10 of Differential Case-Reassembly was .085" and the shims installed on ring gear side of case was .055", the correct amount of shim will be .085 " -.0 5 5 " + .015" = .0 4 5 " .

Installation 1. Spread differential carrier, using spreader as shown in Figure 4C-4 and 4C-5. 2. Install differential bearing cups in their correct locations then install differential case into carrier. 3. Install differential bearing caps in the correct location as indicated by marks made at disassembly. Install cap screws finger tight. Rotate differential assembly and rap on case with a soft-faced hammer to ensure proper seating of case in carrier. 4. Remove spreader and torque cap bolts to specifications. 5. Install dial indicator and check ring gear backlash at four equally spaced points around the ring gear. Backlash must be held to .004 " to .009 " and must not vary more than .002 " between positions checked. 6. Whenever backlash is not within limits, differential bearing shim pack should be corrected to bring backlash within limits. 7. Check gear tooth contact as described in "Gear Tooth Contact Pattern Check". 8. After a successful pattern check, install housing cover using a new gasket. 9. Install axle shafts and install axle assembly into vehicle. 10. Fill with recommended lubricant, lower vehicle to floor and road test vehicle.

G E A R T O O T H C O N T A C T PA TTERN CH ECK Prior to final assembly of the differential, a Gear Tooth Contact Pattern Check is necessary to verify the correct relationship between ring gear and drive pinion. Gear sets which are not positioned properly may be noisy, or have short life, or both. With a pattern check, the most desirable contact between ring gear and drive pinion for low noise level and long life can be assured.

FRONT AXLE

4C-11

LO W FLAN K CO N TA C T DECREASE PINION SHIM

TOE CO N TA C T INCREASE BACKLASH

DECREASE BACKLASH

HIGH FACE CO N TACT INCREASE PINION SHIM

Fig. 4C-16--Gear Tooth Pattern Contact Pattern G e a r Tooth N om en clatu re

The side of the ring gear tooth which curves outward, or is convex, is referred to as the "drive" side. The concave side is the "coast" side. The end of the tooth nearest center of ring gear is referred to as the "toe" end. The end of the tooth farthest away from center is the "heel" end. Toe end of tooth is smaller than heel end. See Figure 4C -15. Test

1. Wipe oil out of carrier and carefully clean each tooth of ring gear. 2. Use gear marking compound and apply this mixture sparingly to all ring gear teeth using a medium stiff brush. When properly used, the area of pinion tooth contact will be visible when hand load is applied. 3. Tighten bearing cap bolts to 75 N m (55 lb. ft.). 4. Apply a load until a torque of 54-70 N-m (40-50 lb. ft.) is required to turn the pinion. A test made without loading the gears will not give a

4C -12

FRONT AXLE

satisfactory pattern. Turn companion flange with wrench so that ring gear rotates one full revolution then reverse rotation so that ring gear rotates one revolution in opposite direction. Excessive turning of ring gear is not recommended. 5. Observe pattern on ring gear teeth and compare with Figure 4C-16. Adjustments Affecting Tooth Contact

Two adjustments can be made which will affect tooth contact pattern. These are backlash and position of drive pinion in carrier. The effects of bearing preloads are not readily apparent on hand loaded teeth pattern tests: however, these adjustments should be within specifications before proceeding with backlash and drive pinion adjustments. It may be necessary to adjust both pinion depth and backlash to obtain the correct pattern.

The position of the drive pinion is adjusted by increasing or decreasing the shim thickness between the pinion head and inner race of rear bearing. The shim is used in the differential to compensate for manufacturing tolerences. Increasing shim thickness will move the pinion closer to centerline of the ring gear. Decreasing shim thickness will move pinion farther away from centerline of the ring gear. Backlash is adjusted by means of the side bearing adjusting shims which moves the entire case and ring gear assembly closer to, or farther from the drive pinion. (The adjusting shims are also used to set side bearing preload). To increase backlash, increase right shim and decrease left shim an equal amount. To decrease backlash decrease right shim and increase left shim an equal amount. The important thing to note is that the contact pattern is centrally located up and down on the face of the ring gear teeth.

SPECIFICATIONS CH EV RO LET A x le

Bolt T o rq u es

A x le

(F t.-L b s.)

B o lt T o rq u es (F t.-L b s.)

G e a r a n d B a c k la s h P re fe rre d

.0 0 5 - .0 0 8

C a r r ie r C o v e r

20

M in . a n d M a x .

.0 0 3 - .0 1 0

Ring G e a r

80

N ew P in io n B e a r in g P re lo a d

15 -3 0 in .- lb s .

D iffe r e n tia l B e a r in g C a p s

55

U se d Pin io n B e a r in g P re lo a d

5 -1 0 in .- lb s .

F ille r P lu g s

25

DANA Bolt T o rq u es Axle G e a r Backlash Preferred Min. and Max. New Pinion Bearing Preload Used Pinion Bearing Preload

A x le

(F t.-L b s.) .004"-.009" .004"-.009" 20-40 in.-lbs. in.-lbs.

16-20

C a rrie r Cover Ring G e a r* — K-30 D ifferential Bearing C ap s Filler Plugs Drive Pinion N ut** — K-30

Specification Chart 4C-1

Bolt Torques (Ft.-Lbs.) 35 110 85 10 270

FRONT AXLE

1. 2. 3. 4.

J-24385 J-29721 J 22175 J-5590

5.

J-6368

6. 7. 8.

J-8092 J-9276-2 J-8614-01

Spreader - Axle Carrier Puller - Side Bearing Installer - Side Bearing Installer - Pinion inner and outer bearing cone Installer - Pinion outer bearing cup (use with J;8092) Driver Handle (use with J-6368) Installer - Pinion inner bearing Holder and Remover Companion Flange

9. 10.

J-23476 J-5341

11. 12. 13.

J-8001 J-22912 J-23494

Fig. 4C-17--Special Tools

Installer - Companion Flange Gauge - Pinion Depth Consists of Parts: (1) SE 1065-1, (2)-5, (2)-6, (2)-9SS, (1)-10, (1)-58 with 1" micrometer Dial Indicator Set Press Plate Pinion bearing Installer - Pinion oil seal use with J-23476

4C-13

BRAKES

5-1

SECTION 5

BRAKES The following notice applies to one or more steps in the assembly procedure of components in this portion of the manual as indicated at appropriate locations by the terminology "See Notice on Page 1 of this section ". N O TIC E: This fastener is an important attaching part in that it could affect the performance of vital components and system , and/or could result in major repair expense. It must be replaced with one of the same part number or with an equivalent part if replacement becomes necessary. Do not use a replacement part of lesser quality or substitute design. Torque values must be used as specified during reassembly to assure proper retention of this part.

C A U T IO N : W hen servicing w h e e l brake parts, do not c re a te d u st by g rin d in g or sa n d in g b rak e linings or by clean in g w h e e l brake parts w ith a d ry b ru sh or w ith co m p ressed a ir. (A w a t e r d a m p e n e d cloth should be used .) M an y w h e e l b ra k e p a rts co n ta in a sb e sto s fib ers w h ic h ca n b eco m e a irb o rn e if d u st is cre a te d d u rin g se rv icin g . B re a th in g d u st c o n ta in in g a sb e sto s fibers m a y ca u se serious bodily h arm .

CONTENTS General Inform ation..............................................................5-1 D ia g n o sis................................................................................. 5-1 General Information and S e r v ic e .......................................5-4 Pedal Travel ........................................................................ 5-4 Brake Pedal .......................................................................... 5-4 Brake Pedal Rod ................................................................. 5-4 Stoplight Switch ................................................................. 5-5 Brake Pipes .......................................................................... 5-5 Brake Hoses ........................................................................ 5-5 Vacuum Booster F ilte r s.....................................................5-6 Bleeding and Flushing Brakes ........................................ 5-12 Parking Brake, Pedal or H an d le.......................................5-14 Parking Brake (Propellershaft Internal Expanding) ... 5-16 Combination Valve ............................................................ 5-16 Height Sensing Proportioning V a lv e ..............................5-20 Rotor Servicing ...................................................................5-21 Brake D ru m s........................................................................ 5-23 Conventional Drum B ra k es............................................ 5-24 Propeller Shaft Brake .......................................................5-23

D elco Caliper 30 00 /3100 S e r ie s ..................................... 5-28 D elco Com posite Master C ylinder..................................5-32 D elco Cast Iron Master C ylinder..................................... 5-34 Power Head, Single D iaphram .........................................5-37 Power Head, Tandem Diaphram ..................................... 5-40 Inspection C h art................................................................... 5-45 Bendix Brake System s .......................................................5-46 D isc Brake Shoe L ining................................................... 5-46 Caliper O verhaul................................................................. 5-47 Bendix Min. Master C y lin d er.......................................... 5-49 Bendix Hydro Boost .......................................................... 5-50 Hydro Boost Bleeding Procedure ................................... 5-55 Hydro Boost Brake Systems ............................................ 5-56 Hydro Boost Diagnosis ..................................................... 5-58 Specifications ........................................................................ 5-65 Brake System Description ................................................5-65 Torque Specs......................................................................... 5-66 Special T o o ls .......................................................................... 5-67

GENERAL INFORMATION The following service procedures are made for quick and easy access. Refer to the proper brake system for specific service procedures and descriptions.

DIAGNOSIS IN S P E C T IO N A N D TE STIN G BRAKES Testing Brakes

Brakes should be tested on dry, clean, reasonably smooth and level roadway. A true test of brake performance cannot be made if roadway is wet, greasy or covered with loose dirt so that all tires do not grip the road equally. Testing will also be adversely affected if roadway is crowned so as to throw weight of vehicle toward wheels on one side or if roadway is so rough that wheels tend to bounce.

Test brakes at different vehicle speeds with both light and heavy pedal pressure; however, avoid locking the wheels and sliding the tires on roadway. Locked wheels and slid­ ing tires do not indicate brake efficiency since heavily braked but turning wheels will stop vehicle in less distance than locked wheels. More tire-to-road friction is present with a heavily braked turning tire than with a sliding tire. External Conditions th at Affect Brake Perform ance

1. Tires--Tires having unequal contact and grip on road will cause unequal braking. Tires must be

5-2

BRAKES

equally inflated and tread pattern of right and left tires must be approximately equal. 2. Vehicle Loading--When vehicle has unequal loading, the most heavily loaded wheels require more braking power than others. A heavily loaded vehicle requires more braking effort.

3.

Front Wheel Bearing--A loose front wheel bearing

permits the disc to tilt and have spotty contact with the linings causing erratic action. 4. Front End Alignment-M isalignment of the front end, particularly in regard to limits on camber and theoretical king pin inclination, will cause the brakes to pull to one side.

BRAKES

Leaking Brake Line or Connection

X

XX

Leaking Wheel Cylinder or Piston Seal

X

XX

Leaking Master Cylinder

X

XX

Air In Brake System

X X

XX

X

X X X

XX X

Contaminated or Improper Brake Fluid Leaking Vacuum System

XX

X

XX

X

X

X

Restricted Air Passage in Power Head

X

XX

X

Damaged Power Head

X

X

X

X

X

Improperly Assembled Power Head Valvina

X

X

X

X

XX

X

X

X

X

X

X

X

X

X

X

X

X

X

XX

X

X

X

X

X

X

X

X

XX

XX

XX

X

X

XX

X

X

X

X

XX

XX

X

X

Worn Out Brake Lining - Replace Uneven Brake Lining Wear Reoiace and Qorrect

X XX

Glazed Brake Lining

X

Incorrect Lining Material - Replace Contaminated Brake Lining - Replace Linings Damaged by Abusive Us« - Replace , Excessive Rrake Lining bust Heat Spotted or Scored Brake Or^fpf or RgfWS out-of-Round or Vibrating Brake Drums

X

X

X

X

X

X

X

X

X

XX

X

XX

X

X

X

XX

X

XX

Out-of'Parallel Brake Rotors

X

X

Faulty Metering Valve Brake Pedal Linkage Interference or Bmdinq

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X X

Brake Assembly Attachments Missino or Loose insufficient Brake Shoe Qyide, lubricant , Restricted Brake Fluid Passage or Stickinq W h *| Cylinder Piston

X

X X

Week or Incorrect Brake Shoe Retention Siinnas

X

X

X X

X

X

X

XX

X

X

X

X

XX

XX

Improperly Adjusted Parking Brake

* X XX

XX X

X

X

XX

X

XX X

X X

X

loose Front Suspension Attachments

XX

X

Out-of*Balance Wheel Assemblies

0

X

XX

Incorrect Tire Pressure

Faulty Proportioning Valve

XX

X

Incorrect Front End Alignment

Improperly Adjusted Matter Cylinder Push Rod n ic k in g Wheel Cylinder or

X

X

Orums Tapered or Threaded

Operator Riding Brake Pedal

X

X

Incorrect Wheel Cylinder Sizes

Incorrect Wheel Bearing Adjustment

X

XX

Excessive Rotor Run-Out Faulty Automatic Adjusters

X

X X

X

XX X

X

X

X

X X X

■ Indicates causes

X

X

XX

X

X

X

X

X

X X

X

X

5-3

5-4

BRAKES

GENERAL INFORMATION AND SERVICE PEDAL TRAVEL At reasonably frequent intervals, the brakes should be inspected for pedal travel, which is the distance the pedal moves toward the floor from a fully-released’ position. Inspection should be made with the brake pedal firmly depressed (approximately 90 lbs.) while the brakes are cold. • C-K-G M anual............................................4.5" ( 1 15mm) • C-K-G Power................................................. 3.5" (90mm) • P (Except J F 9 )............................................... 3.5" (90mm)

|v

ie w

[a 1

C-K MODELS

• P (J F 9 )...........................................................6.0" (150mm) On power brake-equipped vehicles, pump the pedal a minimum of 3 times with the engine off before making pedal travel checks. This exhausts all vacuum from the power booster.

BRAKE PEDAL The brake pedal mounting is an integral design with the clutch pedal (except autom atic transmission), necessitating the removal of the clutch pedal before removing the brake pedal. Removal (Fig. 5-1)

|V IE w ( a ]

1. Remove the pull back spring from the body or brake pedal support bracket. 2. Manual Transmission Vehicles—Remove the clutch pedal as outlined in the Clutch Section.

G MODELS

BRAKE PEDAL ROD P30(32) Models

.jf

*2 V IE W

P MODELS KXCKPT P 3 0 0 (3 2 ) M O D U S

P 3 0 0 (3 2 ) M O D ELS

Fig. 5-1--Brake Pedal Installation

0

Replacement (Fig. 5-2)

1 . Remove the cotter pin, nut, special washers and bolt at the brake pedal lever end of rod; discard the cotter pin. 2. Remove the boot to floorpan screws. 3. Raise the vehicle on a hoist. 4. Remove the cotter pin, nut, special washers and bolt at the lower end of the rod and remove the pedal rod assembly. Discard the cotter pin. 5. To install a new rod, adjust the rod length to 31.00" (790 mm) (center of lower attachment). 6. Lubricate the pedal rod bolts and special washers with Delco Brake Lube (or equivalent). 7. Install the rod up through the floor pan opening and install the lower pivot bolt, special washers and nut. Tighten the nut to 22-30 lb. ft. (30-40 N-m) and install a NEW cotter pin. 8. Push the boot up to the floorpan. 9. Lower the vehicle from the hoist. 10. Install the rod upper pivot bolt, special washers and nut. Tighten the nut to 22-30 lb. ft. (30-40 N-m) and install a NEW cotter pin. 11. Fasten the boot to the floorpan and compress the boot to 2.54" (65 mm) installed height; tighten the boot to 2.54" (65 mm) install height; tighten the boot screws to 13-18 lb. in. (1.5-2.0 N-m).

BRAKES

BRAKE

STOPLAMP SWITCH

5-5

Electrical contact should be made when the brake pedal is depressed 1.0-1.24" (25-31 mm) (C-K models), .45-.95" (11-24 mm) (G-P models) from its fully released position.

BRAKE PIPES PEDAL BUMPER .0 6 " TO .3 6 " FREE TRAVEL .4 0 " PEDAL TRAVEL REQUIRED TO TURN STOPLAMP SWITCH O N

3 1 .0 "

2.54 INSTALLED FLOOR PAN

PEDAL ROD LEVER ______ROD ENO

Fig. 5-2--Brake Pedal and Stoplamp Adjustment P30(32) Model

12. Adjust brake pedal and stoplamp switch as outlined previously.

P30(42) and G Models

Replacement (Fig. 5-5 thru 5-7) NOTICE: Never use copper tubing because copper is subject to fatigue cracking and corrosion which could result in brake failure. 1 . Procure the recommended tubing and steel fitting nuts of the correct size. (Outside diameter of tubing is used to specify size.) 2. Cut tubing to length. Correct length may be determined by measuring old pipe using a cord and adding 1/8" (3mm) for each double flare. 3. Double flare tubing ends using a suitable flaring tool such as J-23530. Follow instructions included in tool set. See Figures 5-4. Make sure fittings are installed before starting second flare. NOTICE: Double flaring tool must be used as single flaring tools cannot produce a flare strong enough to hold the necessary pressure. 4. Bend pipe assembly to match old pipe using a tubing bender. Clearance of .75" (19 mm) must be maintained to all moving or vibrating parts.

Replacement

1. G Models--Remove the brake pedal striker screw and remove the striker. Remove the cotter pin and washer and disconnect the pedal rod from the brake pedal. 2. P30(42) Models- -Remove the cotter pin nut and bolt to disconnect the pedal rod from the brake pedal. 3. Remove the pedal rod retainer bolt (at the rod pivot) and remove the retainer. 4. R em ove the cotter pin and washer and rem ove the pedal rod. 5. To install a new rod, reverse Steps 1-4 above. Lubricate pivot points with Delco Brake Lube (or equivalent). NOTICE: See "Notice" on Page 1 of this section.

BRAKE HOSES Inspection

The flexible hydraulic brake hose which transmits hydraulic pressure from the steel brake pipe on the frame to the rear axle and to the calipers should be inspected at the intervals shown in the M aintenance and Lubrication Section. The brake hose assembly should be checked for road hazard damage, for cracks and chafing of the outer cover, and for leaks and blisters. A light and mirror may be needed for an adequate inspection. If any of the above conditions are observed on the brake hose, it will be necessary to replace it.

6. Check brake pedal and stoplamp switch adjustments as outlined previously. CRUISE CONTROL O N LY

STOP LIGHT SWITCH Adjustment (Fig. 5-3)

The design of the switch and valve mounting provides for automatic adjustment when the brake pedal is manually returned to its mechanical stop as follows: 1. With brake pedal depressed, insert switch and/or valve assembly into tubular clip until switch body and/or valve assembly seats on tube clip. N ote that audible "clicks" can be heard as threaded portion of switch and valve are pushed through the clip toward the brake pedal. 2. Pull brake pedal fully rearward against pedal stop, until audible "click" sounds can no longer be heard. Switch and/or valve assembly will be move in tubular clip providing proper adjustment. 3. Release brake pedal, then repeat Step 2 to assure that no audible "click" sounds remain.

(W ITH O U T CRUISE CONTROL)

BRAKE PEDAL M O U N TIN G BRACKET (W ITH CRUISE CONTROL)

Fig. 5-3--Stoplight Switch

STOP L IG H T SWITCH

5-6

BRAKES female fitting at bracket. Be careful not to bend bracket or pipes; use penetrating oil if necessary. 3. Remove "U" clip and take fem ale fitting out of bracket. 4. Observe position at which junction block is mounted to the axle. When installing new hose be sure this junction block is in the same position. 5. Remove bolt attaching junction block to axle. Installation

Fig. 5-4-Double Lap Flare

Front Hose Remove (Figs. 5-5 thru 5-7)

1. Raise vehicle on hoist. 2. Clean dirt and foreign material from both hose end fittings. 3. Disconnect brake pipe from hose fitting using a back-up wrench on fitting. Be careful not to bend frame bracket or brake pipe. It may be necessary to soak the connections with penetrating oil. 4. Remove "U" clip or nut from female fitting at bracket or frame and remove hose from bracket. 5. Remove bolt from caliper end of hose. Remove hose from caliper, and discard the two copper gaskets on eighter side of fitting block.

1. Thread both rear axle pipes into junction block. 2. Bolt junction block to axle and then torque rear pipes into block. 3. Pass female end of hose through bracket; female fitting will fit bracket in only one position (except G models), two positions (G models). W ithout twisting hose, position female end in bracket. 4. Install" U" clip. 5. Attach pipe to female fitting using a back-up wrench on fitting; torque to specification, again be careful not to bend bracket or pipe. Check to see that hose installation did not loosen frame bracket. Retorque bracket if necessary. 6. Bleed system. 7. Lower vehicle from hoist.

POWER BRAKE VACUUM HOSE FILTER Removal

1. Use a pair of pliers to move the hose clamp approximately 2" (50mm). 2. Twist the filter in the hose to break the seal and remove the filter.

Installation

1. Use new copper gaskets on both sides of fitting block, wet bolt threads with brake fluid, then with fitting orientation flange engaged with the caliper orientation ledge on JB 8 and JF9 (hose located in caliper gate on all except JB 8 and JF9), fasten hose to caliper; torque to specifications. 2. With weight of vehicle on suspension, pass female fitting through frame or frame bracket. Fitting fits the frame or frame bracket in only one position With least amount of twist in hose, install fitting in this position. There should be no kinks in hose.

Installation

1. Install the filter. Be sure the vacuum check valve on the power brake unit is positioned from vertical as shown in Figures 5-9 and 5-10. 2. Position hose clamp to retain filter.

POWER BRAKE UNIT Vacuum Booster Replacement (Fig. 5-11)

3. Install "U" or nut clip to female fitting at frame bracket or frame. 4. Attach brake pipe to hose fitting using a backup wrench on fitting; torque to specifications. 5. Inspect to see that hose doesn’t make contact with any part of suspension. Check in extreme right hand and extreme left hand turn conditions. If hose makes any contact, remove and correct.

1.

2.

6. Bleed brake system. 7. Lower vehicle from hoist.

3.

Rear Hose 4. Removal (Fig. 5-8)

1. Raise vehicle on hoist.

5.

2. Remove all three brake pipes from hose, two at junction block and, with the use of a back-up wrench, one on the

6.

NOTICE: See "Notice" on Page 1 of this section when installing fasteners referred to in Steps 6, 7 and 9 below. Remove two nuts holding master cylinder to power cylinder and position it away from power cylinder. Do not disconnect hydraulic brake lines; be careful not to bend or kink pipes. Disconnect the vacuum hose from the vacuum check valve on the front housing of the power head. Plug vacuum hose to prevent dust and dirt from entering hose. Disconnect the power brake push rod from the brake pedal. Remove the four nuts from the mounting studs which hold the power brake to the cowl. Carry the power brake to a clean work area and clean the exterior of the power brake prior to disassembly. Mount power brake assembly to cowl and torque nuts

Fig. 5-5--Front Brake Pipes and Hoses-C-K Models

BRAKES

5-7

5-8

BRAKES

Fig. 5-6--Front Brake Pipes and Hoses-G

Models

Fig. 5-7--Front Brake Pipes and Hoses-P Models

BRAKES

5-9

5-10

BRAKES

Fig. 5-8 — Rear Brake Hoses.

BRAKES

C-K MODELS

Fig. 5-9--Power Brake Vacuum Hose Filter Installation-C-K-P Trucks

5-11

5-12

BRAKES

Fig. 5-10--Power Brake Vacuum Hose Filter Installation-G Models

to specified torque. 7. Connect power brake push rod to brake pedal. 8. Connect vacuum hose to vacuum check valve. 9. Connect master cylinder to power cylinder and torque nuts to specifications.

BLEEDING AND FLUSHING BRAKE SYSTEM Bleeding Brake Hydraulic System A bleeding operation is necessary to remove air whenever it is introduced into the hydraulic brake system. It may be necessary to bleed the hydraulic system at all four foundation brakes if air has been introduced through low fluid level or by disconnecting brake pipes at master cylinder. If brake pipe is disconnected at any wheel cylinder, or caliper, then that wheel cylinder or caliper only need be bled. If pipes are disconnected at any fitting located between master cylinder and foundation brakes, then all foundation brakes served by the disconnected pipe must be bled. Time required to bleed the hydraulic system when the master cylinder is removed can be reduced if the master

cylinder is filled with fluid and as much air as possible is expelled before the cylinder is installed on the vehicle.. M an u al Bleeding

With power brakes, remove the vacuum reserve by applying the brakes several times with the engine off. 1. Fill the master cylinder reservoirs with brake fluid and keep at least one-half full of fluid during the bleeding operation. 2. If the master cylinder is known or suspected to have air in the bore, then it must be bled before any wheel cylinder or caliper in the following manner: a. Disconnect the forward (blind end) brake pipe connection at the master cylinder. b. Allow brake fluid to fill the master cylinder bore until it begins to flow from the forward pipe connector port. c. Connect the forward brake pipe to the master cylinder and tighten. d. Depress the brake pedal slowly one time and

BRAKES

5-13

Fig. 5-1 T-Vacuum Booster Installation

hold. Loosen the forward brake pipe connection at the master cylinder to purge air from the bore. Tighten the connection and then release the brake pedal slowly. Wait 15 seconds. Repeat the sequence, including the 15 second wait, until all air is removed from the bore. Care must be taken to prevent brake fluid from contacting any painted surface. e. After all air has been removed at the forward connection, bleed the master cylinder at the rear (cowl) connection in the same manner as the front in Step "d" above. f. If it is known that the calipers and wheel cylinders do not contain any air, then it will not be necessary to bleed them. 3. Individual wheel cylinder or calipers are bled only after all air is removed from master cylinder. a. Place a proper size box end wrench or Tool J-21472 over the bleeder valve. Attach transparent tube over valve and allow tube to be hand submerged in brake

fluid in a transparent container. Depress the brake pedal slowly one time and hold. Loosen the bleeder valve to purge the air from the cylinder. Tighten bleeder screw and slowly release pedal. Wait 15 seconds. Repeat the sequence, including the 15 second wait until all air is removed. It may be necessary to repeat the sequence 10 or more times to remove all the air. JB1 thru JB6 gas engine vehicle-Rapid pumping of the brake pedal pushes the master cylinder secondary piston down the bore in a manner that makes it difficult to bleed the rear side of the system. 4. It is necessary to bleed all of the wheel cylinders and calipers, the following sequence should be followed: 1)Right rear wheel cylinder; 2)L eft rear wheel cylinder; 3)Right front caliper; 4)Left front caliper. 5. Check the brake pedal for "sponginess" and the brake warning light for indication of unbalanced pressure. Repeat entire bleeding procedure to correct either of these two conditions.

5-14

BRAKES

6. 7.

8. 9. 10. 11. 12. 13. 14. 15. 16.

To hold the metering valve open to bleed the front brakes, the valve stem must be either pushed in or pulled out. Install metering valve actuator J-23709. Bleed the brakes in the following sequence: right rear, left rear, left front and right front. With the proper size wrench over the bleeder valve attach bleeder tube. The discharge end must hang submerged in a clean container partially filled with brake fluid. Open the bleeder valve at least 3 /4 turn and allow flow to continue until no air is seen in the fluid. Close the bleed valve. Be sure it seals. Repeat Steps 7-9 for the remaining bleeder valves (see Step 6 for sequence). Check the pedal feel for "sponginess" and repeat the entire procedure if necessaary. Dispose of all removed brake fluid. Remove Tool J-23709 from the combination valve and tighten the mounting bolt. Disconnect bleeder equipment from the brake bleeder adapter. Remove bleeder adapter. Wipe all areas dry if fluid was spilled during adapter removal. Fill master cylinder reservoir(s) to proper level and install master cylinder diaphragm and cover.

Flushing Brake Hydraulic System Fig. 5-12--Pressure Bleeding (CK Models JB1 thru JB6) Pressure B leeding

Pressure bleeding equipment must be of the diaphragm type. That is, it must have a rubber diaphragm between the air supply and the brake fluid to prevent air, moisture, oil and other contaiminants from entering the hydraulic system. 1. Install the correct pressure bleeding adapter to the master cylinder. Brake Systems JB1 through JB 6 gas engine vehicles require adapter J-26819, extension J-26819-30 and clamp J-26819-25. All other systems use J-23518. Refer to Fig. 5-12, special tool illustration and brake system description chart. NOTICE: It is very important that the correct master cylinder bleeder adapter be used to avoid possible damage to the master cylinder reservoir (Fig. 5-12).

2. Make sure the pressure tank is at least 1/3 full of Supreme # 11 brake fluid or its equivalent. The bleeder must be re-bled each time fluid is added. 3. Charge the bleeder ball to between 140-170 kPa (20 and 25 psi). 4. When ready to begin bleeding, connect hose to master cylinder bleeder adapter and open the tank valve. 5. Disc brakes may require a manual override of the front brake metering or combination valve to permit flow to the front wheels. Therefore, it may be necessary to hold the valve stem open manually during pressure bleeding.

It is recommended that the entire hydraulic system be thoroughly flushed with clean brake fluid whenever new parts are installed in the hydraulic system. Flushing is also recommended if there is any doubt as to the grade of fluid in the system. If fluid has been used which contains the slightest trace of of mineral oil, all rubber parts that have been subjected to the contaminated fluid should be replaced.

PARKING BRAKE PEDAL OR HANDLE Removal (Fig. 5-13)

1. Place parking brake pedal or handle in the released position. 2. Remove nuts from the engine compartment on C, K and G models or bolts from mounting bracket on P models. Take notice of the spacers on P models for reinstallation. 3. Disconnect the release handle rod at the parking brake assembly end (C-K models). 4. Remove the bolts from the underside of the dash and lower the brake assembly (C-K-G Models). 5. C-K-G Models- Disconnect the cable ball from the parking brake clevis and remove the assembly. P M odels- R em ove the clevis pin and disconnect the cable from the brake assembly; remove the assembly. Installation

Reverse the removal procedure. Torque all bolts and nuts. After installing the clevis-pin, use a new cotter pin to secure the clevis pin. Adjust the cable if necessary as outlined below. NOTICE: SEE "Notice" on Page 1 of this section. NOTICE: Adjustment of parking brake cable is necessary whenever holding ability is not adequate or

BRAKES

5-15

Fig. 5-13--Parking Brake Assembly-Typical

whenever the center brake cables have been disconnected. NOTICE: The service brake must be properly adjusted as a base for parking brake adjustment; conversely the parking brake must be properly adjusted for the service brake to function as intended. Inspection

If com plete release of the parking brake is not obtained, unless it is forcibly returned to its released position, or if application effort is high, check parking brake assembly for free operation. If operation is sticky or a bind is experienced, correct as follows: 1. Clean and lubricate brake cables and equalizer with Delco Brake Lube (or equivalent). 2. Inspect brake assembly for straightness and alignment (replace if necessary). 3. Clean and lubricate parking brake assembly with Delco Brake Lube (or equivalent). 4. Checking routing of cables for kinks or binding.

A djustm ent-Foot Pedal Type

Before adjusting parking brake, check service brake condition and adjustment. 1. Raise vehicle on hoist. 2. Loosen the equalizer adjusting nut. 3. Apply parking brake 4 notches from fully released position. 4. Tighten the equalizer nut until a moderate drag is felt when the rear wheels are rotated forward. 5. Fully release parking brake and rotate the rear wheels. N o drag should be present. 6. Remove vehicle from hoist. A djustm ent—Orscheln Lever Type

1. Turn adjusting knob on parking brake lever counterclockwise to stop. 2. Apply parking brake. 3. Raise vehicle on a hoist. 4. Loosen nut at intermediate cable equializer and then adjust nut to give light drag at rear wheels.

5 -16

BRAKES

NOTICE: See "Notice" on Page 1 of this section. 5. Readjust parking brake lever knob to give a definite snap-over-center feel.

PARKING BRAKE (PROPELLER SHAFT) P-30 (Fig. 5-14) INTERNAL EXPANDING Adjustment-Drum On

1. Jack up at least one rear wheel. Block wheels and release hand brake. 2. Remove cotter pin and clevis pin connecting pull rod and relay lever. This will assure freedom for full shoe release. NOTICE: It may be necessary to knock out lanced area in brake drum with a punch and hammer to gain entry into adjusting screw through brake drum. Be sure all metal has been removed from parking brake compartment. 3. Rotate brake drum to bring one of access holes into line with adjusting screw at bottom of shoes (manual transmission), top of shoes (automatic transmission). 4. Expand shoes by rotating adjusting screws with screwdriver inserted through hole in drum. Move outer end of screwdriver away from drive shaft. Continue adjustment until shoes are tight against drum and drum cannot be rotated by hand. Back off adjustment ten notches and check drum for free rotation. 5. Place parking brake lever in fully released position. Take up slack in brake linkage by pulling back on cable just enough to overcome spring tension. Adjust clevis of pull rod or front cable to line up with hole in relay levers. a. Insert clevis pin and cotter pin, then tighten clevis locknut. b. Install a new metal hole cover in drum to prevent contamination of brake. c. Lower rear wheels. Remove jack and wheel blocks. NOTICE: See "Notice" on Page 1 of this section. Adjustment—Drum Off

1. With parking brake drum off, use special Tool J-21177 or J-22364, Drum to Brake Shoe Clearance Gage, to check diameter of drum clearance surface, 2. Turn the tool to the opposite side and fit over brake shoes by turning the star wheel until the gage just slides over the linings. 3. Rotate the gage around the brake shoe lining surface to insure proper clearance. 4. Install propeller shaft flange at mainshaft as outlined in Transmission Section. 5. Lower rear wheels. Remove jack and wheef blocks.

PARKING BRAKE CABLES (Figs. 5-15 and 5-16) Front Cable Replacement

1. Raise vehicle on hoist. 2. Remove adjusting nut from equalizer. 3. Remove retainer clip from rear portion of front cable at frame and from lever arm.

4. Disconnect front brake cable from parking brake pedal

or lever assemblies. Remove front brake cable. On some models, it may assist installation of new cable if a heavy cord is tied to other end of cable in order to guide new cable through proper routing. 5. Install cable by reversing removal procedure.

6. Adjust parking brake. Center Cable Replacement

1. Raise vehicle on hoist. 2. Remove adjusting nut from equalizer. 3. Unhook connector at each end and disengage hooks and guides. 4. Install new cable by reversing removal procedure. 5. Adjust parking brake. 6. Apply parking brake 3 times with heavy pressure and repeat adjustment. Rear Parking Brake Cable Replacement

1. Raise vehicle on hoist. 2. Remove rear wheel and brake drum. 3. Loosen adjusting nut at equalizer. 4. Disengage rear cable at connector. 5. Bend retainer fingers. 6. Disengage cable at brake shoe operating lever. 7. Install new cable by reversing removal procedure. 8. Adjust parking brake.

COMBINATION VALVE Electrical Circuit Test

1. Disconnect wire from switch terminal and use a jumper to connect wire to a good ground. 2. Turn ignition key on "ON" - warning lamp should light. If lamp does not light, bulb is burned out or electrical circuit is defective. Replace bulb or repair electrical circuit as necessary. 3. When warning lamp lights, turn ignition switch off. Disconnect jumper and reconnect wire to switch terminal. Brake W arning Light Switch Test

1. Raise vehicle on hoist. Attach a bleeder hose to a rear brake bleed screw and immerse the other end of the hose in a container partially filled with clean brake fluid. Be sure master cylinder reservoir is full. 2. Turn ignition switch to "On"; open bleeder screw while a helper applies moderate pressure to the brake pedal; warning lamp should light. Close bleeder screw before helper releases brake pedal. Reapply brake pedal with moderate-to-heavy pressure; light should go out. 3. Attach the bleeder hose to a front brake bleeder screw and repeat above test. Warning lamp action should be the same as in Step No. 2. Turn ignition switch off. 4. If warning lamp does not light during Steps and 3 but does light when a jumper is connected to ground, the warning light switch portion of the combination valve is defective. Do not attempt to disassem ble the combination valve. If any portion of the combination valve is defective, it must be replaced

BRAKES

VIEW A

P 3 0 0 (4 2 ) & M 2 0 & JF9

P314 (32) & JF9; P318 (32)

Fig. 5-14 — Parking Brake System P-30 Series

5-17

5-18

BRAKES

Fig. 5-15 — Parking Brake System P-30 Series

BRAKES

W /0 CATALYTIC CONVERTER

C MODELS (ALL)

(C10-20)

W /0 CATALYTIC CONVERTER

C 1 0 0 (1 6 ) AND

K MODELS

Q MODELS Fig. 5-16 — Parking Brake System, Typical

5-19

5-20

BRAKES

Fig. 5-17--Combination Valve

with a new combination valve. 5. Lower vehicle to floor. Check and refill master cylinder to proper level. Replacement

The combination valve is not repairable and must be serviced as a complete assembly. 1. Disconnect hydraulic lines at combination valve. Plug lines to prevent loss of fluid and entrance of diret. Disconnect warning switch wiring harness from valve switch terminal. 2. Remove combination valve. 3. Install combination valve by reversing removal steps. 4. Bleed entire brake system. Do not move vehicle until a firm brake pedal is obtained.

HEIGHT SENSING BRAKE PROPORTIONING VALVE The height sensing brake proportioning valve, used on 30 series models, provides optimum brake balance and efficiency. Vehicle braking force is distributed to the front and rear wheels as defined by light or heavy payload conditions. Mounted on the frame, the valve responds to changes in vehicle trim height as related to rear axle load. Mechanical linkage connects the valve to a bracket that is attached to the rear axle. CAUTION: Adding any suspension accessories or other equipment (such as load leveling kits, air shocks, suspension lift kits, additional spring leafs, etc.), or making modification that w ill change the distance between the axle and the fram e w ithout changing the load, will provide a false reading to the brake proportioning valve. This could result in unsatisfactory brake performance which in turn

could result in an accident and possibly personal injury. Adjustment Procedure

If diagnosis indicates front wheel lock-up is experienced when vehicle is operated at near GVWR with a lower than desired brake application rate, the height sensing proportioning valve may be adjusted using the following procedure: 1. Raise vehicle, axle must be allowed to hang free (no load condition), wheels on. 2. Remove nut from valve shaft and remove lever (Fig. 5-18). 3. Rotate valve shaft to permit installation of correct adjustment gage. Center hole of adjustment gage must seat on "D" shape of valve shaft and gage tang must seat in valve mounting hole as shown in Figure 5-19. Adjustment gages are available from service parts. 4. Install lever on valve shaft by pushing plastic bushing and clip assembly over serrations on valve shaft using a "C" clamp or channel lock pliers. When properly installed, serrations on valve shaft fully engage plastic bushing. NOTICE: Do not drive lever assembly on valve shaft by using nut, or proper valve setting may be disturbed. 5. Install nut and tighten to 8-11 N-m (70-98) in. lbs.). 6. Sever tang on adjustment gage to allow valve assembly to rotate freely (Fig. 5-19). 7. Lower vehicle and test brakes.

Removal 1 . Raise vehicle, axle must be allowed to hang free (load condition) with wheels removed. 2. Clean exterior of valve to prevent dirt from contaminating hydraulic system when brake pipes are disconnected. 3. Disconnect brake lines from valve. 4. Remove nut from shaft and remove lever.

BRAKES

5-21

10. Install brake line to lever assembly and secure with screw. 1 1 . Lower vehicle and check brakes.

ROTOR SERVICING Lateral Runout

5. Remove two screws securing valve to mounting bracket and remove valve.

Install

1. Lateral runout is the movement of the rotor from side to side as it rotates on the steering knuckle spindle. This could be described as " rotor wobble". 2. The movement of the rotor from side to side in the lateral plane causes the brake shoe and lining and pistons to be knocked back into their bores. This results in additional pedal travel required and a vibration during the braking action. 3. To check lateral runout, first tighten the wheel bearings until all of the play is out of the bearings. Fasten a dial indicator to some portion of the suspension so that the point of the stylus contacts the rotor face approximately 1 " (25 mm) from the rotor edge (Fig. 5-20). Set the dial at zero Move the rotor one complete rotation, checking the indicator as the rotor moves. 4. Lateral runout should not be over .004" (0.10 mm) total indicator reading. Parallelism

1. Install valve on mounting bracket and tighten two screws. 2. Before installing lever assembly on valve shaft, be sure all valve brackets, fasteners and links are securely attached. • New Valve. Install lever assembly on valve shaft by pushing plastic bushing and clip assembly over serration on valve shaft. • Old Valve. If original valve is being reinstalled, it must be readjusted, refer to valve adjustment procedure, axle having free wheels on.

1. Parallelism is the measurement of the thickness of the rotor at four or more points around the circumference of the rotor. All measurements must be made at the same distance in from the edge of the rotor. 2. A rotor that varies over .0005" (0.013 mm) causes pedal vibration, as well as front end vibration during brake applications. A rotor that does not meet these specifications may be refinished to specifications if precision equipment is available. Tolerance and Surface Finish

1. Raise vehicle, axle must be allowed to hang free (no load condition).

In manufactuirng the brake rotor, tolerances of the rubbing surfaces for flatness, for parallelism and for lateral runout are held very closely. The maintance of these close controls on the shape of the rubbing surfaces is necessary to prevent brake roughness. In addition to these tolerances, the surface finish must be held to a specified range. The control of the rubbing surface finish is necessary to avoid pulls and erratic performance and to extend lining life. Light scoring of the rotor surfaces not exceeding .015" (0.38 mm) in'depth, which may result from normal use, is not detrimental to brake operation.

2. Remove nut from height sensing valve shaft.

Machining

3. Remove lever from valve.

Since accurate control of the rotor tolerances is necessary for proper performance of the disc brakes, machining of the rotor should be done only with precision equipment. AH brake rotors have a minimum thickness dimension cast into them. This dimension is the minimum wear dimension and not a refinish dimension. Do not use a brake rotor that will not meet the specifications, as shown below, after refinishing. Replace with a new brake rotor.

3. Install nut on shaft and tighten. 4. Connect brake lines to valve.

5. Bleed brake system.

6. Lower vehicle and test brakes.

Lever Assembly Replacement

4. Remove screw holding brake line to lever assembly.

5. Remove screw securing lever assembly to axle housing and remove spacer and vent hose clip (if used).

6. Remove lever assembly. 7. Install spacer (if used), lever assembly, vent hose clip (if used) and secure with screw to axle housing.

8. Perform Steps 3,

4, 5 and

6 of valve adjustment

procedure. 9. Install nut on shaft and tighten to 8-11 N-m (70-98 in. lbs.).

W heel Bolt Replacement (Disc Brakes) NOTICE: See "Notice" on Page 1 of this section. 1. Remove hub and rotor assembly from vehicle.

5-22

BRAKES

BRAKE LINES

H E IG H T SENSING V A V E

LEV E R ASSEMBLY

SCREW 14-20 N-m BUSHING AND CLIP ASSEMBLY

N U T 8-10 N-m (70-98 in. lbs.)

A D JU S TM E N T GAGE

SEVER TA N G

V A L V E S H A F T S ER R A TIO N S N U T 8-11 N-m (70-98 in. lbs.) V A L V E S H A FT

Fig. 5-19--Height Sensing Valve

BRAKES

5-23

factory specification limits in taper (and/or) being out-of round, the drum should be turned to true up the braking surface. Out-of-round as well as taper and wear can be accurately measured with an inside micrometer fitted with proper extension rods. When measuring a drum for out-of-round, taper and wear, take measurements at the open and closed edges of machined surface and at right angles to each other. Turning Brake Drums

If a drum is to be turned, only enough metal should be removed to obtain a true, smooth braking surface. If a drum does not clean-up when turned to a miximum diameter as shown in the general specification, it must be replaced. Removal of more metal will affect dissipation of heat and may cause distoriton of the drum. All brake drums have a maximum diameter cast into them. This diameter is the maximum wear diameter and not a refinish diameter. Do not refinish a brake drum that will not meet the specifications, as shown below, after refinishing. Brake Drum Balance

2. Mark rotor to hub location and remove bolts attaching hub to rotor.

During manufacture, brake drums are balanced. Any balance weights must not be removed.

3. The wheel bolts on disc brakes can be pressed out from the outside of the hub and installed from inside the rotor by pressing into place. N o drilling or cutting is required.

Propeller Shaft Brake

4. Reinstall assembly and adjust wheel bearings.

BRAKE DRUMS Inspection and Reconditioning NOTICE: See "Notice" on Page 1 of this section.

Whenever brake drums are removed, they should be thoroughly cleaned and inspected for cracks, scores, deep grooves and out-of-round. A cracked drum is unsafe for further service and must be replaced. Do not attempt to weld a cracked drum. Smooth up any slight scores. Heavy or extensive scoring will cause excessive brake lining wear, and it will probably be necessary to rebore in order to true up the braking surface. If the brake linings are slightly worn and the drum is grooved, the drum should be polished with fine emery cloth but should not be turned. At this stage, eliminating the grooves in drum would necessitate removal of too much metal, while if left alone, the grooves and lining ridges match and satisfactory service can be obtained. If brake linings are to be replaced, a grooved drum should be turned for use with new linings. A grooved drum, if used with new lining, will not only wear the lining, but will make it difficult, if not impossible to obtain efficient brake performance. An out-of-round drum makes accurate brake shoe adjustment impossible and is likely to cause excessive wear of other parts of brake mechanism due to its eccentric action. An out-of-round drum can also cause severe and irregular tire tread wear as well as pulsating brake pedal. When the braking surface of a brake drum exceeds the

Removal (Fig. 5-21)

1 . Remove the propeller shaft; See Propeller Shaft Section. 2. Remove the brake drum. It may be necessary to back off the shoe adjustment before removing the drum. On autom atic transmission models, the exhaust crossover pipe may be in the way. If so, loosen the transmission rear mounting bolts and jack the transmission sufficiently for brake drum to clear the pipe. 3. Remove the two pull back springs. 4. Remove the guide plate from anchor pin. 5. Remove shoe hold down cups, springs, and washers from hold down pins-rem ove pins. 6. Pull brake shoe and lining assemblies away from anchor pin and remove the strut and spring. 7. Lift the brake shoes and linings with the adjusting nut and bolt and connecting spring off the flange plate. 8. Move the shoes toward each other until the adjusting bolt and connecting spring drop off. 9. Remove the clip holding the brake lever to the primary shoe (shoe with short lining). 10 . Compress the spring on the brake cable and remove the cable from the lever. 11. If necessary to remove the anchor pin, straighten the washer from pin hex and reinforcement. Remove reinforcement and washer with anchor pin. 12. If necessary to remove the cable, compress tangs on cable and pull assembly out of the hole in the flange plate. 13. If necessary to remove the flange plate, remove the transmission flange nut and transmission output flange. Remove bolts holding the flange plate to bearing retainer and remove the flange plate.

5-24

BRAKES

C O N V E N TIO N A L DRUM BRAKE A SSEM B LY GENERAL DESCRIPTION This drum brake assem bly is a duo-servo design. In the duoservo brake, the force w hich the wheel cylinder applies to the prim ary shoe is m ultiplied by the prim ary lining friction to provide a very large force applied to the secondary shoe. Torque from the brake shoes is transferred to anchor pin and through the backing plate, to the axle flange. A djustm ent is autom atic during reverse brake applications. NOTICE: Replace all components included in repair kits used to service this drum brake. Lubricate parts as specified. Replace shoe and lining in axle sets only. If any hydraulic component is

1. 2. 3. 4. 5. 6. 7. 8 9. 10. 11.

Return spring Return spring Hold-down spring Lever pivot Hold-down pin Actuator link Actuator lever Pawl Lever return spring Shoe guide Parking brake strut

12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

removed or brake line disconnected, bleed the brake system. The torque values specified are for dry. unlubricated fasteners. CAUTION: When servicing wheel brake parts, do not create dust by grinding or sanding brake linings or by cleaning wheel brake parts with a dry brush or with compressed air. (A water dampened cloth should be used.) Many wheel brake parts contain asbestos fibers which can become airborne if dust is created during servicing. Breathing dust containing asbestos fibers may cause serious bodily harm.

Strut spring Primary shoe Secondary shoe Adjusting screw spring Socket Washer Pivot nut Adjusting screw Parking brake lever Cylinder link

22. 23. 24. 25. 26. 27. 28. 29. 30. 31.

Bolt Boot Piston Seal Spring assembly Bleeder valve Cylinder body Backing plate Wheel cylinder assembly Adjusting screw assembly L H ASSEMBLY

BRAKES

INSTALL

1. REMOVE AND IN S TA LL BRAKE COM PONENTS.

SEE NOTICE ON PAGE 5-1 OF THIS SECTION.

REMOVE 1. Hoist car and mark relationship of wheel to axle. Remove wheel. 2. Mark relationship of drum to axle and remove drum. 3. Remove return springs (1 and 2) using brake spring pliers J-8049. 4. Remove hold-down springs (3) using suitable pliers. Remove lever pivot (4). 5. Remove hold-down pins (5). 6. Lift up on actuator lever (7) and remove actuating link ( 6). 7. Remove actuator lever (7), pawl (8) and return spring

(9). 8. Remove shoe guide (10). 9. Remove parking brake strut (11) and spring (12) by spreading shoes apart.

10. Spread shoe and lining assemblies (13 and 14) to clear axle flange. Discon­ nect parking brake cable and remove shoes, con­ nected by spring (15), from vehicle. 11. Remove adjusting screw assembly (31) and spring (15) (Note position of Ad­ justing Spring)'. Do not interchange adjusting screws from RH and LH brake assemblies. 12. Remove parking brake lever (20) by unhooking lever tab from shoe (14) slot. NOTICE: If any parts are of doubtful strength or quality due to discoloration from heat, over-stress, or are worn, the part(s) should be replaced.

1. Install parking brake lever (20) by hooking lever tab in­ to shoe (14) slot as shown. 2. Inspect adjusting screw (19) threads for smooth rotation over full length as shown in A. Clean in fresh brake fluid. Apply brake lube to screw (19) threads, inside diameter of socket (16) and socket face. Ade­ quate lubrication is achiev­ ed when a continuous bead of lubricant is pro­ duced at open end of pivot nut (18) and socket (16) after parts are assembled and threads fully engaged. 3. Install adjusting screw assembly (31) and spring (15) as shown in A. Coils of spring must not be over star wheel. Left and right hand springs are different. DO NOT interchange.

4. Spread shoe and lining assemblies (13 and 14) to clear axle flange, connect parking brake cable, and install parts on vehicle. 5. Install parking brake strut (11) and spring (12) by spreading shoes (13 and 14) apart. 6. Make sure that strut (11) is properly positioned. The end without the spring (12) engages the parking brake lever (20). The end with the spring engages the opposite shoe (13 or 14). 7. Install shoe guide (10). 8. Install pawl (8), actuator lever (7) and return spring

(9). 9. Install hold-down pins (5), lever pivot (4), and holddown springs (3). 10. Install actuating link (6) on anchor pin (32). 11. Lift up on actuator lever (7) and hook link (6) into lever. 12. Install shoe return springs (1 and 2) using brake spring pliers J-8057.

SHOE CONTACT SURFACES (6 PLACES)

LUBRICATE WITH THIN COATING OF 5450032 LUBRI­ CANT (OR EQUIVALENT.

**

SOME CARS: PARKING BRAKE LEVER INSTALLED ON PRIMARY SHOE FOR RH ASSEMBLIES. TURN PARKING BRAKE STRUT AND SPRING END FOR END FROM POSI­ TION SHOWN. 1. 2. 3. 4. 5. 6. 7.

Return spring Return spring Hold-down spring Lever pivot Hold-down pin Actuator link Actuator lever

8. 9. 10. 11. 12. 13.

5-25

Pawl Lever return spring Shoe guide Parking brake strut Strut spring Primary shoe

14. 15. 20. 29. 31. 32.

Secondary shoe Adjusting screw spring Parking brake lever Backing plate Adjusting screw assembly Anchor pin

5-26

BRAKES

LUBRICATE WITH THIN COATING OF 5450032 LUBRI­ CANT (OR EQUIVALENT. PROPER SPRING INSTALLATION 13. 14. 15. 16. 17. 18. 19. 31.

Primary shoe Secondary shoe Adjusting screw spring Socket Washer Pivot nut Screw Adjusting screw assembly

STAR WHEEL (L.H. SHOWN)

2. REMOVE AND INSTALL WHEEL CYLINDER. REMOVE

INSTALL

1. Remove dirt and foreign material around wheel cylinder (30) inlet and pilot.

SEE NOTICE ON PAGE 5-1 OF THIS SECTION.

2. Remove links (21) and disconnect inlet tube line. 3. Remove wheel cylinder bolts (22) and lift off wheel cylinder (30).

21. Cylinder link 22. Bolt 30. Wheel cylinder

1. Position wheel cylinder (30) and attach with bolts (22). 2. Torque bolts (22) to 11.3-25.4 N-m (100-225 Ib-in). 3. Torque inlet tube nut to 13.6-20.3 N-m (120-280 in-lb).

3. DISASSEMBLE AND ASSEMBLE W HEEL CYLINDER. D ISASSEM BLE

A SSEM BLE

1. Disassemble parts as shown.

SEE NOTICE ON PAGE 5-1 OF THIS SECTION.

2. Clean wheel cylinder body (28) in fresh brake fluid.

1. Lubricate new seals (25) with clean brake fluid.

3. Use dry, filtered compressed air to remove excess fluid from wheel cylinder body (28) and to blow out passages.

2. Assemble as shown, new seals (25), new boots (23) and new spring assembly (26), with wheel cylinder piston (24).

4. Inspect cylinder bore for scoring and corrosion. Crocus cloth may be used to remove light corrosion and stains. Replace wheel cylinder assembly if crocus cloth does not remove cor­ rosion or if bore is scored.

3. Torque bleeder screw (27) to 4.5-10.2 N-m (40-90 in-lb).

26. Spring assembly 27. Bleeder valve 28. Cylinder body

BRAKES 5-27

RETURN SPRINGS WAVE WASHER FLANGE

HOLD DOWN PIN

HOLD DOWN WASHER, SPRING, CUP BACKING PLATE

\ \ BRAKE CABLE Fig. 5-21 --Propshaft Parking Brake Components

Inspection

Replace any worn or broken parts. Installation

1.

2.

3.

4.

5. 6.

NOTICE: Refer to "Notice" on Page 1 of this section when installing fasteners in Steps 1, 2 and 4 below. Place the flange plate in position on the rear bearing retainer and fasten with four bolts. Torque bolts to 24 lb. ft. (33 N-m). Install transmission output flange on spline of mainshaft and fasten with flange nut. Torque not to 100 lb. ft. (136 N-m). Install cable assembly from back of flange plate. Push retainer through hole in flange plate until tangs securely grip the inner side of the plate. Place washer and reinforcement over the threaded end of anchor pin. Hold anchor pin nut (flat side against flange on flange plate) in position behind flange plate and insert threaded end of anchor pin from front side. Thread the anchor pin into nut and tighten securely (140 lb. ft.--190 N -m ). Bend tang of washer over reinforcement and side of washer over hex of anchor pin. Install lever on cable by compressing spring and inserting cable in channel of lever. RFelease spring. Install primary shoe (short lining) to lever as follows: Place pin in lever, place washer on pin and push pin through hole in primary shoe. Fasten parts together by installing the clip in groove of pin.

7. Fasten two brake shoes and linings together by installing connecting spring. Move the shoes toward each other and install adjusting screw. 8 . Lubricate the flange plate contact surfaces with a very light coat of Delco Brake Lube (or equivalent). 9. Place shoe and linings in position on flange plate. When facing the brake assembly, the shoe with the short lining should be to the left with the lever assembled to it (automatic transmission), to the right (manual transmission). 10. Pull brake shoes apart and install strut lever and spring between them. The loop on the strut spring should be in the "up" position. 11. Install hold down pins, washers, springs and cups from flange plate to shoes. 12. Place guide plate on anchor pin. 13. Install pull back springs. 14. Remove the "knock out" plug (if necessary) and install a new metal plug in the brake drum adjusting hole. 15. Install the brake drum. 16. Install the propeller shaft.

5-28

BRAKES

DISC BRAKE CALIPER A SSEM BLY - 3000/3100 SERIES GENERAL DESCRIPTION This caliper has a single bore and is mounted to the support bracket w ith tw o m ounting bolts. H ydraulic force, created by applying force to the brake pedal, is converted by the caliper to friction. The hydraulic force acts equally against the piston and the bottom of the caliper bore to move the piston outw ard and to move (slide) the caliper inw ard resulting in a clam ping action on the rotor. This clam ping action forces the linings against the rotor creating friction to stop the vehicle.

1. 2. 3. 4.

Mounting bolt Sleeve Bushing Bushing

5. Outboard shoe & lining 6. Inboard shoe & lining 7. Wear sensor

NOTICE: Replace all components included in repair kits used to service the caliper. Lubricate parts as specified. Do not use lubricated shop air on brake parts as damage to rubber components may result. If any component is removed or line disconnected, bleed the brake system . Replace shoe and linings in axle sets only. The torque values specified are for dry, unlubricated fasteners.

8 Shoe retainer spring 9. Boot 10. Piston

11. Piston seal 12. Bleeder screw 13. Caliper housing

BRAKES 5-29

1. REM OVE A ND IN S TA LL CALIPER A SS E M B LY . REMOVE 1. Remove 2 a of brake fluid from master cylinder assembly. 2. Hoist car and mark relationship of wheel to axle. Remove wheel. Reinstall two lug nuts to hold rotor in place.

8. If only shoe and linings are being replaced, remove caliper (13) from rotor and suspend with a wire hook (17) from front frame or suspension as shown in C. INSTALL

SEE NOTICE ON PAGE 5-1 OF THIS SECTION

3. Position C-clamp (14) as shown in A and tighten until piston bottoms in bore.

1. Position caliper (13) over rotor in mounting bracket (18).

4. Remove C-clamp (14).

2. Install m ounting bolts (1) and torque to 41 -61 N*m (30-45 ft. lb.)

5. Remove bolt holding inlet fitting (15) as shown in B (if only shoe and lining are being replaced, do not remove inlet fitting). 6. Remove alien head m ount­ ing bolts (1) shown in B. 7. Inspect mounting bolts for corrosion. If corrosion is found, use new bolts when installing caliper. Do not attempt to polish away corrosion.

3. Check clearance between caliper (13) and bracket (18) stops as shown in D. If necessary, file ends of bracket stops (18) to provide proper clearance.

C LEAR AN C E BETW EEN C ALIPER AND BRAC KET STOPS S H A LL BE 0.13-0.30 MM (0.005-0.012 IN.) THREE PLACES

4. Install inlet fittin g (15) (if removed) and torque to 24-40 N-m (18-30 ft-lb). 5. Install wheels and lower car. 6. Fill master cylinder to proper level. Bleed brakes if inlet fittin g was removed.

Caliper housing

B racket

2. REM OVE A N D IN S T A L L SHO E A N D LIN IN G A S S E M B LIE S . REMOVE

1. Remove shoe and lining assemblies (5 and 6) from caliper.

3. In s ta ll re ta in e r s prin g (8) on in bo ard shoe (6) as show n in A.

2. Remove sleeves (2) from mounting bolt holes.

4. In s ta ll in b o a rd shoe and

3. Remove bushings (3 and 4) from grooves is mounting bolt holes. IN ST A L L

1. lubricate and install new bushings (3 and 4) in grooves in mounting bolt holes. 2. lubricate and install new sleeves (2) in mounting bolt holes.

13. C aliper ho u sin g

lin in g (6) as show n in B w ith w ear se n so r (7) at leading edge o f shoe d u rin g fo rw a rd w heel ro ta tio n . 5. In s ta ll o u tb o a rd shoe and lin in g (5) as show n in C. 6. In s ta ll c a lip e r as s p e c ifie d in pro ce du re 1. A fte r in s ta lla tio n o f c a lipers, apply a p p ro x im a te ly 778 N (175 lb) of fo rce three tim es to brake pedal. 7. P o s itio n 12-inch channello ck pliers (19) over brake shoe ears and b o tto m edge of ca lip e r (13) as show n in D. C lin ch shoe ears to caliper.

1. M o u n tin g bolt 13. C a lip e r housing

15. In let fittin g 16. Brake hose

Shoe retain er s prin g C alipe r ho using LUBRICATE W ITH SILIC O N E GREASE (OP EQUIVALENT)

5-30

BRAKES

3. O V E R H A U L C ALIPER .

REMOVE

6. Inboard shoe & lining

8. Shoe retainer spring

1. Remove piston (10) as shown in A. Use clean shop towels to pad the interior of the caliper (13) and remove the piston by directing compressed air into the caliper inlet hole. 2. Inspect piston (10) for scoring, nicks, corrosion and worn or damaged chrome plating. Replace piston if any of the above defects are found. 3. Remove boot (9) as shown in B, being careful not to scratch the housing bore. 4. Remove piston seal (11) from groove (20) in caliper bore with a piece of wood or plastic. Do not use a metal tool of any type as damage to bore may result.

6. Inboard shoe & lining 7. Wear sensor

8. Shoe retainer spring 13. Caliper housing

5. Inspect caliper (13) bore for scoring, nicks, corrosion or wear. Use crocus cloth to polish out any light corrosion. Replace caliper housing if bore will not clean up using crocus cloth. 6. Remove bleeder valve (12).

INSTALL SEE NOTICE ON PAGE 5-1 OF THIS SECTION 1. Clean all parts, not included in repair kit, in clean, denatured alcohol. Use dry, filtered compressed air to dry parts and blow out all passages in the caliper housing (13) and bleeder valve (12). 2. Install and torque bieeder valve (12) to 9-16 N-m (80-140 in-lb). 3. Lubricate new seal (11) with clean brake fluid. 4. Install piston seal (11) in caliper bore groove (20), making sure seal is not twisted. 5. Install boot (9) on piston (10) as shown in C. 6. Lubricate bore of caliper housing (13) with clean brake fluid. 7. Insert piston (10) into bore of caliper and force down to bottom in bore. 8. Position OD of boot (9) in caliper housing counterbore and seat as shown in D. 9. After installation of caliper assembly, apply approxi­ mately 778 N (175 lb) of force three times to the brake pedal.

9. Boot 10. Piston 11. Piston seal 19. Channel lock pliers

12. Bleeder valve 13. Caliper housing 20. Seal groove

BRAKES 5-31

CAUTION: Do not place the fingers in front of the piston in an attempt to catch or protect it when applying compressed air. This could result in serious injury.

NOTICE:

Use just enough air to ease the piston out of the bore. If piston is blown out—even with padding provided, it may be damaged.

13

9. Boot

10. Piston

5-32

BRAKES

C O M P O S IT E M A STER C Y L IN D E R A S S E M B LY GENERAL DESCRIPTION This master cylinder is designed for use w ith a system incorporating low drag calipers. In addition to the standard master cylinder functions, a quick take-up feature is included. This provides a large volume of fluid to the wheel brakes at low pressure w ith initial brake application. The low pressure fluid q uickly provides the displacem ent requirem ents created by the seal retracting pistons into the front calipers and spring retraction of the rear drum brake shoes.

1. Reservoir cover 2. Reservoir diaphragm 3. Reservoir

4. Reservoir grommet 5. Lock ring 6. Primary piston assembly

NOTICE: Replace all components included in repair kits used to service this master cylinder. Lubricate rubber parts w ith clean, fresh brake flu id to ease assem bly. Do not use lubricated shop air on brake parts as damage to rubber com ponents may result. If any hydraulic component is removed or brake line disconnected, bleed the brake system . The torque values specified are for dry, unlubricated fasteners.

7. Secondary seal 8. Spring retainer 9. Primary seal

10 . Secondary piston 11.

Spring

12 . Cylinder body

BRAKES 5-33

1. REMOVE AND INSTALL MASTER CYLINDER. REMOVE

1. Loosen tube nuts (14) and disconnect two hydraulic lines. 2. Remove two attaching nuts (15). 3. Remove master cylinder (13) as shown.

INST AL L

SEE NOTICE ON PAGE 5-1 OF THIS SECTION 1. Install master cylinder (13) as shown and torque attach­ ing nuts (15) to 30-45 N-m (22-30 ft-lb). 2. Attach two hydraulic lines. Torque tube nuts (14) to 13.6-20.3 N-m (120-180 in-lb).

13. Master cylinder assembly 14. Tube nut 15. Nut

2. OVERHAUL MASTER CYLINDER RE M O V E

1. Remove reservoir cover (1) and diaphragm (2). Discard any brake fluid in reservoir. 2. Inspect reservoir cover (1) and diaphragm (2) for cuts, cracks or deformation. Replace damaged or defective parts. 3. Depress primary piston (6) and remove lock ring (5). 4. Direct compressed air into the outlet at the blind end of the bore and plug the other outlet to remove primary and secondary pistons (6 and 10). 5. Remove spring retainer (8) and seals (7 and 9) from secondary piston (10). 6. Clamp master cylinder (12) in vise as shown in A—do not clamp on master cylinder body—and use pry bar (16) to remove reservoir (3). 7. Do not attempt to remove quick take-up valve from body (12). Valve is not serviceable separately. 8. Remove reservoir grommets (4). 9. Inspect master cylinder (12) bore for corrosion. If bore is corroded, replace master cylinder. No abrasives shall be used on bore.

IN STALL

SEE NOTICE ON PAGE 5-1 OF THIS SECTION 1. Lubricate new reservoir grommets (4) with siliconne brake lube or brake fluid and press into master cylinder body (12). Make sure grommets are properly seated.

1. 2. 3. 4. 5. 6.

Reservoir cover Reservoir diaphragm Reservoir Reservoir grommet Lock ring Primary piston assembly

7. Secondary seal 8. Spring retainer 9. Primary seal

2. Lay reservoir (3) on flat, hard surface as shown. Press on master cylinder body (12) using rocking motion as shown in B. 3. Lubricate new seals (7 and 9) with clean brake fluid and install on secondary piston (10), positioning as shown. Install spring retainer (8). 4. Install spring (11) and secondary piston assembly (7 thru 10) in cylinder (12). 5. Lubricate primary piston (6) seals with clean brake fluid. Install primary piston, depress, and install lock ring (5). 6. Fit diaphragm (2) in reservoir cover (1) and install on reservoir (3).

3. Reservoir 12. Cylinder body 16. Pry bar

B

10. Secondary piston 11. Spring 12. Cylinder body

5-34

BRAKES

CAST IRON MASTER CYLIN DER ASSEM BLY GENERAL DESCRIPTION This master cylinder is a full cast iron design incorporating a conventional front to rear brake split. The prim ary piston provides the fluid pressure to the front brakes, w hile the secondary piston prov;des the fluid pressure to the rear brakes. If pressure is lost from either system , the rem aining system w ill function to stop the vehicle in accordance w ith the Federal Motor Safety Standards.

1. 2. 3. 4.

Bail Reservoir cover Reservoir diaphragm Lockring

5. 6. 7. 8.

Primary piston assembly Secondary seal Spring retainer Primary seal

NOTICE: Replace all com ponents included in repair kits to service this master cylinder. Lubricate rubber parts w ith clean, fresh brake fluid to ease assem bly. Do not use lubricated shop air on brake parts as damage to rubber com ponents may result. If any hydraulic component is removed or brake line disconnected, bleed the brake system . The torque values specified are for dry. unlubricated fasteners.

9. 10. 11. 12.

Secondary piston Spring Tube seat Cylinder body

BRAKES 5-35

1. REMOVE AND IN STALL MASTER CYLINDER. REMOVE Loosen tube nuts (14) and disconnect two hydraulic brake pipes.

IN STALL SEE NOTICE ON PAGE 5-1 OF THIS SECTION

Remove attaching nuts (15).

Install master cylinder (13) as shown.

Remove master cylinder (13).

Torque attaching nuts (15) to 17 N-m (150 in-lb). Attach tube nuts (14) and torque to 11 N-m (100 in-lb).

REMOVE AND INSTALL PRIMARY AND SECONDARY PISTONS. REMOVE 1. Depress primary piston and remove lockring (4). 2. Direct compressed air into the outlet at the blind end of the bore and plug the other outlet to remove primary and secondary pistons (5 and 16). 3. Disassemble secondary piston (16) as shown in A below. 4. Inspect master cylinder bore for scoring, nicks, corrosion or wear. Use crocus cloth to polish out any light corrosion. Replace master cylinder if bore will not clean up using crocus cloth.

IN STALL SEE NOTICE ON PAGE 5-1 OF THIS SECTION 1. Assemble secondary piston as shown in A. 2. Install spring (10). spring retainer (7) and secondary piston (16) assembly in cylinder body (12). 3. Lubricate primary piston (5) seals with clean brake fluid and install primary piston assembly. Depress primary piston and install lockring (4).

13. Master cylinder assembly 14. Tube nut 15. Nut

2. REMOVE AND IN STALL RESERVOIR COVER, DIAPHRAGM AND BAILW IRES. REMOVE Rotate bails (1) away from reservoir cover (2).

IN STALL SEE NOTICE ON PAGE 5-1 OF THIS SECTION

Remove reservoir cover (2) and diaphragm (3).

1. Install reservoir diaphragm (3) in reservoir cover (2).

Inspect reservoir cover (2) and diaphragm (3) for cuts, cracks or deformation. Replace damaged or defective parts.

2. Install assembly on reservoir. 3. Secure with bails (1).

Remove bails (1) only if diaphragm (3) is not sealing to master cylinder body (12). Replace if defective.

4. 5. 10. 12. 16.

Lockring Primary piston assembly Spring Cylinder body Secondary piston assembly

REMOVE 1. Remove seals (6 and 8) as shown.

1. Bail 2. Reservoir cover

3. Reservoir diaphragm 12. Cylinder body

6. Secondary seal 7. Spring retainer

IN STALL Lubricate new seals (6 and 8) with clean brake fluid and install on secondary piston (9), positioning as shown.

8. Primary seal 9. Secondary piston

5-36

BRAKES

BRAKES 5-37

POW ER HEAD ASSEM B LY - SIN G LE D IAPH R AG M GENERAL DESCRIPTION This booster is a single diaphragm vacuum suspended unit. It may have a single function vacuum sw itch to activate the brake w arning light in case of low booster vacuum or vacuum pump m alfunction. In a normal operating mode, w ith the service brakes in the released position, a vacuum suspended booster operates w ith vacuum on both sides of its diaphragm . When the brakes are applied, air at atm ospheric pressure is adm itted to one side of the diaphragm to provide the power assist.

1. 2. 3. 4

Boot Silencer Vacuum check valve Grommet

5. 6. 7. 8.

Front housing seal Power piston bearing Rear housing Front housing

9. 10. 11. 12.

NOTICE: Use all components included in repair kits to service this booster. Lubricate rubber parts, where indicated, with silicone grease provided in kits. The torque values specified are for dry, unlubricated fasteners. If any hydraulic component is removed or brake line disconnected, bleed the brake system.

Return spring Piston rod (gaged) Reaction retainer Filter

13. 14. 15. 16. 25.

D ia p h ra g m re ta in e r D ia p h ra g m D ia p h ra g m s u p p o rt P o w e r p is to n a nd p u s h ro d a s s e m b ly V a c u u m s w itc h (so m e m o de ls)

5-38

BRAKES

2. REMOVE AND INSTALL EXTERIOR COM PONENTS.

1. REMOVE AND INSTALL BOOSTER. RE M O V E

INSTALL

1. Disconnect master cylinder (17) from booster (18) and disconnect booster pushrod (19) from brake pedal.

SEE NOTICE ON PAGE 5-1 OF THIS SECTION.

2. Remove attaching nuts and remove booster as shown.

REMOVE

1. Remove parts as shown.

1. Install booster to cowl as shown. Torque attaching nuts to 30-45 N-m (22-33 ftIb).

IN STALL

1. Lubricate inside and outside diameters of grommets (4) and front housing seal (5). 2. Install parts as shown.

2. Connect booster pushrod (19). 3. Install master cylinder (17) on booster (18) and torque attaching nuts (25) to 30-45 N-m (22-33 ft-lb).

17. 18. 19. 25.

1. 2. 3. 4 5. 18. 25.

Master cylinder Booster Booster pushrod Nut

Boot Silencer Vacuum check valve Grommet Front housing seal Booster Vacuum switch (some models)

3. UNLOCKING AND LOCKING BOOSTER. DISASSEMBLY 1. Scribe a mark on front and rear housings (7 and 8) to facilitate assembly. 2. Press down on tool J-9504 (22) and turn counterclock­ wise to unlock housings as shown in A. 3. Disassemble booster as shown.

6. 7. 8. 9. 20.

ASSEMBLE

END COIL

1. Assemble parts as shown. Make sure white coil on return spring (9) is flush against housing. 2. Align scribe marks on hous­ ings (7 and 8). 3. Press down on tool J-9504 (22) and turn clockwise to lock front and rear housings (7 and 8) as shown in A. Assembly can be facilitated by connecting a vacuum source to the booster.

Power piston bearing Rear housing Front housing Return spring Power piston group

STAKE AT TWO TABS 180° APART STAKE

STAKING TAB SOCKET WITH SCREW DRIVER

21. Fixture J-22805-01 22. Tool J-9504

BRAKES 5-39

4. DISASSEMBLY AND ASSEMBLY OF POWER PISTON GROUP. D IS A S S E M B L E

10

A S S E M B LE

1. Remove p isto n rod (10) and rea ction re ta in e r (11).

1. Lu bricate in side d iam ete r of diap hrag m (14) lip and fit in diaphragm su p p o rt (15).

2. Use an awl, ice pick or s im ila r to ol to rem ove filte r

2. In sta ll diaphragm (14) and su p p o rt (15) as show n in A.

( 12 ).

3. G rasp asse m b ly at o u tside edge o f diaphragm supp ort (15) and diaphragm (14). H old w ith pushrod dow n a g a in st a hard surface. Use a s lig h t fo rce or im pa ct to d islo d g e diaphragm retainer

3. In sta ll new d iap hrag m re­ ta in e r (13) and seat as show n in B. 4. In sta ll filte r (12), rea ction re­ ta in e r (11) and p isto n rod ( 10).

(13).

4. Remove only pa rts show n. Do not disa ssem ble pow er p isto n and pushrod assem bly (16). 10. 11. 12. 13

5. GAGING PROCEDURE G A G IN G

1. A fte r assem bly of booster, p o sitio n gage (24) over pisto n rod (10) as show n.

If pisto n rod (10) height is not w ith in GO-NO-GO lim its o f gage (24), procure and use a service -adjustab le p isto n rod to o b ta in correct height.

P iston rod R eaction retain er F ilter D iaphragm retainer

14. D iaphragm 15. D iaphragm supp ort 16. Power p isto n and pushrod assem bly

5-40

BRAKES

GENERAL DESCRIPTION This booster is a tandem vacuum suspended unit. It may have a single or dual function vacuum sw itch to activate the brake warning light in case of low booster vacuum or vacuum pump m alfunction. In a normal operating mode, w ith the service brakes in the released position, a tandem vacuum suspended booster operates w ith vacuum on both sides of its diaphragm s. When the brakes are applied, air at atm ospheric pressure is adm itted to one side of each diaphragm to provide the power assist.

1. 2. 3. 4. 5. 6. 7. 8.

Boot S ilencer Vacuum check valve G rom m et Vacuum sw itch (som e m odels) G rom m et Front ho using seal Prim ary p isto n bearing

9. Rear housing

10. 11. 12. 13. 14. 15. 16. 17.

Front ho using R eturn spring Piston rod (gaged) Reaction retainer Power head sile ncer D iaphragm retainer Prim ary diaphragm Prim ary su p p o rt plate

NOTICE: Use all com ponents included in repair kits used to service this booster. Lubricate rubber parts, where indicated, w ith silicone grease provided in kits. The torque values specified are for dry, unlubricated fasteners. If any hydraulic com ponent is removed or brake line disconnected, bleed the brake system.

18. 19. 20. 21. 22. 23. 24. 25.

S econdary p isto n bearing H ousing divider Secondary diaphragm S econdary supp ort plate R eaction disc R eaction piston R eaction body retainer R eaction body

26. 27. 28. 29. 30. 31. 32. 33.

A ir valve spring R eaction bum per R etaining ring F ilter R etainer O-ring A ir valve push rod Power pisto n

BRAKES 5-41

1. REMOVE AND INSTALL BOOSTER.

3. UNLOCKING AND LOCKING BOOSTER

REM OVE

IN STA LL

1. D isco nne ct m a ster c ylin d e r (34) from b o o s te r (35) and d isc o n n e c t b o o s te r pushrod (32) from brake pedal.

SEE NOTICE ON PAGE 5-1 OF THIS SECTION. 1. In sta ll bo oster (35) to cow l as show n. Torque a tta c h in g nuts (36) to 30-45 N-m (22-33 ft-lb).

2. Remove a tta c h in g nuts (36) and rem ove boster as show n.

2. C onnect bo oster pushrod (32). 3. In sta ll m a ster c ylin d e r (34) on bo oster (35) and torque a tta c h in g nuts (37) to 30-45 N-m (22-33 ft-lb).

DISASSEMBLE 1. Scribe a m ark on fro n t and rear ho using s (9 and 10) to fa c ilita te assem bly. 2. Press dow n on to o l J-9504 (40) and turn c o u n te rc lo c k ­ w ise to un lo ck housing as show n in A. 3. D isassem ble bo oster as show n.

ASSEMBLE 1. A ssem ble parts as shown. 2. A lign scribe m arks on ho us­ ings (9 and 10). 3. Press dow n on to ol J-9504 (40) and tu rn c lo ckw ise to lock fro n t and rear ho using s (9 and 10) as show n in A. A ssem bly can be fa c ilita te d by conn ectin g a vacuum source to the booster. 4. Stake h o using as show n in B a fte r lo ckin g. Do not stake a ta b th a t has been pre viously staked.

V

2. REMOVE AND INSTALL EXTERIOR COMPONENTS. IN STA LL

R EM O V E

1. Remove parts as show n.

L u b rica te inside and o u ts id e d iam ete rs of fro n t housing seal (7) and g ro m m ets (4 and 6) fo r vacuum check

8. 9. 10. 11. 38.

1. 2. 3. 4.

Boot S ilencer Vacuum check valve G rom m et

5. 6. 7. 35.

Vacuum s w itch (som e m odels) G rom m et F ro n th o u sin g seal B ooster

Prim ary p isto n bearing Rear housing Front housing Return sprin g Power pisto n group

39. F ixtu re 7-22805-01 40. Tool J-9504

5-42

BRAKES

STAKING TAB SOCKET WITH SCREW DRIVER

4. DISASSEMBLY AND ASSEMBLY OF POWER PISTON GROUP. D IS A S S E M B L E

1. Remove pisto n rod (12), rea ction retain er (13), and pow er head sile ncer (14). 2. G rasp assem bly at ou tside edge of d ivider (19) and diaphragm s (16 and 20). Hold w ith pushrod (32) dow n a g ainst a hard surface. Use a slig h t force or im pa ct to dislodge diaphragm retainer (15). 3. Remove pa rts as shown.

A S S E M B LE

1. Lu bricate in side diam ete r of secondary d iap hrag m (20) lip and fit in secondary sup­ po rt plate (21). 2. In sta ll secondary diaphragm (20) and supp ort plate (21) as show n in A. 3. Lu bricate in side d iam ete r of secondary p isto n bearing (18) and in s ta ll in ho using d ivider (19) as show n, fla t surface o f bearing on same side as 6 raised lugs on divider. 4. In sta ll secondary p isto n bearing (18) and divider (19) as show n in B. 5. Lu bricate in side diam ete r of prim ary diap hrag m (16) lip and fit in prim a ry support plate (17). 6. In sta ll prim a ry diaphragm (16) and su p p o rt plate (17) as show n in C. 7. In sta ll diaphragm retainer (15) and seat as show n in D. 8. In sta ll s ile n ce r (14), reaction retainer (13) and pisto n rod (12).

32

12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 32. 41.

P iston rod (gaged) R eaction retainer Power head silencer D iaphragm retainer Prim ary diaphragm Prim ary supp ort plate S econdary piston bearing H ousing divider Secondary diaphragm S econdary support plate Pushrod Pow er p isto n assem bly

BRAKES 5-43

DIAPHRAGM LIP

20. 21. 41. 42.

Secondary diaphragm Secondary supp ort plate Power pisto n assem bly Tool J-28458

18. 19. 20. 41. 42.

S econdary piston bearing H ousing divider S econdary diaphragm Power pisto n assem bly Tool J-28458

16. 17. 19. 20. 41.

P rim ary d iap hrag m Prim ary su p p o rt plate H ousing divider S econdary d iap hrag m Power p isto n assem bly

15. D iaphragm retainer 32. Pushrod 42. Tool J-28458

5-44

BRAKES

5. DISASSEMBLE AND ASSEMBLE POWER PISTON. D ISA S SE M B LE

B.

ASS E M B LE

1. D isassem ble as shown.

1. Assem ble as shown.

2. Pry tangs w ith a screw driver to rem ove rea ction body retain er (24).

2. In sta ll retainer (30) as show n in A and B.

3. Use No. 2 Truarc pliers to rem ove retain ing ring (28) from air valve pushrod assem bly (32). 4. Remove air valve pushrod assem bly (32) by in se rtin g screw driver th roug h eyelet

22. 23. 24. 25. 26. 27.

R eaction R eaction R eaction R eaction A ir valve R eaction

disc p isto n body retainer body spring bum per

33

28. 29. 30. 31. 32. 33.

R etaining ring F ilter Retainer O-ring A ir valve push rod assem bly Power pisto n

41. Power pisto n assem bly 44. Tool J-23175-A

6 . GAGING PROCEDURE

1. A fte r asse m b ly of booster, p o sitio n gage (43) over p isto n rod (12) as show n. 2. If pisto n rod he ig ht is not w ith in GO-NO-GO lim its of gage, procure and use a service -adjustab le piston rod to o b tain c orrect height.

30. Retainer 41. Power p isto n assem bly 44. Tool J-23175-A

12. Piston rod 43. Gage J-22647

BRAKES 5-45

Part Power Piston and Support Plate and Reaction Retainer

Inspect For

Corrective Action

1. Cracks, distortion, chipping, damaged lever seats, pitted or rough holes.

1. Clean up or replace.

2. Worn seal surfaces (tubes).

2. Replace

3. Rough or uneven floating valve seat.

3. Replace

4. Open passages and flow holes.

4. Clean

Reaction Levers or Plates

1. Cracks, distortion, tears and heavy wear.

1. Replace

Floating Control Valve

1. Deterioration of rubber or warped valve face.

1. Replace

Air Valve - Push Rod Assembly

1. Air valve: scratches, dents, distortion, or corrosion of I.D. or O.D. All seats to be smooth and free of nicks and dents.

1. Do not repair - Replace.

2. Push rod must move freely in air valve, but must not pull out.

2. If worn, replace air valve push rod assembly.

Front and Rear Housings

1. Scratches, scores, pits, 1. Replace, unless easily repaired dents, or other damage affecting rolling or seal­ ing of diaphragm or other seals. 2. Cracks, damage at ears, 2. Replace, unless easily repaired damaged threads on studs.

Air Filters

3. Bent or nicked locking lugs.

3. Replace, unless easily repaired

4. Loose studs.

4. Replace or repair.

1. Dirty

1. Replace

Fig. 5-22--lnspection Chart

5-46

BRAKES

necessary amount out to bring the level to 1/3 full. This step is taken to avoid reservoir overflow when the caliper piston is pushed back into its bore. Discard the brake fluid removed. Never reuse brake fluid.

BENDIX DISC BRAKE SHOE AND LINING

2. Raise the vehicle on a hoist and remove wheels.

The brake linings should be inspected any time the wheels are removed. Check both ends of the outboard shoe by looking in at each end of the caliper (Fig. 5-23). This is the point at which the highest rate of wear normally occurs. At the same time, check the lining thickness on the inboard shoe by looking down through the inspection hole in the top of the caliper; see "Brake Inspection" portion of this section. The inboard shoe is installed with the ends of the shoe resting in the steering knuckle. The large tab at the bottom of the outboard shoe is bent over at the right angle and fits in the cutout in the outboard section of the caMper. Removal (Front or Rear) NOTICE: See "Notice" on Page 1 of this section. 1. Remove master cylinder cover and observe brake fluid level in front reservoir is more than 1/3 full, siphon the

3. Push the piston back into tis bore. This can be accomplished by using a "C " clamp as shown in Figure 5-25. 4. Remove the bolt at the caliper support key. Using a brass punch, remove the key and spring (Fig. 5-26). 5. Lift the caliper off the disc and support in a raised position with a heavy wire (Fig. 5-27). NOTICE: Do not support the weight of the caliper on the brake hose as damage to the brake hose could result.

6. Remove the inboard shoe from the steering knuckle or rear caliper support (Fig. 5-24). Remove and discard the inboard shoe clip. Remove the outboard shoe from the caliper. It may be necessary to tap the shoe to loosen it in the caliper housing. Mark disc pad positions if pads are to be reinstalled.

SPLASH SHIELD CALIPER SUPPORT ANTI-RATTLE SPRING

CALIPER SPRING SCREW

SUPPORT KEY BRASS ROD

SUPPORT KEY

CALIPER

Fig. 5-24--Bendix Rear Disc Brake Assembly

Fig. 5-26--Removing the C aliper Support Key

BRAKES 5-47 assembly is difficult, a "C" clamp may be used. Be careful not to mar the lining. 4. With both shoes installed, lift up the caliper and rest the bottom edge of the outboard lining on the outer edge of the brake disc to make sure there is no clearance between the tab at the bottom of the outboard shoe and the caliper abutment. The outboard shoe should fit tightly in the caliper and should not rattle. 5. Position the caliper over the brake disc, guiding the upper caliper groove onto the mating surface of the steering knuckel or caliper support. Position the caliper to the lower steering knuckle (or support) sliding surface. NOTICE: Make sure that he brake hose is not twisted or kinked since damage to the brake hose could result. 6. Place the spring over the caliper support key, install the assembly between the steering knuckle (or rear support) and lower caliper groove. Tap into place (until the key retaining screw can be installed) using a brass punch and a light hammer (Fig. 5-28). 7. Install the screw and torque o 12 to 18 lb. ft. (18-24 N-m ). The bolt boss must fit fully into the circular cutout in the key. Cleaning and Inspection

The shoes should be replaced when the lining is worn to approximately 1/32" (0.80 mm) thickness over the rivet heads. Replace shoes in axle sets. 1. Examine the inside of the caliper for evidence of fluid leakage. If leakage is noted, the caliper should be overhauled. 2. Wipe the inside of the caliper clean, including the exterior of the dust boot. Check the boot for cuts, cracks or other damage. NOTICE: Do not use compressed air to clean the inside

of the caliper since this may cause the dust boot to become unseated. 3. Use a wire brush to remove any rust or corrosion from the machined surfaces of the steering knuckle (or support) and caliper. It is important to clean those areas of the caliper and support that are in contact during the sliding action of the caliper. Installation

If original disc pads are being reinstalled, they must be installed in original positions (as marked at removal). 1. Lubricate the caliper and steering knuckle (or support) sliding surfaces and the support spring with Delco Silicone Lube (or equivalent). 2. Install a NEW inboard shoe clip the steering knuckle or rear support. Be sure the tabs are positioned correctly and the loop-type spring positioned away from the rotor. Install the lower end of the inboard shoe into the groove provided in the steering knuckle or support (against the spring clip). Slide the upper end of the shoe into position. Be sure the clip remains in position. 3. Position the outboard shoe in the caliper with the ears at the top of the shoe over the caliper ears and the tab at the bottom of the shoe engaged in the caliper cutout. If

NOTICE: See "Notice" on Page 1 of this section. 8. Reinstall the front wheel and tire assembly. 9. Add brake fluid to the master cylinder reservoir to bring the fluid level up to within 1/4" (6 mm) of the top. NOTICE: Before moving the vehicle, pump the brake pedal several times to make sure that it is firm. Do not move vehicle until a firm pedal is obtained. Check master cylinder fluid level again after pumping the brake pedal.

CALIPER OVERHAUL Bendix Removal

Clean dirt from hose to caliper connection before proceeding with removal.

5-48

BRAKES lines are still connected. This will push the piston out of the caliper bore.

CALIPER

4. Remove the boot from the piston bore.

PISTON

5. Using a small piece of wood or plastic, remove the square ring seal from the piston bore.

BOOT SQUARE RING SEAL SCREW

•INBOARD SHOE 'OUTBOARD SHOE

SUPPORT KEY CALIPER SPRING ANTI-RATTLE SPRING

Fig. 5-29--Bendix Brake Caliper Assembly

1. Remove the hose to caliper bolt and cap or tape the open connections to prevent dirt from entering the hose or caliper. Discard the copper gaskets. 2. Remove the caliper assembly as described under "Shoe and Lining-Removal". Disassembly (Fig. 5-29)

1. Clean the exterior of the caliper using clean brake fluid and place on a clean work surface. 2. Drain the brake fluid from the caliper. CAUTION: Do not place the fingers in front of the

piston in an attempt to catch or protect it when applying compressed air.. 3. Using clean shop cloths, pad the interior of the caliper and remove the piston by directing compressed air into the caliper inlet hole (Fig. 5-30). NOTICE: Use just enough air pressure to ease the piston out of the bore. Do not blow piston out of the bore as damage to the piston could result. If the piston is seized or cocked or does not come out readily, release the air pressure and use a soft (brass) hammer to rap sharply on and around the end o f the piston. Reapply air pressure to remove the piston. NOTICE: An alternate method of removing the piston is to stroke the brake pedal (gently) while the hydraulic

NOTICE: Do not use a metal tool of any kind for this operation as it may damage the bore.

6. Remove the bleeder valve from the caliper. Cleaning and Inspection

The dust boot and piston seal are to be be replaced whenever the caliper is overhauled. Discard these parts. 1. Clean all parts (other than those mentioned above) in clean brake fluid. Use dry, filtered, compressor air to blow out all passages in the caliper and bleeder valve. NOTICE: The use of lubricated shop air will leave a film of mineral oil on the metal parts. This may damage rubber parts when they come in contact after reassembly.

2. Check the sliding surfaces of the caliper, steering knuckle (or rear support) and support spring for rust or corrosion. Clean up any surface defects with crocus cloth. 3. Carefully examine the outside surface of the piston for scoring, nicks, corrosion and worn or damaged plating. If any surface defects are detected, replace the piston. NOTICE: The piston outside diameter is the primary sealing surface in the caliper assembly. It is manufactured and plated to close tolerances. Refinishing by any means or the use of any abrasive is not acceptable practice.

4. Check the bore in the caliper for the same defects as the piston. The piston bore, however, is not plated and stains or minor corrosion can be polished with croucus cloth. Do not use emery cloth or any other form of abrasive. Thoroughly clean the caliper after the use of crocus cloth. If the bore cannot be cleaned up in this manner, replace the caliper.

CALIPER HOUSING

Fig. 5-30--Removing the C aliper Piston

Fig. 5-31--Installing C aliper Piston Boot

BRAKES 5-49

Bendix Mini-Master Cylinder Removal

1. Disconnect brake pipes from master cylinder and tape end of pipes to prevent entrance of dirt. 2. Manual brake only - Disconnect brake pedal from master cylinder push rod. 3. Remove two nuts holding master cylinder to dash or power cylinder and remove master cylinder from vehicle. Be careful not to drip brake fluid on exterior paint. Disassembly

Assembly

1. Lubricate the caliper piston bore and the N EW piston seal with the clean brake fluid. Position the square ring seal in the caliper bore groove. 2. Lubricate both sealing lips of the dust boot and the piston with a light film of clean brake fluid. Place the new boot over Piston Installer Tool J-24548. This is most easily accomplished by placing the boot large diameter over the tool first, then riding the smaller diameter onto the tool. The large diameter lip must then be slid off the tool to make ready for installation into the bore groove. Install the boot (large bead) into the piston bore groove by reaching inside of Tool J-24548 and pressing the boot bead into the groove (Fig. 5-31). Be sure boot is fully seated in the groove before proceeding. 3. Place the piston inside of Tool J-24548, force the piston halfway into the piston bore using a wood hammer handle or "C" clamp (Fig. 5-32); remove Tool J-24548. Check to be sure the boot was not unseated at piston installation. Make sure the outer bead of the boot is seated in the piston outer groove.

1. Remove the reservoir cover and diaphragm, and drain the fluid from the reservoir. 2. Remove the four bolts that secure the body to the reservoir using Socket J-25085. 3. Remove the small "O" ring and the two compensating valve seals from the recessed areas on the bottom side of the reservoir. Do not remove the two small filters from the insde of the reservoir unless they are damaged and are to be replaced. 4. Depress the primary piston using a tool with a smooth rounded end. Then remove the compensating valve poppets and the compensating valve springs from the compensating valve ports in the master cylinder body. 5. Using a small screwdriver, remove the snap ring at the end of the master cylinder bore. Then release the piston and remove the primary and secondary piston assemblies from the cylinder bore. It may be necessary to plug the front outlet portand to apply low air pressure to the front compensating valve port to remove the secondary piston assembly. Inspection

Inspect cylinder bore for scoring or corrosion. It is best to replace a corroded cylinder. Corrosion clan be identifed as pits or excessive roughness. Polish any discolored or stained area with c rocus cloth by revolving cylinder on cloth supported by finger. Rinse cylinder in clean brake fluid. Shake excess rinsing fluid from cylinder. Do not use a rag to dry cylinder, as lint from rag cannot be kep from cylinder bore surfaces. Make certain that compensating port in cylinder is clear. If scratches or corroded spots are too deep to be polished satisfactorily, the cylinder should be replaced. Assembly

Installation

Installation of the caliper and mounting parts is the same for: "Shoe and Lining-Disc Brake" except for steps given below: 1. Connect the brake hose to the caliper using N EW copper gaskets. NOTICE: Hose must be properly positioned to prevent

hose, twist or misalignment or hose damage may result. 2. Bleed the caliper assemblies as outlined earlier in this section.

1. Lubricate the secondary piston assem bly and the master cylinder bore with clean brake fluid. 2. Assemble the secondary spring (shorter of the two springs) in the open end of the secondary piston actuator, and assemble the piston return spring (longer spring) on the projection at the rear of the secondary piston. 3. Insert the secondary piston assembly, actuator end first, into the master cylinder press assembly to the bottom of the bore. 4. Lubricate the primary piston assembly with clean

5-50

BRAKES

COVER

DIAPHRAGM

CO M PEN SA TIN G VALVE SEAL VALVE POPPET SPRING SECONDARY

SPRING

SECONDARY

PISTON

P IS T O N RETURN SPRING PRIM ARY PISTON

SNAP R IN G *

Fig. 5-33--Bendix Mini-Master Cylinder-Exploded View

5. 6. 7.

8.

9.

brake fluid. Insert the primary piston assembly, actuator end first, into the bore. Place the snap ring over a smooth round ended tool and depress the pistons in the bore. Assemble the retaining ring in the groove in the cylinder bore. Assemble the compensating valve seals and the small "O" ring seal in the recesses on the bottom of the reservoir. Be sure that all seals are fully seated. W hile holding the pistons depressed, assemble the compensating valve springs and the compensating valve poppets in the compensating valve ports. Holding the pistons compressed, position the reservoir on the master cylinder body and secure with the four mounting bolts. Tighten the bolts to 12-15 lb. ft. (16-20 N-m).

Installation NOTICE: Refer to "Notice" on Page 1 of this section regarding fasteners referred to in Steps 1 and 2 below.

1. Manual brake only — Connect push rod to brake pedal pin and install retainer while holding master cylinder in place. ’2. Install master cylinder on dash or power cylinder; torque nuts to specifications. 3. Connect brake pipes to master cylinder. 4. Bleed hydraulic system. 5. Road test vehicle for proper brake performance.

BENDIX HYDRAULIC BRAKE BOOSTER (HYDRO­ BOOST) CAUTION: The accumulator contains compressed gas. A lw ays use proper tools and follow recommended procedures or personal injury may result. Do not apply heat to accumulator. Do not a tte m p t to repair an inoperative accum lator, always replace w ith a new accumulator. Dispose of an inoperative accumulator by drilling a 1 / 1 6 " diam eter hole through the end of the accumulator

BRAKES 5-51

SPOOL RETURN SPRING

Fig. 5-Bl--Bendix Hydro-Boost Explode-Typical can opposite the " 0 " ring.

The Bendix Hydraulic Brake Booster utilizes the hydraulic pressure supplied by the poer steering pump to provide power assist for brake applications. The dual master cylinder is mounted to the output push rod end of the booster. The procedures below include remonal of the mounting bracket even though it is not necessary to remove the bracket for overhaul of the internal assembly.

Disassembly (Fig. 5-B1) 1. Secure the booster in a vise (bracket end up) and use a hammer and chisel to cut the bracket nut that secures the mounting brakcet to the power section (cut the nut at the open slot in the threaded portion of the housing). Be careful to avoid damage to the threads on the booster hub. Spread the nut and remove it from the power section. Then remove the mounting bracket. 2. Remove the pedal rod boot (if equipped) by pulling it off over the pedal rod eyelet. 3. Place Tool J-24569 around the pedal rod and resting on the input rod end as shown as in Figure 5-B2. 4. Place a punch (or similar tool) through the pedal rod from the lower side of Tool J-24569. Push the punch on through to rest on the higher side of the tool. Lift up on the punch to shear the pedal rod retainer; remove the pedal rod. 5. Remove the remnants of the rubber grommet from the groove near the end of the pedal rod and from the groove inside the input rod end.

6. With a small screwdriver, pry the plastic guide out of the output push rod retainer. Disengage the tabs of the spring retainer from the ledge inside the opening near the master cylinder mounting flange of the booster. Remove the retainer, the piston return spring and output rod from the opening (Fig. 5-B3). 7. Place the booster cover in a vise equipped with soft jawed devices. Remove the five screws that secure the booster housing to the cover. 8. Remove the booster assembly from the vise and while holding the unit over a pan, separate the cover from the housing. Remove the "figure eight" seal from the housing cover; discard the seal. 9. Remove the input rod and piston assembly, the spool assembly and spool spring from the booster houising. Compare spool valve condition to Figure 5-B4. If spool valve is defective, the complete unit must be replaced. 10. Inspect power piston. If scratches big enough to be felt with a fingernail are present, the input rod and piston must be replaced. 11. Remove the input rod seals from the input rod end, and the piston seal from the piston bore in the housing; discard the seals. 12. Place the accumulator retaining cap Tool J-26889 over the master cylinder stud and install the nut as shown in Figure 5-B6. 13. Using Tool J-22269-01 or a large "C" clamp (6" minimum), depress the accumulator. Insert a punch into the hole in the housing and remove retaining ring with a small screwdriver, (Fig. 5-B6).

5-52

BRAKES

SPRING

Fig. 5-B3--Output Rod, Spring and Retainer

14. Slowly back off the clamp until tension on the accumulator is released; remove accumulator and "O" ring. 15. If accumulator valve was determined to be faulty, remove valve using a small diameter wire tool (Fig. 5-B5). Remove the dump valve by catching the tool under the pin guide near the center of the valve, then remove two function valves and seat (Fig. 5-B8). 16. Return hose fitting "O " ring can be removed if leaking. 17. Push spool valve plug in and use a small screwdriver to remove retaining ring (Fig. 5-B9).

Fig. 5-B6--Compressing Accumulator With J-26889

C lean ing and Inspection 18. Remove spool valve plug and "O" ring. 19. Remove the tube seats using No. 4 easy-out as shown in Figure 5-B10.

Fig. 5-B5--Removing Accum ulator Valves

BRAKES 5-53 nicks or scoring that can be felt with a fingernail particularly on the lands, the entire booster should be replaced as an assembly. The clearance between the spool valve and the spool valve bore of the housing assembly is important. Because of this, the valve spool valve and the housing assembly make up a selective assembly. The spool valve is selected to match the spool valve bore. 4. Inspect the piston for scratches, nicks, etc. If scratches on the outside diameter can be felt with a fingernail, the input rod and piston must be replaced.

Assembly 1. Install "O" ring and spool valve plug (Fig. 5-B9). 2. Install "O" ring and spool valve plug (Fig. 5-B9). 3. Push spool valve plug in and install retaining ring. 4. Coat the piston bore and the piston seal with clean power steering fluid fluid, and assemble the NEW seal in the bore. The lip of the seal must be toward the rear (away from the master cylinder mounting flange). Be sure the seal is fully seated in the housing. NOTICE: Be sure to keep parts clean until reassembly.

Wash at reassembly if there are any parts dropped or left exposed for eight hours or longer. Lubricate all seals and metal friction points with power steering fluid. Whenever the booster is disassembled and all disturbed seals and damaged tube inserts should be replaced. All of these parts are included in a kit. If any of the accumulator valve components are damaged or lost, replace all the valve components. 1. Clean all metal parts in a suitable solvent. Be careful to avoid losing small parts. 2. Inspect the valve spool and the valve spool bore in the housing for corrosion, nicks, scoring or other damage. Discoloration of the spool or bore, particularly in the grooves, is not harmful and is no cause for replacement. 3. If the valve spool or the valve spool bore has

Fig. 5-B8--Accumulator Valves

5. Lubricate the input rod end, NEW input rod seals and Seal Installer with clean power steering fluid. Slide the seals on the tool with the lip of the cups toward the open end of the tool (Fig. 5-B12). 6. Slide the tool over the input rod end and down to the second groove; then slide the forward seal off the tool and into the groove. Assembly the other seal in the first groove. Be sure that both seals are fully seated. Only one seal is used on JD3 and JD5 applications. 7. The piston counterbore on JF9 applications is of a different diameter than on JB8. Remove the pilot portion of ToOl J-24551. 8. Lubricate the piston and Piston Installing Tool with clean power steering fluid. Hold the large end of the tool against the piston (Fig. 5-B13), and slide the tool and piston into the piston bore and

Fig. 5-B9~Spool Valve Plug Removal

5-54

BRAKES

INPUT ROD AND PISTON

OPEN END O f TOOL)

Fig. 5-B10--Removing Tube Seat

9. 10.

11.

12.

through the piston seal. Remove piston installing tool. If removed, install return hose fitting with new "O" ring. If accumulator valve was removed, install new seal into the valve bore. The seat can be forced to the bottom by installing the two function valve (Fig. 5-B8). Make certain the check valve seat is cup side up when in bore. If removed, insert new dump valve over the two function valve making certain that the dump valve plunger is held in place until installation is complete. Insert spoool valve spring and spool valve assembly into bore in housing. Extend power piston lever to accept sleeve on spool valve, then slide lever pins into slot in sleeve.

Fig. 5-B12--lnstalling Input Rod Seals

13. Position a NEW "figure eight" seal in the groove in the housing cover. Then join the booster housing and cover and secure with five screws. Tighten the screws to 20 ft. lbs.

Booster (Typical)

Fig. 5-B14--lnstalling Baffle and Spring Retainer

BRAKES 5-55 24. Moisten the grommet with water (to ease assembly), and insert the grommet end of the pedal rod into the input rod end of the booster housing. Push on the end of the pedal rod to seat the grommet in the groove inside the housing. When the grommet is fully seated, the pedal rod will rotate freely with no binding. 25. Slide the boot on the pedal rod and assemble the large end of the boot onto the hub of the power section.

HYDRO-BOOST BLEEDING PROCEDURE Whenever the booster is removed and reinstalled, the steering system should be bled as outlined below. NOTICE: Power steering fluid and brake fluid cannot be

1.

Fig. 5-B15—Installing Mounting Bracket Nut NOTICE: See "Notice" on Page 1 of this section.

2. 3. 4. 5.

14. Install output rod, spring and new spring retainer. 15. Secure new baffle and spring retainer using Piston Installing Tool or 7/8" socket as shown in Figure 5-B14. 16. Using clean power steering fluid, lubricate accumulator seal. Install seal and accumulator in housing and then place the retaining ring over the accumulator (Fig. 5-B7). Place Tool J-26889 over accumulator. 17. Using Tool J-22269-01 or a large "C" clamp (6" minimum), depress the accumulator making certain that the accumulator is compressed straight (Fig. 5-B6). 18. Snap the retaining ring into the housing groove by pushing it down all the way around with a small screwdriver. 19. Remove Tool J-22269-01 or "C" clamp and retaining cap Tool J-26889. NOTICE: Carefully check to make sure the retaining ring was completely installed properly.

20. Position the mounting bracket on the booster. The tab on the inside diameter of the large hole in the bracket should fit into a slot in the threaded portion of the booster hub. 21. Install the NEW bracket nut with the staking groove outward on the threaded hub of the booster. Using Tool J-24554 and a torque wrench (Fig. 5-B15), tighten the nut to 110 ft. lbs. NOTICE: See "Notice" on Page 1 of this section.

22. Use a hammer and a small punch inserted into the staking groove of the nut, at the slot in the booster hub (Fig. 5-B16) to stake the nut in place. Be sure that the outer thread of the nut is upset. 23. Assemble a boot (if used) on the pedal rod. Then assemble a NEW grommet in the groove near the end of the pedal rod.

6. 7. 8. 9. 10. 11. 12.

mixed. If brake seals contact steering fluid or steering seals contact brake fluid, seal damage will result. Fill oil reservoir to proper level and let oil remain undisturbed for at least two minutes. Start engine and run momentarily. Add oil, if necessary. Repeat above procedure until oil level remains constant after running engine. Raise front end of vehicle so that wheels are off the ground. Turn the wheels (off ground) right and left, lightly contacting the wheel stops. Add oil if necessary. Lower the vehicle. Start engine and depress the brake pedal several times while rotating the steering wheel from stop to stop. Turn engine off and then pump brake pedal 4-5 times to deplete accumulator pressure. Check oil level and refill as required. If oil is extremely foamy, allow vehicle to stand a few minutes with eninge off and repeat above procedure.

5-56

BRAKES a. Check belt tightness and check for a bent pulley. (Pulley should not wobble with engine running.) b. Check to make sure hoses are not touching any other parts of the vehicle, particularly sheet metal. c. Check oil level, filling to proper levelif necessary, following operations 1 through 10. This step and Step "d" are extremely important as low oil level and/or air in the oil are the most frequent causes of objectionable pump noises. d. Check the presence of air in the oil. Air will show up as milky appearing oil. If air is present, attempt to bleed system as described in operations 1 through 10. If it becomes obvious that the pump will not bleed after a few trials, proceed as outlined under Power Steering System Test Procedure in the "Steering" Section of this manual.

13. The presence of trapped air in the system will cause the fluid level in the pump to rise when the engine is turned off. Continue to bleed system until this condition no longer occurs.

HYDRO-BOOST BRAKE SYSTEM NOTICE: Power steering fluid and brake fluid cannot be

mixed. If brake seals contact steering fluid or steering seals contact brake fluid, seal damage will result. The following operations can be performed with the booster installed in the vehicle; exceptions to ths statement may exist where Body Manufacturers sheet metal ("P" Models) would require removal of the booster from the vehicle.

Pneumatic Accumulator CAUTION: The accumulator contains compressed gas. A lw ays use proper tools and follow recommended procedures or personal injury may result. Do not apply heat to accumulator. Do not a tte m p t to repair an inoperative accum ulator, always replace w ith a new accumulator. Dispose of an inoperative accumulator by drilling a 1 / 1 6 " (1.6m m ) diam eter hole through the end of the accumulator can opposite the " O " ring. Removal

1. Turn engine off and pump brake pedal 4 or 5 times to deplete accumulator. 2. Disconnect the high pressure hose. 3. Remove two nuts from master cylinder, then move master cylinder away from booster with brake lines attached. 4. Place the accumulator retaining cap Tool J-26889 over the master cylinder stud and install the nut as shown in Figure 5-34. 5. Using Tool J-22269-01 or a large "C" clamp (6" (150 mm) minimum), depress the accumulator. Insert a punch into the hole in the housing and remove retaining ring with a small screwdriver (Fig. 5-34). If the accumulator is not easily compressed approximately 1/8" (3mm) it is still charged. This

indicates an internal problem with the accumulator valves and the booster must be disassembled. 6. Slowly back off the clamp until tension on the accumulator is released; remove accumulator and "O" ring. Installation

1. Using clean power steering fluid, lubricate accumulator seal. Install seal and accumulator in housing and then place the retaining ring over the accumulator (Fig. 5-35). Place Tool J-26889 over accumulator. 2. Using Tool J-22269-01 or a large "C" clamp (6" (150 mm) minim um), depress the accumulator making certain that the accumulator is compressed straight (Fig. 5-34). 3. Snap the retaining ring into the housing groove by pushing it down all the way around with a small screwdriver. 4. Remove Tool J-22269-01 or "C" clamp and retaining cap Tool J-26889. Carefully check to make sure the retaining ring was completely installed properly. 5. Connect high pressure hose and check power steering fluid. 6. Install the master cylinder two nuts and accumulator retaining cap Tool J-26889 and close the vehicle hood. Test the unit by starting the engine and turning the steering wheel from stop to stop a few times. Turn off engine and apply brake pedal 4 or 5 times. 7. Remove accumulator retaining cap Tool J-26889 and install master cylinder nut. NOTICE: See "Notice" on Page 1 of this section.

Spool Valve Plug Removal

1. Turn engine off and pump brake pedal 4 or 5 times to deplete accumulator. 2. Remove two nuts from master cylinder, then move master cylinder away from brake lines attached. 3. Push spool valve plug in and use a small screwdriver to remove retaining ring (Fig. 5-36). 4. Remove spool valve plug and "O" ring. Installation

1. Install "O" ring and spool valve plug (Fig. 5-36). 2. Push spool valve plug in and install retaining ring. 3. Install master cylinder and two nuts to booster. NOTICE: See "Notice" on Page 1 of this section.

4. Bleed system. Refer to BLEEDING PROCEDURE "

"HYDRO-BOOST

Tube Seat Replacement

1. Turn engine off and pump brake pedal 4 or 5 times to deplete accumulator. 2. Clean dirt around fitting before removing fitting, then disconnect pressure hose at Hydro-Boost and secure hose in a raised position to prevent loss of fluid.

BRAKES 5-57 disconnecting the hoses from the booster. 2. P30(32) Models - Raise the vehicle on a hoist. 3. Clean all dirt from the booster at the hydraulic line connections and master cylinder. 4. Remove the nuts and lockwashers that secure the master cylinder to the booster and the support bracket. Support the master cylinder, being careful to avoid kinking or bnding the hydraulic lines attached to the master cylinder. Cover the end of the master cylinder with a clean cloth. It should not be necessary to disconnect the hydraulic lines from the master cylinder. 5. Disconnect the hydraulic lines from the booster ports. Plug all lines and the booster ports to prevent loss of fluid and to keep out foreign materials. 6. P30(42) and C-K-G Models-

3. To prevent metal chips from entering booster, pack inside of tube seat with petrolatum. 4. Remove tube seat using No. 4 easy-out as shown in Figure 5-37. 5. Wipe petrolatum from housing and clean housing thoroughly to remove any metal chips or dirt. 6. Install tube seat with Tool J-6217 as shown in Figure 5-55. 7. Fill and bleed system. Refer to "HYDRO-BOOST BLEEDING PROCEDURE".

Hydro-Boost Unit Replacement (Figs. 5-39 thru 5-42)

1. Depress and release the brake pedal several times (engine not running) to be sure that all pressure is discharged from the accumulator prior to

a. Remove booster pedal push rod cotter pin and washer and disconnect the push rod from the brake pedal (C and K models) or booster bracket pivot lever (G and P models). b. Remove the lower dash trim, then lower the steering column on C and K models. Remove support brackets on P30 (42) models. c. Remove the booster bracket to dash panel or support bracket nuts and remove the booster assembly. 7. P30(32) Modelsa. Remove the cotter pin, nut bolt and washers that secure the operating lever to the vertical brake rod. b. RFemove the six nuts, lock washer and bolts that secure the booster linkage bracket to the front and rear support brackets, and remove the booster from the vehicle by sliding the booster off the rear support studs. c. Remove the cotter pin, nut, washer and bolt that secures the operating lever to the pedal rod. d. Remove the brake pedal rod lever nut and bolt and then remove the lever, sleeve and bushing.

Fig. 5-35--Accum ulator Installation

Fig. 5-36--Spool Valve Plug Removal

5-58

BRAKES

8. To install, reverse Steps .1-7 above. Torque all hydraulic lines and attaching bolts to specifications. Lubricate pedal rod and linkage pivot bolts, pins, sleeves and bushings with Delco Brake Lube (or equivalent). NOTICE: See "Notice" on Page 1 of this section. 9. Fill and bleed system. Refer to "Hydro-Boost Bleeding Procedure." 10. Check brake pedal and stoplamp switch adjustment.

HYDRO-BOOST DIAGNOSIS Prior to performing the Booster Function Tests, or the Accumulator Leakdown Test, the following preliminary checks must be made: NOTICE: Power steering fluid and brake fluid cannot be

1. 2. 3.

4. 5. 6.

mixed. If brake seals contact steering fluid or steering seals contact brake fluid, seal damage will result. Check all power steering and brake lines and connections for leaks and/or restrictions. Check and fill brake master cylinder with BRAKE FLUID. Check and fill power steering pump reservoir with POWER STEERING FLUID. Be sure fluid is not aerated (air mixed with fluid). Check power steering pump belt for tension and/or damage. Adjust if necessary. Check engine idle speed and adjust if necessary. Check steering pump pressure. Refer to Power Steering Section.

SEAL LEAK DIAGNOSIS (FIG. 5-1H) 1. INPUT ROD SEAL. A damaged seal will show up as a fluid leak from the mounting bracket vent hole. The booster must be removed from the vehicle and disassembled. The input rod bore should be checked for any scratches that may cause the leak. If scratches are present, housing cover must be replaced. If no excessive scratches are present, then the booster seal kit can be used to replace the appropriate seals.

2. POWER PISTON SEAL. Power piston seal damage will be noticed by fluid leaking out at the common master cylinder-brake booster vent and possible reduction in power assist. The booster must be removed from the vehicle and disassembled. The piston should be checked for any scratches that may be the cause of the leak. If scratches are present, then the input rod and power piston assembly must be replaced. If no excessive scratches are present, then the booster seal kit can be used to replace the appropriate seals. 3. HOUSING SEAL. If the housing seal is damaged, fluid will leak out from between the two housings. The booster must be removed from the vehicle and disassembled. The booster seal kit should be used to replace the housing and input rod and power piston seals. 4. SPOOL VALVE PLUG "O" RING SEAL. Damage to this seal will be noticed by fluid leaking out past the plug. The booster need not be removed from the vehicle. The master cylinder should be disconnected from the booster. Press in on spool plug, insert a small screwdriver between snap ring and housing bore. This unseats one side of the spool plug snap ring from its groove in the bore. Then remove the snap ring from the bore. 5. ACCUMULATOR "O" RING SEAL. Damage to this seal will result in fluid leakage past the accumulator cap. The seal can be replaced while the booster is installed on the vehicle. A catch basin should be placed under the booster to catch the fluid when the accumulator or spring cap is removed. CAUTION: Before removing the cap, the brake p edal must be pum ped 4 -5 tim e to deplete accum ulator pressure. Refer to "Pneum atic Accumulator.On-Vehicle Service Procedure".

6. EXTERNAL LEAKAGE AT THE RETURN PORT FITTING. Tighten fitting to 71b. ft. (10 N-m). If it

BRAKES 5-59

Fig. 5-39--Booster Installation (Hydro-Boost)

continues to leak, replaced "O" ring under fitting. 7. EXTERNAL LEAKAGE AT THE HIGH PRESSURE GEAR OR PUM P. Torque tube nut to 30 lb. ft. (40 N-m). If it continues to leak, check for damaged tube flares; if OK, eplace tube seats.

TROUBLE SHOOTING AND TESTING (FIG. 5-HB) The Hydro-Boost differs from vacuum brake boosters not only in the source of power (hydraulic versus vacuum) but in the fact that it is also a part of another major sub­ system of vehicle-the power steering system. Therefore, problems or malfunctions in the steering system may affect the operation of the booster, just as a problem in the booster may affect the steering system. The following noises are associated with the Hydro-boost system and may or may not be cause for customer complaint. Some are normal and for the most part temporary in nature. Others may be a sign of excessive wear or the presence of air in either the booster or the steering syste.

1. Moan or low frequency hum usually accompanied by a vibration in the pedal and/or steering column may be observed during parking maneuvers or other very low speed maneuvers. This may be caused by a low fluid level in the power steering pump or by air in the power steering fluid due to holding the pump at relief pressure (steering wheel held all the way in one direction) for an excessive amount of time (more than 5 seconds). Check the fluid level and fill to makr. System must sit for one hour to remove the air. If the condition persists, this may be a sign of excessiv pump wear and the pump should be checked. Refer to the Power Steering Section. 2. At or near power runout, (Brake pedal near fully depressed position) a high speed fluid noise (faucet type) may be heard. This is a normal condition and will not be heard except in emergency braking conditions, or with vehicle stopped and pedal pushed near fully depressed position. 3. Whenever the accumulator pressure is used, a slight hiss may be noticed. It is the sound of the hydraulic

5-60

BRAKES

BRAKES 5-61

Fig. 5-41--Power Steering Hose Routing-G M odels

Fig. 5-42--Power Steering Hose Routing-P Models

BRAKES 5-63

HYDRO— BOOST SEAL LEAKAGE A. INPUT SEAL LEAK — Fluid loakago from housing covor ond of booster noar reaction bora. Roplaco soal(s). B. PISTON' SEAL LEAK — Fluid loakago from vtnt at front unit noar mastor cylinder. Rcploc* soal. C. HOUSING — Fluid loakago botwoon tho housing and housing covor. Roplaco tool. D. SPOOL VALVE SEAL — Fluid loakago noar plug aroa. Roplaco soal. E. ACCUMULATOR CAP SEAL — Fluid loakago from accumulator aroa. Roplaco soal. F. RETURN PORT FITTING SEAL — Roplaco soal.

Fig. 5-lH--Seal Leakage Diagnosis

fluid escaping through the accumulator valve, and is completely normal. 4. After the accumulator has been emptied, and the engine is started again, another hissing sound may be heard during the first brake application or the first steering maneuver. This is caused by the fluid rushing through the accumulator charging orifice. It is normal and will only be heard once after the accumulator is emptied. However, if this sound continues, even though no apparent accumulator pressure assist was made, it could be an indication that the accumulator is not holding pressure and should be checked using the procedure for "ACCUM ULATOR LEAKDOWN TEST". 5. After bleeding, a "gulping" sound may be present during brake applications as noted in the bleeding instructions.

CHECKING THE RESERVE SYSTEM 1. Start engine and charge accumulator by applying the brake pedal or by turning the steering wheel from stop to stop. Turn off engine and let vehicle sit for one hour. After one hour there should be at least two power assisted applications with the engine off. 2. If the reserve system will not retain a charge for one hour, but functions normally immediately following

charging, the accumulator valves are at fault and the booster must be disassembled and the accumulator valves replaced. 3. If the accumulator can be heard charging and discharging, but it does not hold a charge, disassemble the booster and replace the accumulator valves. 4. Deplete the accumulator by pressing the brake pedal 4 or 5 times. If the accumulator can has lost its gas charge, it is possible to rotate or wobble the accumulator can with respect to the housing. Replace the accumulator assembly.

BOOSTER FUNCTIONAL TEST With the engine off, apply the brake pedal several times until the accumulator is completely depleted. Depress the brake pedal (approximately 40 pounds/180 N pedal force) and start the engine. The pedal should fall and then push back against driver’s foot.

ACCUMULATOR LEAKDOWN TEST Start engine and charge accumulator by either applying the brake pedal (approximately 100 pounds/450 N force) or by turning the steering wheel from stop to stop. Turn off engine and let vehicle sit for one hour. After one hour, there should be two power assisted applies with engine stopped.

5-64

BRAKES

HYDRO — BOOST DIAGNOSIS CONDITION

CAUSE

CORRECTION

Loose or broken power steering pump belt.

Tighten or replace the belt.

No fluid in power steering reservoir.

Fill reservoir and check for external leaks.

Leaks in Hydro-Boost

Replace faulty parts.

Leaks at Hydro-Boost tube fittings.

Tighten fittings or replace tube seats, if faulty.

External leakage at accumulator

Replace “O” ring and retainer.

Faulty booster piston seal causing leakage at booster flange vent.

Overhaul with new seal or input rod and piston assembly.

Faulty booster input rod seal with leakage at input rod end.

Overhaul with new seal kit.

Faulty booster cover seal with leakage between housing and cover.

Overhaul with new seal kit.

Faulty booster spool plug seal.

Overhaul with spool plug seal kit.

Excessive seal friction in booster.

Owrhaul with new seal kit.

Faulty spool action.

Flush steering system while pumping brake pedal.

Restriction in return line from booster to pump reservoir.

Replace line.

Damaged input rod end.

Replace input rod and piston assembly.

Crabby Brakes

Faulty spool action caused by contamina­ tion in system.

Flush steering system while pumping brake pedal.

Booster Chatters Pedal Vibrates

Power steering pump belt slips.

Tighten belt.

Low fluid level in power steering pump reservoir. .

Fill reservoir and check for external leaks.

Faulty spool operation caused by contamin­ ation in system.

Flush steering system while pumping brake pedal.

Contamination in steering hydio-boost system

Flush steering system while pumping brake pedal

Internal leakage in accumulator system

Overhaul unit using accumulator rebuild kit and seal kit.

Excessiw Brake Pedal Effort

Slow Brake Pedal Return

Accumulator Leak Down-System does not hold charge

Fig. 5-HB--Hydro-Boost Diagnosis

BRAKES 5-65

BRAKE SYSTEM DESCRIPTION SYSTEM

FRONT BRAKES

REAR BRAKES

BRAKE ASSIST

GASOLINE ENGINE VEHICLES

JB5 Low Drag JB6 Low Drag JB7 Conventional JB8 Conventional JF9 Conventional

C-MODELS Disc 11.86 x 1.04 Disc 11.86 x 1.04 G-MODELS Disc 11.86 x 1.28 Disc 11.86 x 1.28 ALL MODELS Disc 11.86 x 1.28 Disc 12.50 x 1.28 Disc 12.50 x 1.28 Disc 12.50 x 1.53 Disc 14.25 x 1.53

JD3 Low Drag JD5 Low Drag

DIESEL ENGINE VEHICLES Disc 11.86 x 1.28 Drum 11.00x2.00 Disc 11.86 x 1.28 Drum 11.15x2.75

JB1 Low Drag JB3 Low Drag JB1 Low Drag JB3 Low Drag

Drum 11.00x2.00 Drum 11.00x2.00

None (Manual Brakes) Vacuum — Single Diaphragm

Drum 11.00x2.00 Drum 11.00 x 2.00

None (Manual Brakes) Vacuum — Single Diaphragm

Drum 11.15x2.75 Drum 11.15x2.75 Drum 13.00x2.50 Drum 13.00 x 3.50 Disc 13.75 x 1.53

Vacuum — Dual Diaphragm Vacuum — Dual Diaphragm Vacuum — Dual Diaphragm Hydraulic — Hydroboost Hydraulic — Hydroboost

ROTOR THICKNESS

D R U M D IA M E T E R S O R IG IN A L

M A X IM U M R E F IN IS H

REPLACEM ENT (D IS C A R D )

11.000

1 1 .0 6 0 1 1 .2 1 0 1 2 .0 6 0 1 3 .0 6 0

1 1 .0 9 0 1 1 .2 4 0 1 2 .0 9 0 1 3 .0 9 0

1 1 .1 5 0 1 2 .0 0 0 1 3 .0 0 0

Hydraulic — Hydroboost Hydraulic — Hydroboost

MINIMUM AFTER REFINISHING

REPLACEMENT (D ISC AR D)

1.480 1.230 .980

1.465 1.215 .965

5-66

BRAKES

....

r

Master Cylinder — to Dash or Booster Booster to Dash or Frame Combination Valve — Mounting Bolts — Bracket Caliper — Mounting Bolt — Support Plate to Knuckle Brake Pedal — Bracket to Dash — Bracket to I.P. — Pivot Bolt Nut — Sleeve to Bracket — Stoplamp Switch Bracket — Push Rod to Pedal — Push Rod Adjusting Nut Parking Brake — to Dash — to I.P., Kick Panel or Floorpan — Cable Clips — Screws — Bolts Propshaft Parking Brake — Adjusting Nut — Bracket to Trans. — Cable Clip to Frame — Cable Clip to Dash — Cable Clip to Trans. Brkt. — Flange Plate — Drum Wheel Cylinder to Flange Plate Bolt

K . C ............ **34 N«m (25 ft. lbs.) **34 N.m (25 ft. lbs.)

34 N.m (25 ft. lbs.)

**34 N«m (25 ft. lbs.)

34 N*m (25 ft. lbs.)

17 N«m (150 in.lbs.)

_

34 N.m (25 ft. lbs.) 34 N.m (25 ft. lbs.) 34 N.m (25 ft. lbs.) — 34 N.m (25 ft. lbs.) — —

**34 N.m (25 ft.lbs.) 17 N.m (150 in. lbs.) '_

— 34 N.m (25 ft. lbs.) —

— Bracket to Axle Brake Line — Attaching Nuts — Retaining Clips — Screws — Bolts Brake Bleeder Valves Hydro-Boost — — Pedal Rod — P30 (32) Models — Pedal Rod Boot — P30 (32) Models — Pivot Lever Rod Retainer — Pivot Lever Bolt — Booster Brackets — Booster Brace at Dash or Rad. Supt. — Power Steering Pump to Booster Line — — — — — —

Booster to Gear Line Return Line at Booster and Gear Return Line Clamp Screw Line Clamp to Bracket Screw Hose Clamp to Skirt Screw Line Clamp to Frame Bolt

34 N.m (25 ft. lbs.) 23 N«m (17 ft. lbs.) ..«-

T

::v-

ro

in m

>

PM ^ALVE

’T

FUEL TANK SELECTOR VALVE METER SWITCH .8 PN K/B L K- 8 30 (S XL )-

FUEL TANK SELECTOR SWITCH

««c
BROWN > B > BLACK > A > WHITE [ 2 D > GREEN

L R R BROWN

BLACK WHITE

GREEN

Fig. 6D-55--ESC Controller, Sensor and W iring

ENGINE ELECTRICAL

6D-49

Fig. 6D-56--ESC Vacuum Switch Mounting

engine, even though a film is allowed to accum ulate on exposed portion of plug porcelains. Do not m istake corona discharge for flash-over or a shorted insulator. Corona is a steady blue light appearing around insulator, ju st above the shell crim p. It is the visible evidence of high-tension field, and has no effect on ignition perform ance. Usually it can be detected only in darkness. This discharge may repel dust particles, leaving a clear ring on the insulator ju s t above th e shell. T his ring

1

2

~ fT ~ 4 ~ 1— 2_ 3— 4— 5— 6 —

3

4

5

2

C

T

is som etim es m istakenly reg arded as evidence th a t com bustion gases have blown out betw een shell and insulator.

6

IGNITION SWITCH

V IN D IC A T E S " 4 " IN D IC A TES 14 HEAT RANGE COPPER T= S=

The m echanical sw itch is located in the steering column on the right hand side ju st below the steering wheel. The electrical switching portion of the assembly is separate from the key and lock cylinder. H ow ever, both are synchronized and w ork in conjunction w ith each other through the action of the a ctuator rod assembly. For a com plete explanation of th e key and lock cylinder, and the actuator rod assembly, see S T E E R IN G , Section 3B. See Section 8 for the detailed explanation of the electrical switching.

Fig. 6D-58~Spark Plug Coding

DIAGNOSIS H.E.I. DISTRIBUTOR Use Figure 6D-59 and 60 for H .E .I. Diagnosis.

SPARK PLUGS W orn or dirty plugs m ay give satisfactory operation at idling speed, but under operating conditions they frequently fail. Faulty plugs are indicated in a num ber of ways: poor fuel economy, power loss, loss of speed, hard starting and general poor engine perform ance. Spark plug failure, in addition to norm al wear, may be due to carbon fouled plugs, excessive gap or broken insulator.

Fouled plugs may be indicated by checking for black carbon deposits. The black deposits are usually the result of slow-speed driving and short runs w here sufficient engine operating tem perature is seldom reached. W orn pistons, rings, faulty ignition, over-rich carburetion and spark plugs which are too cold will also result in carbon deposits. Excessive gap w ear, on plugs of low mileage, usually indicates the engine is operating at high speeds or loads th at are consistently g reater than norm al or th a t a plug which is too hot is being used. In addition, electrode w ear may be the result of plug overheating, caused by combustion gases leaking past the threads, due to insufficient torquing of the spark plug. Excessively lean carb u retio n will also

6D-50

ENGINE ELECTRICAL

result in excessive electrode wear. Broken insulators are usually the result of im proper installation or carelessness when regapping the plug. Broken upper insulators usually result from a poor fitting wrench or an outside blow. The cracked insulator m ay not m ake itself evident im m ediately, but will as soon as oil or m oisture penetrates the fracture. The fracture is usually ju st below the crimped part of shell and m ay not be visible.

Broken lower in su lato rs usually resu lt from carelessness when regapping and generally are visible. In fairly rare instances, this type of break may result from the plug operating too " h o t", encountered in sustained periods of high-speed operation or under extrem ely heavy loads. W hen regapping a spark plug, to avoid lower insulator breakage, always m ake the gap adjustm ent by bending the ground (side) electrode. Spark plugs with broken insulators should always be replaced.

ENGINE ELECTRICAL

ENGINE CR ANKS, BUT W IL L NOT RUN (W ITH IN T E G R A L IG N IT IO N C O IL) N OTE:

Perform Diagnostic C ircu it Check before using this procedure. If a tachom eter is connected to the tachom eter term inal, disconnect it before proceeding w ith the test. In te rm itte n t no start may be caused by wrong pick-up or ig n itio n coil. 1.

Check spark at plug w ith ST-125 w hile cranking (if no spark on one w ire, check a second w ire). *

Spark

No Spark

Check fuel, spark plugs, etc.

Disconnect 4 term . EST connector and see if engine w ill run.

Doesn't run

Runs

2. Check voltage at d is trib u to r " b a t" term inal w hile cranking

See Code 42 chart.

I 7 volts or more

Under 7 volts

l 3.

With ignition “on," check "tach" terminal voltage. ___

[Under 1 V olt

Repair primary circuit to ignition switch._____

[10 Volts or Morel

It is faulty ign. coil connection or coil

1 to 10 V o lt s l

Check for spark at coil output terminal with ST 125 while cranking. (View A )

Spark

I No Spark

" I---

Check color match of pick­ up coil con­ nector and ign. coil lead. * * Inspect cap for water, cracks, etc. If OK replace rotor.

Replace module and check for spark from coil as in Step 6. Spark|

No Spark

System OK

Remove pick-up coil leads fro m module Check tach. term , voltage w ith " ig n " " o n ." Watch voltm eter as test lig h t is m om entarily connected fro m bat. + to m odule term inal " P " . (V iew B) N ot more than 5 seconds

Replace ign. coil. It. too. is faulty. REMOVE GREEN AN D WHITE LEADS FROM MODULE

TEST LIGHT

No Drop In Voltage]

Voltage Drops

Check module grnd and for open in wires from cap to distributor. If OK, replace mod. If module tester is available, test module

I QK I

Check for spark from coil with ST 125 as test light is removed from module terminal. | No Spark [

P/N

Spark | System OK |

No SparlTI | Coil removed is O K , reinstall original coil and replace module.

P IC K U P ^ C O IL

1876209

Y ELLO W W IR E -------

CLEA R , BLA C K ,

P/N

1875894

A few sparks and then nothing, is considered no spark.

Fig. 6D-59--HEI Diagnosis

|

P IC K U P

IG N . C O IL W H ITE W IRE

W IR E

It is pick-up coil or connections. Coil resistance should be 50 0-15 00 ohms and not grounded.

Check ign. coil ground circuit. If O K , replace ign. coil and repeat Step 6.

Replace module

IG N . C O IL

Spark

If no module tester is available

I Bad I

Check ign. coil ground. If OK. replace ign. coil.

CONNECT VO LTM ETER TACH TERM INAL TO GROUND

fQ W -C O IL .R E D W IRE

Y E LLO W E 1082Z

104803

6D-51

6D-52

ENGINE ELECTRICAL

EST PERFORMANCE CHECK

□0781Z

Fig. 6D-60--HEI Diagnosis

104805

ENGINE DETONATION

Q

I®

CH EVR O LET LIG H T TRUCK ESC SYSTEM D IA G N O SIS

SO M E O C C ASIO N AL TRACE-TO -LIG H T DETONATION IS A C C EPTAB LE

6D-54 ENGINE ELECTRICAL

C H E V R O L E T L IG H T TR U C K ESC S Y S T E M D IA G N O S IS

C H E V R O L E T L IG H T T R U C K E S C S Y S T E M D IA G N O S IS

ENGINE ELECTRICAL 6D -55

6D -56

ENGINE ELECTRICAL

ESC CONTROL BOX POWER FEED E.S.C. CONTROL

H .E.I. DISTRIBUTO R

l/P HARN

ENG HARN

E S S fB l & A .I.R .

ENG HARN

SWITCH

A .I.R . ELBOW

ENG GRD STRAP

Iv iE w fp ]

ENG GRD BOLT/SCREW

B ATTERY CABLE SENSOR

AFTER, DETONATION SENSOR CONNECTOR IS INSTALLED, APPLY A N OM INAL 3 LB. (1.4 Kg) REMOVAL FORCE TO THE CONNECTOR (NOT TO THE WIRE) TO ENSURE TH A T IT IS LATCHED TO THE KNOCK SENSOR. THEN APPLY A 5 TO 10 LB. (2.3 TO 4.6 Kg) PUSH-ON FORCE TO GUARANTEE THAT THE CONNECTOR IS FULLY SEATED. CONTROLLER

DETONATION SENSOR

fv w fC

ESC C o n tr o lle r, S ensor a n d W ir in g

ENGINE ELECTRICAL

K J H G F E

ESC CONTRO LLER

D C B

GRND DELAY LO HI BAT.

BROWN BLACK WHITE GREEN PINK/BLK

SENSOR

A

PINK

>

> >

2

c

> BROWN

B

>

A

>

BLACK WHITE

D >

GREEN

BROWN BLACK WHITE GREEN

-Chart--ESC W iring Schematic

6D-57

6D-58

ENGINE ELECTRICAL

OIM-VEHICLE SERVICE H.E.I. DISTRIBUTOR Service Precautions

1. When making compression checks, disconnect the ignition sw itch feed w ire at the d istrib u to r. W hen disconnecting this connector do not use a screwdriver or tool to release the locking tab as it may break. 2. N o periodic lu b ricatio n is req u ired . E ngine oil lubricates the lower bushing and an oil-filled reservoir provides lubrication for the upper bushing. 3. The tach o m eter (T A C H ) term in al is next to the ignition switch (BA T) connector on the distributor cap. NOTICE: The tachom eter term inal m ust N E V E R be allowed to touch ground, as dam age to the module and/ or ignition coil can result.

If the engine was accidentally cranked a fte r the distributor was removed, the following procedure can be used for installing: a. Remove No. 1 spark plug. b. Place finger over No. 1 spark plug hole and crank engine slowly until compression is felt. c. A lign tim ing m ark on pulley to " O " on engine tim ing indicator. d. T urn rotor to point betw een No. 1 and No. 8 spark plug towers on distributor cap. e. Install distributor and connect ignition feed wire. f. Install distributor cap and spark plug wires. g. C heck engine tim ing (see S et Ignition Tim ing below).

Vacuum Advance Unit

NOTICE: Som e service tach o m eters and electronic

diagnostic equipm ent currently in use m ay N O T be com patible with the High Energy Ignition System . It is recom m ended th a t you consult your representative of such equipm ent as to the necessary updating of your equipm ent for com patibility with the H E I System. 4. There is no dwell adjustm ent as this is controlled by the module. 5. T he cen trifu g al advance and vacuum advance are sim ilar to the conventional ignition. 6. The m aterial used to construct the spark plug cables is very pliable and soft. This cable will w ithstand more heat and carry a higher voltage. Due to the more pliable cable, scuffing and cutting become easier. It is therefore extrem ely im portant th a t the spark plug cables be routed correctly to prevent chaffing or cutting. See Spark Plug Section of On-Vehicle Service. Also when removing a spark plug wire from a spark plug, twist the boot on the spark plug and pull on the boot to remove the wire.

REMOVAL 1. Remove distributor cap and rotor.

2. Remove module. 3. Remove two vacuum advance attaching screws. 4. Turn the pick-up coil clockwise and push the rod end of the vacuum advance down so th a t it will disengage and clear the pick-up coil plate.

INSTALLATION To install, reverse removal procedure. Rotor

1. Remove distributor cap. 2. The rotor is retained by two screws and is provided with a slot which fits over a square lug on the advance weight base, so th at the rotor can be installed in only on position. Integral Ignition Coil

Removal Remove and Replace

1. Remove distributor cap.

Distributor

2. Remove three coil cover attaching screws, and lift off

1. D isconnect ignition sw itch b a tte ry feed w ire and tachom eter lead (if equipped) from distributor cap. Also release the coil connectors from the cap. (DO N O T use a screwdriver or tool to release the locking tabs.) 2. Remove d istrib u to r cap by tu rn in g four latches counterclockwise. Move cap out of the way. If necessary to rem ove secondary wires from cap, release w iring h arness latches and rem ove w iring harness retainer. The spark plug wire num bers are indicated on the retainer. 3. Remove vacuum hose from vacuum advance unit.

cover. 3. Remove coil attaching screws and lift ignition coil and lead from cap.

Installation To install, reverse removal procedure. Capacitor

The capacitor is p art of the coil wire harness assembly. Since the capacitor is used only for radio noise suppression, it will seldom need replacem ent.

Removal 1. Remove distributor cap and rotor.

4. Remove distributor clam p screw and hold-down clamp.

2. Rem ove cap acito r atta c h in g screw, and unplug

5. N ote position of rotor, then pull distributor up until rotor ju st stops turning counterclockwise and again note position of rotor.

connector from module. It m ay help to loosen the module.

To insure correct tim ing of th e d istrib u to r, the d istrib u to r m ust be IN S T A L L E D w ith the rotor correctly positioned as noted in Step 5.

Installation 1. To install, reverse above procedure.

2. Install hold down screw m aking sure ground lead is under screw.

ENGINE ELECTRICAL

6D -59

Unit Repair

DISTRIBUTOR DISASSEMBLY TEST AND REASSEMBLY (COIL IN CAP) TESTING IGNITION COIL

"COIL IN CAP" DISTRIBUTOR

COIL A N D CAP ASSEMBLY

TER M IN A LS B+

OHMMETER OHMMETER 4. Connect ohmmeter. Test 1. 5. Reading should be zero, or nearly zero. I f not, replace coil. Step 8. 6. Connect ohmmeter both ways. Test 2. Use high scale Replace coil only if both readings are in fin ite . Step 8. 7. I f coil is good, go to Step 13.

4 T E R M IN A L CONNECTOR CONNECTOR (DISCONNECTED FROM CAP)

1. 2. 3. lower

IGNITION COIL ATTACHING SCREWS COIL A TT A C H IN G — SCREW (4) j P

I GNI TI ON r

(O IL

/

C O IL

A 6-cyl. EST distributor with coil-in-cap is illustrated. Detach wiring connector from cap. as shown. Turn four latches and remove cap and coil assembly from housing.

GROUND LEAD COIL SECONDARY 210847

C- GRD. B+ T E R M IN A LS

8. Remove coil-cover attaching screws and lift o ff cover Fig. 6D-61--Distributor Unit Repair

6D-60

ENGINE ELECTRICAL

IGNITION COIL REMOVED FROM CAP

DRIVING PIN FROM SHAFT

IG N IT IO N

SEAL

C O IL

GROUND CO N N EC TO R

9. Remove ignition coil attaching screws and lift coil with leads from cap. 10. Remove ignition coil arc seal. 11. Clean with soft cloth and inspect cap for defects. Re­ place, if needed. 12. Assemble new coil and cover to cap.

TESTING PICKUP COIL OHM M ETER

OHM M ETER PICKUP C O IL LE A D S

18. Mark distributor shaft and gear so they can be reassem­ bled in same position. 19. Drive out roll pin.

SHAFT ASSEMBLY REMOVED

D IS C O N N E C T E D FRO M M O D U L E

C O N N EC TO R

THREE A T T A C H IN G

LATCH

SCREWS

4 -T E R M IN A L

M A G N E T IC S H IE L D

M O DULE PICKUP C O IL ASSEM BLY

"p .i

T E R M IN A L

13. On all distributors, including distributors with Hall Effect Switch identified in Step 27, remove rotor and pickup coil leads from module. 14. Connect ohmmeter Test 1 and then Test 2. 15. I f vacuum unit is used, connect vacuum source to vac­ uum unit. Replace unit if inoperative. Observe ohmmeter throughout vacuum range: flex leads by hand w ithout vacuum to check for interm ittent opens. 16. Test 1 — should read infinite at all times. Test 2 — should read steady at one value w ithin 500-1500 ohm range. N O TE: Ohmmeter may deflect if operating vacuum unit causes teeth to align. This is not a defect. 17. I f pickup coil is defective, go to Step 18. I f okay, go to Step 23. 210848

M ODULE

P IC KU P C O IL LE A D S D IS ­ CO NNECTED FROM M O D U LE

20. Remove gear and pull shaft assembly from distributor.

Fig. 6D-62--Distributor Unit Repair

ENGINE ELECTRICAL

ALUMINUM NON MAGNETIC SHIELD REMOVED

6D-61

MODULE REMOVED

PICKUP COIL

PICKUP COIL ASSEMBLY

LEADS DIS­ CONNECTED

MODULE C

WASHER' APPLY SILICONE LU BR IC A N T HERE MODULE

21. Remove three attaching screws and remove magnetic shield.

PICKUP COIL REMOVED AND DISASSEMBLED

23. Remove tw o module attaching screws, and capacitor at­ taching screw. L ift module, capacitor and harness assembly from base. 24. Disconnect wiring harness from module. 25. Check module w ith an approved module tester. 26. Install module, wiring harness, and capacitor assembly. Use silicone lubricant on housing under module.

DISTRIBUTOR WITH H A LL E F F E C T SWITCH

CAPACITOR MODULE

POLE PIECE

MODULE

H ALLEFFEC T SWITCH

M AGNET

T E R M IN A L PICKUP COIL PICKUP C O IL ' LEADS DISCONNECTED FROM MODULE

4 -T E R M IN A L CONNECTOR

22. Remove retaining ring and remove pickup coil, magnet and pole piece.

2 1 0849

Fig. 6D-63--Distributor Unit Repair

60-62 ENGINE ELECTRICAL

SPARK PLUG WIRES Use care when removing spark plug wire boots from spark plugs. Twist the boot 1/2 turn before removing, and pull on the boot only to remove the wire. It is extrem ely im portant when replacing plug wires to route the wires correctly and through the proper retainers. Failure to route the wires properly can lead to radio ignition noise and crossfiring of the plugs, or shorting of the leads to ground. R efer to Figures 6D-65 th ru 6D-68 for proper spark plug wire routing.

SPARK PLUG WIRE ROUTING

SET IGNITION TIMING 1. Refer to the Vehicle Emissions Control Inform ation label located on the rad iato r support panel. Follow all instructions on the label. 2. W ith ignition off, connect the pick-up lead of tim ing light to the num ber one spark plug. Use a jum per lead between the wire and plug or an inductive type pick-up. DO N O T pierce the wire or attem p t to insert a wire between the boot and the wire. C onnect the tim ing light power leads according to m an u factu rer’s instructions. 3. S ta rt the engine, and aim the tim ing light at the tim ing m ark (see Fig. 6D -64). T he line on the balancer or pulley will line up a t the tim ing m ark. If a change is necessary, loosen the distributor hold-down clam p bolt at the base of the distributor. W hile observing the m ark with the tim ing light, slightly rotate the distributor until the line indicates the correct tim ing. Tighten the hold-down bolt, and re-check the timing. 4. T urn off the engine and rem ove the tim ing light. Reconnect the num ber one spark plug wire, if removed.

1983 C-K Series V8 engine spark plug wiring routing has been revised to m inimize the possibility of crossfire between cylinders 5 and 7 on the left side and cylinders 4 and 8 on the right side. It is im portant th a t the new routings be kept intact during service, and followed exactly when wires have been disconnected for any reason, or when replacem ent of the wires or wire becomes necessary. T he correct wiring routing for the engines affected is shown in Figures 6D-66 and 67.

ENGINE ELECTRICAL

CYL#a CYL CYL CYL CYL

HARNESS E ngine CRANKCASE V EN T P I P E

#J #5

#3 II

R ET A IN E R E n g in e

CY L*

9

EiiwfAl SERV O B RK T

CY L #4 R EG U LA T O R

ENG HARN

TRANS O IL F IL L E R TU B E

CYL M

ENG HARN

HEAT STO VE TU B E

R EG U LA TOR TRANS O IL F IL L E R TU B E

(7B) 4V8 ENGINE tK35

CYL n

Fig. 6D-65--Spark Plug Wire Routing

. M w fB l

#

6D-63

6D-64

ENGINE ELECTRICAL

Fig. 6D-66--CK Series V8 Engines Spark Plug W iring Routing-Right Side

Fig. 6D-67--CK Series V8 Engines Spark Plug W iring Routing-Left Side

ENGINE ELECTRICAL

6D-65

Fig. 6D-68--Spark Plug W iring Routing-G Series

IG N IT IO N S W ITC H GENERAL DESCRIPTION The electrical switching portion of the assembly is separate from the key and lock cylinder. However, both are synchronized and w ork in conjunction w ith each other through the action of the actu ato r rod assembly. For a com plete explanation of the key and lock cylinder, and the actuator rod assembly, refer to the Steering section of this m anual. T he ignition sw itch is key o p erated th ro u g h the actuator rod assembly to close the ignition prim ary circuit and to energize the starting m otor solenoid for cranking. The ignition switch used on all vehicles have five positions: O FF, LO C K , A C C E S S O R Y , R U N and S T A R T . O F F is the center position of the key-lock cylinder, and L O C K is the next position to the left. A C C E S S O R Y is located one more detent to the left of LO CK . T urning the key to the right of the O F F position until spring pressure is felt will put the ignition switch in the R U N position, and when turned fully to the right against spring pressure, the switch will be in the S T A R T position. All ignition switches have five term inals which are connected in different com binations for each of the three operating positions. A brass plate, inside the switch, has three contacts which connect these term inals. Figure 6D31D shows the positions of the contacts in all positions as viewed from the key side of the switch. T here is also a ground pin in the switch which contacts the "ground"

term inal when the ignition switch is in the S T A R T position. This pin contacts the IG N . term inal when in the O FF position. Ignition Start and Run Circuit

The ignition switch is fed from the battery to the BAT. term inal of the switch. W hen the ignition switch is in the O F F position, no current flows through the switch. W hen the ignition switch is turned to the A C C . position, the BAT. term inal is connected to the A C C . term inal. This permits operation of accessories when the engine is not running. W hen the ignition switch is turned to the ST A R T position, the BAT. term inal is connected to the SOL. and IG N . term inals. W hen the clutch or autom atic transmission neutral start switches are closed, current flows to the starter solenoid. This energizes the solenoid windings. The solenoid has two sets of windings: a "pull-in" winding and a "holdin" winding. Both windings are used to create the m agnetic field to actuate the the solenoid plunger and move the starter pinion into engagem ent with the flywheel. As the solenoid plunger reaches the end of its travel, it closes a switch which connects battery voltage to the starter motor. W ith battery voltage applied to both term inals of the "pull-in" windings, the "pull-in" winding is no longer energized, so th a t only the " hold-in " winding keeps the starter solenoid engaged. The instrum ent panel w arning lights are fed from the ignition term inal of the ignition switch and have battery

6D-66

ENGINE ELECTRICAL

voltage applied to them when the ignition switch is in the ST A R T and R U N position. These circuits are explained in the Chassis Electrical Section. When the ignition switch is released from the S T A R T to the R U N position, the IG N . term inal is still connected to the BAT. term inal W ith the ignition switch in the R U N position, th e BAT. term in al is connected to th e IG N .

term inal and the A C C . term inal. This perm its operation of all accessories and the ignition system.

ENGINE WIRING HARNESSES Engine W iring H arnesses are shown in Figures 6D-70 through 6D-75

ENGINE ELECTRICAL

IGN 1

IG N 2 (S T A R T )

□ ACC

GRD 2 BAT 3

1 , 1

BAT 1

= □

BAT 2

[ K

I

rill

□

IGN 3

1

I

GRD 1

IGN. SW. & LOCK ROD

■ %

IG N 1 (R U N )

ACC

IGN 1

IGN KEY AND LOCK

GRD 2 □

L BAT 1

J

L

h

d

BAT 2

□

6D-67

IGN 3

SOL

I

□ GRD 1 f

!? . IGN 1

| BAT 1

O FF

ACC

D i

BAT 3

SOL

IGN 1

□ SOL

D

I5 1

BAT 3

= H = llk ] ■ BAT 2

f

j

| GRD 2

■

I

H ]G R D 1

II ACCESSORY

ACC

IGN 1

I

O F F -L O C K E D

ACC

I BAT 1

I GRD 1

f

□

□

r """1 j GRD 2

GRD 2

1 BAT 1

□ SOL

NOTE:

□

. ■

J

0

I BAT 3 IGN

j

I

□ GRD 1

I

A L L ABOVE IG N IT IO N SWITCH A N D KEY & LOCK C Y LIN D E R POSITIONS ARE SHOWN V IE W IN G THE COMPONENTS FROM THE BACK SIDE. Fig. 6D-69--lgnition Switch Circuit

202431

Fig. 6D-70--Engine Wiring LE9, LF3, LG9, LS9

H . E . I D IS TR IB U TO R E n g In e

ENGINE WIRE ASH TO H .E .I.

GRD

D IS T R MIRE ASM E . S . C . CONNECTOR ENGINE HARNESS

ENGINE ELECTRICAL

6D-69

JUNCTION BLOCKdistributor

Engine

KICKER SWITCH ASM

ASH BRACKET &C60

FUEL METER WIRE

BRACKET &N41

forward

LAMP

h arn ess

a sm

C ONNECTOR

C 100+200 POWER UNIT &K35

OIL PRESSURE SENDER or SWITCH

BOLT/SCREW & WASHER

C L IP

Harness

MODULATOR PIPE

OIL FILLER TUBE

T R A N S —^ BOLT/SCREW BATTERY C ABLE

GENER A T O R

BATTERY CABLE

PURPLE

□son

Press boot over terminal wit h small end Inboard.

STARTING MOTOR

Fig. 6D-71 --Engine W iring CK-20, 30 - LE8

6D-70

ENGINE ELECTRICAL

JUNCTION BLOCK FU EL METER WIRE SUPPORT (E N G IN E )

W/S W IPER MOTOR

O IL PRESSU RESWITCH EXC Z53

K IC K E R ASM-

-TA IL COMBINATION EXTENSION WIRE ASK

DISTRIBUTOR ASM

SWITCH ASM

-SENDER ASM IZ 5 3

TEMPERATURE SWITCH

V IE W 0 SZ 5 3

VIEW [ I ]

g en era to r

e n g in e

fviEwlA

harness

ATTERV CABLE

Fig. 6D-72--Engine W iring CK-20, 30 - LT9

ENGINE ELECTRICAL

FUEL LINE ECM CONN W INDSHIELD WASHER PUMP

EGR BLEED SOLENOID &MD8

BOl T / SCREW

Fig. 6D-73--Engine W iring G Series LE3

6D-71

6D-72

ENGINE ELECTRICAL

ENGINE WIRING HARNESS ASM TRANSMISSION FILLER TUBE

TRANS BOLT/ SCREW SWITCH ASM ENGINE WIRING HARNESS ASM

SWITCH ASM

JUNCTION BLOCK ASM CHOKE C a rb u re to r

SOLENOID C a rb u re to r

S H IE LD VALVE ASM C L IP H a rn e s s ' TEMPERATURE SWITCH

U /S W IPER MOTOR ASM

C L IP H a rn e s s FWD LAMP HARNESS FU EL METER WIRE BRACE GENERATOR ASM GENERATOR ASM

VIEW

C L IP H a rn e s s

Fig. 6D-74~Engine W iring CK Series- L25

C L IP H a rn e ss

ENGINE ELECTRICAL

6D-73

O IL P R E S S ..SWITCH E X C . Z53

TAIL COMBINATION EXTENSION WIRE ASH

FORWARD LAMP HARNESS ASH

T fM PER A T "»P SWITCH

Fig. 6D-75--Engine W iring CK Series - LE9

6D-74

ENGINE ELECTRICAL

C R A N K IN G SYSTEM G eneral D escription.............................................................6D -74 Cranking C ir c u it.............................................................. .6D- 74 S tarter M o to r......................................................................6D -74 Diagnosis............................................................................... ..6D -78 On-Vehicle Service...............................................................6D- 81 Remove and R ep lace....................................................... ..6D- 81 S ta rte r............................................................................... .6D-81

S o len o id ............................................................................ O v e rh a u l................................................................................ D isassem bly....................................................................... Com ponent Inspection..................................................... R eassem bly......................................................................... Specifications.......................................................................

6D-82 6D-82 6D-82 6D -83 6D -86 6D -88

GENERAL DESCRIPTION

SOLENOID

TO DISTRIBUTO R " B A T " T E R M IN A L

Light O ff

See ECM Replacement Check, Chart C-1

Ligh

© Check for an open in wire from M/C sol. to dwell connector. If not open, it is a faulty M/C solenoid connection or solenoid.

•

Remove numbered term. ECM connector.

Light On

Light O ff •

•

See ECM Replacement Check, Chart C-1

Repair ground in wire from solenoid to ECM terminal "1 8 ".

Figure 4 6 M /C S o le n o id C irc u it Low - CODE 2 3

•

Repair open in SOL/ECM wire.

Under 10 ohms Replace solenoid and ECM.

6E8-56 DRIVEABILITY AND EMISSIONS - CARBURETED

Figure 4 7 W irin g D iagram - CODE 3 4 (V acuum Sensor)

CODE 34, DIFFERENTIAL PRESSURE (VACUUM) SENSOR CIRCUIT C o d e 34 says th a t th e E C M h a s seen th e follow ing: • P re ssu re o u ts id e a sp ecified v o ltag e ra n g e (seen by E C M as v o lta g e a t T e rm . “ 2 0 ” ). • E n g in e R P M less th a n a given value. • E n g in e a t o p e ra tin g te m p e ra tu re . • A ll th e a b o v e fo r a tim e g re a te r th a n specified. T h e v a c u u m se n so r is a d iffe re n tia l p re ssu re se n so r th a t m e a su re s th e d iffe re n c e in p re ssu re b e tw ee n a tm o s p h e re a n d m a n ifo ld . T h e v o ltag e o u tp u t is o p p o site a M A P sen so r. T h e v a c u u m se n so r su p p lie s h ig h v o ltag e a t h ig h v a c u u m . H ig h v o lta g e in c re a se s s p a rk a d v a n c e w h ile low v o lta g e re d u c e s ad v an c e. C h e c k s o u tp u t o f se n so r a t idle to d e te rm in e if se n so r is w ith in sp ecificatio n . N o rm a l se n so r w ill re a d less th a n 1 v o lt w ith key “ O N ” , e n g in e “ O F F ” a n d o v e r 3 v o lts w ith e n g in e id lin g w ith a m in im u m o f 50 k P a (1 5 ") v a c u u m . 2.

A n o rm a l se n so r s h o u ld d ro p b elow 1 v o lt w h en v a c u u m is re m o v e d . T h is ste p te sts fo r th a t d ro p a t th e sen so r.

3.

4.

C h e c k s fo r a g ro u n d in w ire fro m T e rm . ’B ’ o f v a c u u m se n so r to E C M . T h is w o u ld be th e case if th e v o ltag e w e n t u p o v e r 2 v o lts w h en th e line w as o p en ed . C h e c k s to see if th e fa u lt is in th e sen so r, o r in th e E C M w irin g , o r in th e E C M . I f th e v o lta g e goes u p o v e r 2 v o lts w ith th e se n so r d isc o n n e c te d , th e se n so r o r se n so r c o n n e c tio n s a re fau lty .

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-57

1984 CCC

CODE 34 PRESSURE D IF F E R E N T IA L SENSOR (VA C) VO LTA G E TOO HIG H OR LOW Check for over 34 kPa (10 inches) of vacuum at sensor with engine idling. If not OK, repair.

High Vacuum = High Output

*This requires use of three jumpers between the sensor and the connector. They can be made using terminals 12014836 and 12014837.

Figure 48 Vacuum Sensor Circuit - CODE 34

6E8-58 DRIVEABILITY AND EMISSIONS - CARBURETED

Un ll

BACK VIEW OF ECM CONNECTOR H A LL EFFECT SWITCH

ECM

PICK-UP COIL

/

DISTRIBUTOR 4-WAY CONNECTOR FRONT VIEW

i¥ i HEI MODULE

#

I

®l

'« = i

12

EST

10

REFERENCE

11

BY-PASS

13

1

Figure 4 9 W irin g D iagram - CODE 41

CODE 41, NO DISTRIBUTOR REFERENCE SIGNAL C o d e 41 says th a t th e re a re n o d is trib u to r refe ren ce s pulses to th e E C M a t a specified e n g in e v a c u u m . T h is c o d e c o u ld set w ith th e key “ O N ” , e n g in e “ N o t R u n n in g ” if th e M A P o r v a c u u m s e n so r w as d efectiv e by in d ic a tin g “ E n g in e R u n n in g ” v o lta g e w ith ju s t th e key “ O N ” . W ith a c o n s ta n t o p en o r g r o u n d in th e re fe re n ce sig n al c irc u it, C o d e 12 w o u ld be set a lo n g w ith a 41. U se C h a r t 12 if 12 a n d 41 a re set. C o d e 41 a lo n e in d ic a te s th e p ro b le m is in te rm itte n t. W h e n th e d is tr ib u to r refe ren ce line sig n al is lost, th e e n g in e ru n s fu ll ric h a n d w ith re ta rd e d (b ase) s p a rk tim in g . T h e re s u lt is p o o r p e rfo rm a n c e , p o o r fuel e co n o m y , a n d p o ssib ly ro tte n egg o d o r fro m ex h a u st. 1.

C h e c k s to see if V a c u u m se n so r v o lta g e c h a n g es w ith loss o f v a c u u m su p p ly . A g o o d se n so r w ill ch a n g e v o ltag e a t T e rm s. ’A ’ to ’B ’ b y 1 v o lt o r m ore.

1A.

S ince th e v o ltag e c h a n g e w as less th a n 1 v o lt, th e p ro b le m is in th e v a c u u m sy stem . T h e E C M h as “ S E E N ” en g in e ru n n in g v a c u u m e q u iv a le n t w ith no d is tr ib u to r re fe re n ce sig n al, w ith th e k ey “ o n ” a n d e n g in e n o t ru n n in g .

2.

C h e ck s fo r cau se o f a n in te r m itte n t o p e n o r g ro u n d in th e d is trib u to r c irc u it. F a u lt c o u ld also be a n in te r m itte n t stu c k V a c u u m se n so r th a t h as th e sam e v o ltag e o u tp u t as a n en g in e “ ru n n in g ” w ith o n ly th e key “ O N ” , th u s , no referen ce signal. T e rm in a ls m u st b e re m o v e d from c o n n e c to rs to p ro p e rly c h e c k th e m . T h e d is trib u to r p ic k -u p coil sh o u ld also be checked.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-59

1984 CCC

CODE 41 NO DISTRIBUTOR REFERENCE SIGNAL If vacuum has been applied to MAP or VAC sensors w ith the key "O N " engine not running, a false Code 41 could be set.

ECM

HALL ! EFFECT i n A a | SWITCH '---------- 1 (IF USED)

Figure 50 No Distributor Reference Signal - CODE 41

6E8-60 DRIVEABILITY AND EMISSIONS - CARBURETED

flm fl

ECM

BACK VIEW OF ECM CONNECTOR

- f

PICK-UP COIL

DISTRIBUTOR 4-WAY CONNECTOR FRONT VIEW

12

HEI MODULE

EST

10

REFERENCE

11

BY-PASS

13

1

Figure 5 1 W irin g D iagram - CODE 4 2

CODE 42, ELECTRONIC SPARK TIM IN G (EST) C o d e 42 says th a t th e E C M h a s seen: • O p e n o r g ro u n d e d B y-pass C irc u it (T e rm . “ 11” ) • O p e n o r g ro u n d e d E S T C irc u it (T e rm . “ 12” ) W ith a g ro u n d e d E S T C irc u it, th e en g in e m a y n o t ru n . A g ro u n d e d E S T m a y so m e tim e s n o t set a co d e u n less c ra n k e d 10 se c o n d s o r lo n g e r w ith c irc u it g ro u n d e d . 1.

2.

T h is ch e c k s o p e ra tio n o f E S T . G ro u n d in g th e “ te s t” te rm in a l c au ses tim in g to go to a fixed v alu e w h ic h is n o rm a lly d iffe re n t fro m th a t o b ta in e d w ith E S T o p e ra tin g . T h e re fo re , th e tim in g s h o u ld c h a n g e . U su a lly th e c h a n g e c a n be h e a rd in e n g in e R P M . I f so, th e tim in g c h a n g e does n o t h a v e to b e ch eck ed . T h is ste p e lim in a te s th e E C M a n d E C M c o n n e c tio n s fro m th e m o d u le in p u t. By ju m p e rin g T e rm in a ls “ A ” a n d “ B ” , th e d is tr ib u to r ref. sig n al is fed d ire c tly in to th e E S T

3. 4.

line o f th e m o d u le . By p u ttin g v o ltag e th ro u g h th e te st lig h t o n T e rm in a l “ C ” o f th e h a rn e ss, th e m o d u le is sw itc h e d to th e E S T m o d e a n d th e v eh icle s h o u ld ru n . I f th e e n g in e sto p s, th e re is no E S T signal re a c h in g th e m o d u le d u e to o p e n o r p o o r c o n n e c tio n s, o r th e m o d u le is fau lty . By re m o v in g th e ju m p e r, y o u a re o p e n in g th e E S T sig n al, a n d th e en g in e s h o u ld stop. S ince th e en g in e ra n w h e n th e m o d u le w as ju m p e re d , it says th e p ro b le m is n o t in th e d is trib u to r (if th e c o rre c t H E I m o d u le is in sta lle d ). T h e w ro n g H E I m o d u le ca n set a C o d e 42.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-61

1984 CCC

CODE 42 BYPASS OR EST PR O BLEM If vehicle w ill not start and run, check fo r grounded EST wire to ECM terminal "1 2 ." A 1981 HEI module can cause a Code 42.

ECM

Figure 52 Electronic Spark Timing - CODE 42

6E8-62 DRIVEABILITY AND EMISSIONS - CARBURETED

F igure 5 3 W irin g D ia g ra m - CODE 4 4

CODE 44, LEAN EXHAUST INDICATION C o d e 4 4 say s th a t th e E C M h a s seen 0 2 se n so r v o ltag e u n d e r th e fo llo w in g c o n d itio n s: • V o lta g e lo w e r th a n specified • C lo sed lo o p • A b o v e a sp ecified T P S v alu e • F o r a tim e lo n g e r th a n specified 1.

C h e c k to see if th e c o n d itio n is still p re se n t. A fixed d w ell o f u n d e r 10° in d ic a te s th e p ro b le m is still p re se n t. A fix ed d w ell u n d e r 10° a t id le, w ith d w ell v a ry in g a t 3000 R P M , u su a lly in d ic a te s an in ta k e leak. C h e c k th e se a re a s p rio r to re p la c in g th e 0 2 sen so r.

2.

C h e c k s to see if th e E C M is ab le to re s p o n d to a ric h c o n d itio n c a u se d b y c h o k in g th e en g in e. I f it does, th e p ro b le m is a lean en g in e c o n d itio n , n o t ele c tric al.

I f d w ell in cre ases to o v e r 50° w ith h eav y c h o k in g , th e fa u lt is an a ir leak, sin ce th e E C M w as able to re sp o n d . I f a ir is g o in g to e x h a u st p o rts, d isc o n n e c t th e so le n o id (s) fo r th e a ir c o n tro l valve. I f a ir still goes to th e p o rts, it is a fa u lty valve. T h is ste p p u ts a ric h 0 2 sig n al (a b o u t 1 v o lt) in to T e rm in a l “ 9 ” o f th e E C M . D w e ll s h o u ld in cre ase (le an c o m m a n d ).

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-63

1984 CCC

CODE 44 LEAN EXHAUST INDICATION

•

If M/C solenoid does not click with ignition "O N " and "T E S T " term, grounded, and there is no code 23 or 54, check fo r sticking M/C solenoid.

* Do Not use an ordinary voltmeter or jumper in place of the digital voltmeter because they have too little resistance. A voltage source of 1.0V to 1.7V (such as a flashlight battery) can be connected w ith the Positive terminal to the purple wire and the negative terminal to ground as a jumper. If the polarity is reversed, it w on't work. If chart does not resolve problem, see Driveability Symptoms, Section "B ".

ECM

SENSOR

F igure 5 4 Lean E xhaust In d ic a tio n - CODE 44

6E8-64 DRIVEABILITY AND EMISSIONS • CARBURETED

Figure 55 W irin g D ia g ra m - CODE 4 5

CODE 45, RICH EXHAUST INDICATION C o d e 45 says th a t th e E C M h a s seen: • H ig h o x y g en se n so r v o ltag e • M o re th a n sp ecified tim e (a b o u t 2 m in u te s) • A b o v e a specified T P S valu e • C lo sed loop A h ig h v o lta g e c a n be c a u se d by a ric h e x h a u st o r 0 2 se n so r c o n ta m in a te d w ith silicone. 1.

2.

C h e c k s to see if fa u lt is still p re se n t. A d w ell o f u n d e r 50° in d ic a te s e n g in e s h o u ld b e c h e c k e d fo r c au se o f in te r m itte n t ric h c o n d itio n : i.e., •

P u rg e o r b o w l v e n t v alves leak in g .

•

F u e l in c ra n k c a se .

•

F u e l in e v a p o ra tiv e c a n iste r.

•

S tick in g m ix tu re m e te rin g ro d s.

c o n tro l

so le n o id

or

T h is ste p c a u se s a le a n c o n d itio n by p u ttin g a n a ir leak in to th e en g in e to see if E C M c a n re sp o n d . A d ro p in th e d w ell in d ic a te s E C M a n d 0 2 se n so r

3.

a re n o t fau lty . L o o k fo r s o u rc e o f c o n s ta n t rich c o n d itio n . See ste p o n e ex a m p les. T h is ste p te sts to see if E C M is ab le to re sp o n d to a lean e x h a u st 0 2 sig n al (low v o ltag e). I f no d w ell c h a n g e w ith a g ro u n d e d le ad to 0 2 se n so r T e rm . “ 9 ” , fa u lt is in E C M . I t c o u ld n ’t be an o p en 0 2 w ire b ec au se th a t w o u ld set C o d e 13. T h is ste p c h eck s th e v o lta g e fro m th e E C M a t th e 0 2 se n so r h arn ess. N o rm a l v o ltag e a t th is p o in t is th e E C M b ias v o ltag e fo r n o 0 2 signal w h ich is a p p ro x im a te ly .45V . I f v o lta g e is h ig h , th e w ire to th e E C M c o u ld b e s h o rte d to B + , o r it is a fa u lty E C M .

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-65 1984 c c c CODE 45

RIC H E X H A U S T IN D IC A T IO N •

If M/C solenoid does not click w ith ign. "O N " and "T E S T " term, grounded, and there is no Code 23 or 54, check fo r sticking M/C solenoid. • If Code 54 is present, go to Chart 54 first.

If chart does not resolve problem, see Driveability Symptoms, Section "B ".

Figure 56 Rich Exhaust Indication - CODE 45

6E8-66 DRIVEABILITY AND EMISSIONS - CARBURETED

CODE 51, PROM C ode 51 sets if any one o f the follow ing occur: • F aulty P R O M unit • P R O M unit im properly installed (m ay not set a code if installed backw ards) • Som e P R O M pins not m aking contact (i.e., bent) A lw a y s check to see that the P R O M pins are not bent and are inserted properly into the EC M . M ake certain the P R O M is installed in the proper direction as show n in the chart. SCREW

B. 1.

Grasp the engine ca lib ra tio n u n it (PROM) carrier and gently rock the carrier fro m side to side w hile applying a firm upward force and remove the defective PROM.

2.

Note the reference end o f PROM carrier (squared o ff symm etrical end) and carefully set aside.

ENGINE CALIBRATION UNIT (PROM) MOUNTED IN CARRIER NUMBERED CONNECTOR TERMINALS "1" THROUGH "22'

ECM

LETTERED CONNECTOR TERMINALS "A" THROUGH "U" •

ELEC TRO NIC C O N TR O L M O DU LE (ECM) M O U N TIN G H AR DW AR E NOT IL L U S T R A T E D . H AR DW AR E C O N FIG U R A T IO N W IL L V A R Y W ITH V E H IC LE .

A . 1.

•

Disconnect the tw o connectors from the ECM. One is numbered and the other is lettered.

2.

Remove the ECM m ounting hardware.

3.

Remove the ECM fro m the passenger com part­ ment.

4.

Remove the one sheet metal screw holding the access cover closed.

5.

Remove the access cover.

REPLACEM EN T ELEC TRO NIC C O NTROL M O DU LE (ECM) IS SUPPLIED W IT H O U T AN ENG INE C A L IB R A T IO N U N IT (PROM) SO CARE SHO ULD BE T A K E N WHEN R EM O VIN G THE PROM FROM A D EFE C TIV E ECM AS IT W IL L BE REUSED IN THE NEW ECM.

m

PROM CARRIER PROM | 3 | HALF ROUNDED MOLDED DEPRESSION I T I REFERENCE END | 2 I

C. 1.

Take the new electronic co n tro l module (if required) o u t o f its packaging and check the service number to make sure it is the same as the defective ECM.

Figure 57 PROM R e p la ce m e n t P ro ce d u re - C ode 51

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-67 1984 CCC C O D E 51 PROM PRO BLEM

Check that all pins are fu lly inserted in the socket. If OK, replace PROM and recheck, if problem not corrected, replace ECM.

D. 1.

Take the PROM m ounted in the PROM carrier (which you had previously set aside) and check th a t the molded half round depression on the PROM is at the squared o ff sym m etrical end o f the carrier. Also make sure there is equal space between the ends o f the PROM and the carrier. PROM C ARRIER REFERENCE END

PIN 1 OF PROM SOCKET A T REFERENCE END

F. 1. Replace access cover on new ECM. 2.

Reinstall access cover fastening screw.

3.

Reinstall new ECM in passenger com partm ent.

4.

Connect the tw o connectors to the new ECM.

5.

T urn ig n itio n on and start engine.

6.

Ground diagnostic " te s t" term inal. •

If tro u b le code 51 does n o t occur, the PROM is installed properly.

•

If trouble code 51 occurs, the PROM is not fu lly seated, installed backwards, has bent pin, or is defective. If it is necessary to remove the PROM, fo llo w instructions in step, " A " & " B " . If not fu lly seated, press firm ly

on PROM.

If pins bend, remove PROM, straighten pins and reinstall. If bent pins break or crack during straightening, discard PROM and replace it. E. 1.

Position the carrier squarely over the PROM socket w ith the squared o ff symm etrical end o f the carrier aligned w ith the small notch in the socket at the pin 1 end.

2.

Press down firm ly on the to p o f the carrier.

3.

While firm ly pressing dow n on the carrier, take a narrow b lu n t to o l and press down on the body o f the PROM. T ry to seat the PROM in the socket squarely by alternately pressing on either end o f it.

If fo u n d defective, replace PROM. If installed backwards, REPLACE THE PROM.

A N Y T IM E THE PROM IS IN S TA LLE D BACKWARDS A N D THE IG N IT IO N SWITCH IS T U R N E D ON, THE PROM IS DESTRO YED .

Figure 58 PROM - CODE 51

6E8-68 DRIVEABILITY AND EMISSIONS • CARBURETED

Drill. 18

22

BACK VIEW OF ECM CONNECTOR

M/C SOLENOID

F igure 5 9 W irin g D ia g ra m - CODE 5 4

CODE 54, M /C SOLENOID CIRCUIT HIGH C ode 54 w ill be set if there is constant high voltage at E C M Term . “ 18” . A shorted solenoid or a w iring short to 12V w ould cause the solen oid to rem ain in the full rich position. T h is w ould cause excessive fuel consu m p tion, and excessive exhaust odor. 1.

C hecks the M /C solen oid resistance to determ ine if the fault is in the solenoid or E C M h a rn ess/E C M . A norm al solenoid has about 18 to 32 oh m s o f resistence.

2.

C hecks to see if reason for high voltage to Term , “ 18” is a faulty E C M or a short to 12V on that wire. I f the test light to ground ligh ts at the M /C solenoid test lead w ith b oth ends o f harness disconnected, there is a short to 12V in the wire.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-69

1984 CCC CODE 54

C O N S T A N T H IG H V O L T A G E FROM M /C SO LE N O ID -TO -EC M

© c

Check M/C Solenoid Resistance

Under 10 OHMS

•

Over 10 OHMS

Replace solenoid and ECM.

©

• •

•

Ignition "O N ", engine stopped. Connect test light from ground to dwell lead at M/C solenoid with sol. disconnected. Disconnect numbered terminal connector at ECM.

Light O ff

See ECM Replacement Check, Chart C-1

DWELL LEAD

18 M/C SOLENOID

ECM IGN

Figure 60 M/C Solenoid Circuit High - CODE 54

Light On

Repair short to bat. + in blue wire to ECM term. ''1 8 ' Replace ECM

6E8-70 DRIVEABILITY AND EMISSIONS ■CARBURETED

Figure 61 W irin g D iagram - CODE 5 5 (4.1 L Only)

CODE 55 (4.1 L ONLY) C o d e 55 say s th a t th e E C M h a s seen o n e o f th e follow ing: • G ro u n d e d 5V re fe re n ce (T e rm in a l “ 2 1 ” ) • H ig h v o lta g e o n th e 0 2 se n so r c irc u it • H ig h v o lta g e in E C M

1.

2. 2A .

2B.

C h e c k s to see if fa u lt is in th e 0 2 se n so r c irc u its if th e lig h t re m a in s “ O F F ” o r in th e 5V ref. circ u its if th e lig h t c a m e b a c k “ O N ” . T h is ste p c h e c k s fo r p ro p e r 5V referen ce. D e te rm in e s if th e so u rc e o f h ig h v o lta g e is th e E C M , o r th e w ire h a rn e s s s h o rte d to 12V, by d isc o n n e c tin g th e h a rn e s s fro m th e E C M . D e te rm in e s if th e so u rc e o f low v o lta g e is a g ro u n d in c irc u it to T e rm . “ 2 1 ” o f th e E C M o r th e E C M itself.

2C .

3.

4.

D e te rm in e s w h e th e r so u rc e o f fa u lt is in 0 2 sen so r c irc u its o r g ro u n d in 5V re fe re n ce circ u it. A n o rm a l c irc u it s h o u ld re a d u n d e r 1 v o lt (.3-.45 volts). C h e c k s fo r so u rc e o f h ig h v o lta g e on 02 c irc u it by se p a ra tin g h a rn e ss fro m E C M . I f v o ltag e re m a in s h ig h , fa u lt is n o t in E C M . V o lta g e u n d e r 1 v o lt is n o rm a l. T h is step c h eck s fo r in te rm itte n t g ro u n d in 5V re fere n ce c irc u its.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-71 1QBA r r r

TR O U B LE CODE 55 High voltage on oxygen sensor circuit or wrong voltage on ECM terminal 21. Check for corrosion at ECM edgeboard connectors and terms. If present, check for coolant sensor, windshield or heater core leaks. Repair leak, clean connector terms, and replace ECM. Also, check for 4 term. EST harness being too close to electrical signals, such as spark plug wires, distributor housing, generator, etc.

©

• •

Disconnect test terminal. Disconnect oxygen sensor and note "check engine' light with engine idling for less than one minute.

Light O ff

©

Ignition "O N ," engine stopped. Check voltage from ECM Terminal "2 1 " to ' ’22."

Over

6 Volts

(2B;

Turn Ign. "O F F ." Disconnect numbered connector from ECM. Ign. "O N ," check voltage from connector Term. "2 1 " to "2 2 ."

Under 4 Volts

(2C)

• Disconnect oxygen sensor. • Ign. "ON,0 engine idling. • Check voltage from connector of purple wire disconnected from oxygen sensor.

Check for ground in circuit to ECM Terminal *21" (includes shorted or grounded TPS or Vacuum Sensors). If not grounded or shorted, replace ECM. I Over~1 Volt

Voltage

Check for short in B+ wire to Term. " 2 1 /

No Voltage

Replace ECM

©

Turn "OFF" ign., disconnect numbered ECM connector and then with engine idling, Check voltage from ECM, harness connector Term. "9" ____________ to ground.

Over 1 V o lt]

Under *1 V olt 1

©

Under 1 Volt 1

Check for short from wire to ECM Term. "9 " to Bat.

4 to 6 Volts

Check for open circuit from Term. "1 4 " to ground. If not open, replace ECM.

Figure 62 CODE 55 (4.1L Only)

Check for intermittent ground in circuits to ECM Terminal "2 1 " (includes TPS and Vacuum Sensors). Clear codes and check for reoccurence of Code 55. If it reappears, it could be a faulty oxygen sensor.

6E8-72 DRIVEABILITY AND EMISSIONS ■CARBURETED

r v"

>■■ „ , >''

BLANK

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-73

S E C T IO N B DRIVEABILITY S Y M P TO M S Federal and California

BEFORE S TA R TIN G California Only B efore using this section you should have perform ed the D IA G N O S T IC C IR C U IT C H E C K and found out that:

Verify the custom er com plaint, and locate the correct S Y M P T O M below . C heck the item s indicated under that sym ptom . I f the engine cranks but does not run, see “N o Start - E ngine Cranks O K ” below .

V IS U A L CHECK 1.

T h e E C M and “ C H E C K E N G I N E ” light are operating.

2.

There are no trouble cod es stored, or only interm ittent codes.

3.

T h e fuel control system is operating O K (by perform ing System P erform ance C heck, F igure 24).

Several o f the sym ptom procedures below call for a careful visual check. T his check should include: • V acuum hoses for splits, kinks, and proper con n ection s, as show n on V ehicle E m ission C ontrol Inform ation label. • Ignition w ires for cracking, hardness, proper routing, proper firing order, and carbon tracking. • W iring for proper con n ection s, pinches, and cuts. T he im portance o f this step cannot be stressed too strongly - it can lead to correcting a problem w ithout further ch eck s and can save valuable tim e.

I N T E R M I T T E N T " C H E C K E N G I N E " L IG H T CALIFORNIA ONLY D e fin itio n : “C H E C K E N G I N E ” light com es on at tim es, but does not stay on. There m ay or m ay not be a stored code. D O N O T use the T rouble C ode C harts in Section A for interm ittent problem s. T he fault m ust be present to locate the problem . I f a fault is interm ittent, use o f T rouble C ode C harts m ay result in replacem ent o f good parts. •

M ost interm ittent problem s are caused by faulty electrical con n ection s or wiring. Perform careful visual check as described at start o f Section B. C heck for: •

•

•

•

•

Poor m ating o f the con n ector halves, or term inals not fully seated in the con n ector body (backed out).

•

Im properly form ed or dam aged term inals. A ll conn ector term inals in problem circuit should be carefully reform ed to increase contact tension.

•

Bad term inal to w ire conn ection. T his requires rem oving the term inal from the conn ector body to check. See W iring H arness for details.

•

• •

If a visual ch eck does not find the cause o f the problem , the veh icle can be driven w ith a voltm eter conn ected to the suspected circuit and ground. If the voltage reading changes as the problem occurs, the problem is in that circuit.

C heck for interm ittent con n ection in circuit from: • O pen Ignition coil ground and arcing at spark plug w ires or plugs. • “ C H E C K E N G I N E ” light wire to E C M for short to ground. • D ia gn ostic “T est” Term inal wire to E C M , for short to ground. • E C M term inals A and U to engine ground. Loss o f trouble code m em ory. T o check, ground the dw ell lead for 10 seconds w ith “T est” term inal left ungrounded. C ode 23 should be stored after engine is stopped, and ignition turned to “run” position. If not, the E C M is faulty. C heck for an electrical system interference caused by a defective relay, E C M driven solenoid, or sw itch. T hey can cause a sharp electrical surge. N orm ally, the problem w ill occu r w hen the faulty com p on en t is operated. C heck for im proper installation o f electrical options, such as lights, 2 -w ay radios, etc. EST w ires sh ou ld be kept aw ay from spark plug w ires, distributor wires, distributor housing, coil, and generator. W ire from E C M term inal 13 to distributor, should be a good ground. C heck for open diode or resister across A / C com pressor clutch, and for other open d iod es (see w iring diagram s).

6E8-74 DRIVEABILITY AND EMISSIONS ■CARBURETED

N O S T A R T - E N G IN E C R A N K S O K D e fin itio n : E n g in e c ra n k s O K , b u t does n o t sta rt. M a y fire a few tim es. • • •

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P e rfo rm “ D ia g n o s tic C irc u it C h e c k ” . M a k e su re p ro p e r s ta rtin g p ro c e d u re is b eing used. See O w n e r’s M a n u a l. V isu al C h eck : V a c u u m h o ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s, as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. Ig n itio n w ires fo r c ra c k in g , h a rd n e s s a n d p ro p e r c o n n e c tio n s a t b o th d is trib u to r cap a n d sp a rk p lu g s. R em o v e a ir cle a n e r: C h e c k c a rb u r e to r c h o k e valve, v a c u u m b re a k (s), lin k a g e a n d u n lo a d e r o p e ra tio n . See S ectio n 6C . S et to sp ecificatio n s. C h o k e valve s h o u ld m o v e sm o o th ly a n d be closed w h en co ld , a n d o p e n w h e n h o t. C h e c k fo r p re se n c e o f fuel by n o tin g c a rb u re to r a c c e le ra to r p u m p o p e ra tio n . L o o k fo r gas s q u irt in c a rb u re to r b o re w h ile q u ic k ly o p e n in g th r o ttle lever.

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I f n o p u m p sq u irt, • C h e c k fo r fuel in ta n k .

C heck carburetor fuel inlet filter. R eplace if dirty or plugged. • C heck fuel pum p capacity. • I f fuel pum p checks O K , check float needle for sticking in seat, or binding float. I f there is a pum p squirt, • Crank engine and check for flooding. • If not flooding, see “ Ignition System C heck” , Chart C -4A , page 6E 8-123. R em ove spark plugs. C heck for wet plugs, cracks, wear, im proper gap, burned electrodes, or heavy deposits. R epair or replace as necessary. V isually check distributor cap inside and out for m oisture, dust, cracks, burns, and arcing to coil m ounting screws. Try to turn distributor shaft by hand. D rive pin m ay be broken. A fter starting engine, perform the “System Perform ance C h eck .” V ery cold tem peratures: C heck that the proper viscosity oil is being used, and crank case oil is not contam inated w ith gasoline.

HARD START -C O L D D e fin itio n : E n g in e c ra n k s O K , b u t d o es n o t s ta r t fo r a long tim e. D o e s e v e n tu a lly ru n . I f th e e n g in e s ta rts b u t im m e d ia te ly dies (as so o n as key is re le a se d fro m s ta rt p o sitio n ), See “ N o S ta rt, E n g in e C ra n k s O K ” s y m p to m . • • • •

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P e rfo rm “ D ia g n o s tic C irc u it C h e c k ” P e rfo rm th e “ S y stem P e rfo rm a n c e C h e c k ” M a k e su re d riv e r is u sin g c o rre c t s ta rtin g p ro c e d u re . See O w n e r’s M a n u a l. V isu al C h eck : V a c u u m h o ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s, as sh o w n o n V eh icle E m issio n C o n tro l I n fo rm a tio n label. A ir leak s a t c a r b u r e to r m o u n tin g a n d in ta k e m a n ifo ld . Ig n itio n w ires fo r c ra c k in g , h a rd n e ss, an d p ro p e r c o n n e c tio n s, a t b o th th e d is trib u to r c a p a n d s p a rk p lu g s. W irin g fo r p ro p e r c o n n e c tio n s, p in c h e s an d cu ts. C h e c k th e c h o k e valve, th r o ttle a n d fa st id le cam fo r stick in g . R e p la c e a n y m a lfu n c tio n in g p a rts. I f ca u se d b y fo reig n m a te ria l a n d g u m , cle a n w ith su ita b le n o n -o il b ase so lv en t. See S ectio n 6C.

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C h e c k c h o k e a n d v a c u u m b re a k o p e ra tio n a n d a d ju stm e n t. C h o k e sh o u ld be clo sed cold. See S ectio n 6C. C h e c k E G R system fo r stic k y o p e ra tio n th a t c o u ld c au se valve to stic k open. C h e c k flo a t level u sin g e x te rn a l flo at gage. A d ju st flo at to sp e cific atio n if re q u ire d . See Section 6C. C h e c k c a rb u r e to r fuel in le t filter. R e p la c e if d irty o r p lu gged. C h e c k ig n itio n sy stem - see C h a rt C -4A , page 6E 8-123. C heck d istributor for: W o rn sh aft B are a n d sh o rte d w ires P ic k -u p coil re sista n c e a n d c o n n e c tio n s L oose ig n itio n coil g ro u n d M o istu re in d is trib u to r cap. R em o v e sp a rk plugs; c h ec k fo r w et p lu g s, w ear, im p ro p e r gap, b u rn e d e le c tro d e s o r h eav y dep o sits. R e p a ir o r rep la c e as necessary . C h e ck ig n itio n tim in g p e r V eh icle E m issio n C o n tro l In fo rm a tio n label.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-75

HARD START - HOT D e fin itio n : E ngine cranks O K , but does not start for a long tim e. D o es even tu ally run. I f the engine starts but im m ed iately dies (as soon as key is released from start p osition), see “ Ignition System C heck” , chart C -4A , page 6E8-123. • • •

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Perform “ D ia g n o stic C ircuit C h eck .” Perform the “ System P erform ance C h eck .” V isual Check: V acuum hoses for splits, kinks, and proper con n ection s, as show n on V ehicle E m ission C ontrol Inform ation label. Ignition w ires for cracking, hardness, and proper con n ection s, at the distributor cap and spark plugs. W iring for proper con n ection s, pinches and cuts. M ake sure driver is using correct starting procedure. See O w ner’s M anual. C heck choke valve, throttle linkage and fast idle cam for sticking. C heck choke and vacuum break operation and adjustm ent. C hoke sh ou ld be open hot. See S ection 6C. C heck for carburetor flooding. See Section 6C. C heck fuel inlet filter. If plugged replace. C heck float level using external float gage. A djust float to proper specification if required. See Section 6C.

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C heck E F E valve, if applicable. E F E valve should be open. C heck E G R System for sticky operation that could cause valve to stick open. C heck for obvious overheating problem s. L ow coolant. L oose w ater pum p belt. R estricted air flow to radiator, or restricted w ater flow thru radiator. Inoperative electric co olin g fan circuit. C heck ignition system , Section 6D . C heck distributor for: W orn shaft. Bare and shorted wires. Interm ittent pickup coil or con n ection s, m odule, ignition coil ground and condenser. R epair or replace as necessary. R em ove spark plugs. C heck for cracks, wear, im proper gap, burned electrodes, heavy deposits. R epair or replace as necessary. C heck ignition tim ing. See V eh icle E m ission C ontrol Inform ation label.

STALL AFTER S T A R T - CO LD D e fin itio n : E ngine at room or ou tsid e tem perature, w ithin three m inutes after start. (1) Stalls after b rief idle; (2) dies as soon as any load is placed on engine (such as A /C turned “O N ” or transm ission engaged); or (3) D ie s on initial driveaw ay. I f sym p tom is present cold and hot, go to sym ptom “ Stall A fter Start - H o t” . • • •

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Perform “ D ia g n o stic C ircuit C h eck .” Perform “ System P erform ance C h eck .” V isual C heck V acuum h oses for splits, kinks and proper con nections, as sh ow n on V eh icle E m ission C ontrol Inform ation label. M ake sure hot air tube is co n n ected to air cleaner. C heck proper operation o f T H E R M A C . See page 6E 8-159. C heck carburetor choke valve, throttle linkage and fast idle cam for sticking. W ith engine running, visually check vacuum break linkage for m ovem ent w h ile rem oving and re-installing vacuum h oses to vacuum breaks. If the linkage does not m ove and vacuum is at hose, ch eck for binding linkage. I f linkage O K , replace vacuum break unit.

W ith engine “O F F ” , check all choke adjustm ents, including vacuum breaks and TV S if used. See Section 6C. C heck fast idle speed setting, if applicable, and curb idle speed. C heck carburetor accelerator pum p operation. Check EFE valve for proper operation. EFE valve should be c lo se d c o ld . S ee Chart C -9 A , page 6E 8-155, for EFE V alve. Check EGR valve for proper operation. See Chart C -7A , page 6E 8-143 or Chart C -7C , page 6E 8-144. C heck engine tim ing. See V ehicle E m ission C ontrol Inform ation label. P oor or contam inated gasoline. Suggest ow ner try different brand.

6E8-76 DRIVEABILITY AND EMISSIONS - CARBURETED

STALL AFTER S T A R T - H O T D e fin itio n : T he engine starts O K , but (1) dies after brief idle; (2) dies as soon as any load is placed on engine (such as A /C turned “ O N ” or transm ission engaged); (3) dies on initial driveaw ay. C heck float level using external float gage. See Section 6C. C heck carburetor accelerator pum p operation. C heck E G R valve for proper operation - Chart C -7A , page 6E 8-143. C heck for overcharged A / C System . C heck for high A / C H ead pressure - could be caused by inoperative coolin g fan. C heck for obvious overheating problems: L ow coolant L oose water pum p belt R estricted air flow to radiator or restricted w ater flow thru radiator.

Perform “ D iag n o stic C ircuit C h eck .” Perform “ System Perform ance C h eck .” V isual Check: V acuum hoses for splits, kinks and proper con n ection s, as sh ow n on V eh icle E m ission C ontrol Inform ation label. M ake sure hot air tube is con n ected to air cleaner. C heck proper operation o f T H E R M A C . C heck carburetor choke and vacuum breaks for proper operation. See Section 6C for check procedure.

H E S IT A T I O N , S A G , S T U M B L E D e fn itio n : M om entary lack o f response as the accelerator is pushed dow n. Can occur at all vehicle speeds. U su ally m ost severe w hen first trying to m ake vehicle m ove, as from a stop sign. M ay cause the engine to stall if severe enough. • • •

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Perform “ D iag n o stic C ircuit C h eck .” Perform “ System P erform ance C h eck .” V isual Check: V acuum hoses for splits, kinks and proper connections, as show n on V eh icle E m ission C ontrol Inform ation label. Ignition wires for cracking, hardness, and proper con n ection s, at both distributor and spark plugs. W iring for proper conn ection s, pinches and cuts. M ake sure hot air tube is con n ected to air cleaner. C heck proper operation o f T H E R M A C . See page 6E 8-xx. N ote: C old engine on ly - ch eck the follow in g for sticking or faulty operation: Carburetor choke, in clu d in g vacuum break, throttle linkage and fast idle cam .

C heck choke T V S if used. C heck all choke adjustm ents, including vacuum breaks. C heck float level using external float gage. See Section 6C. C heck carburetor accelerator pum p operation: C heck vacuum hose to vacuum sensor for leaks, restrictions, and proper con n ection s (should be m anifold vacuum ). Check EGR valve operation, Chart C -7A , page 6E 8-143. Check TPS adjustment, page 6E 8-109. U se ALCL tool if available. C heck canister purge system for proper operation, Chart C -3, page 6E 8-119. C heck for open ignition coil ground and for interm ittent E C M ground. Check engine tim ing. See V eh icle E m ission C onrol Inform ation label. P oor or contam inated gasoline, suggest ow n er try different brand.

SURGES A N D /O R CHUGGLE D e fin itio n : E ngine pow er variation under steady throttle or cruise. F eels like the veh icle speeds up and slow s dow n w ith no change in the accelerator pedal. •

Perform “ D ia g n o stic C ircuit C h eck .” Perform “ System P erform ance C h eck .”

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Visual Check: V acuum hoses for splits, kinks and proper connections, as show n on V ehicle E m ission C ontrol Inform ation label.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-77 Ignition w ires for cracking, hardness, and proper con n ection s, at both distributor cap and spark plugs. W iring for proper conn ection s, pinches and cuts. 4-T erm inal E ST conn ector and w ires near spark plug wires.

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H ave driver read explanation o f transm ission converter clutch and A / C com pressor operation in O w n er’s M anual.

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M ake sure hot air tube is co n n ected to air cleaner.

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C heck proper operation o f T H E R M A C - See page 6E 8-159.

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C heck for interm ittent open, or short to ground in T C C circuit, term . “ N ” at E C M , to term inal “ B” at transm ission.

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C heck for proper operation o f E G R . See Chart C -7A , page 6E 8-143. C heck carburetor fuel inlet filter, replace if dirty or plugged. C heck carburetor float level using external float gage. Test fuel pum p capacity. R em ove spark plugs, check for cracks, wear, im proper gap, burned electrodes or heavy deposits. C heck con d ition o f distributor cap, rotor and spark plug wires. C heck for arcing to coil attaching screw s in distributor cap. C heck for interm ittent ground con n ection on integral ignition coil. P oor or contam inated gasoline. Suggest ow ner try different brand.

LA CK OF P O W E R , S L U G G IS H O R S P O N G Y D e fin itio n : E ngine delivers less than expected pow er, little or no increase in speed w hen accelerator pedal is pushed dow n part w ay. • • •

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Perform “D ia g n o stic C ircuit C h eck .” Perform “ System P erform ance C h eck .” V isual Check: V acuum hoses for splits, kinks and proper conn ection s, as show n on V ehicle E m ission C ontrol Inform ation label. Ignition w ires for cracking, harness, and proper conn ection s, at both the distributor cap and spark plugs. W iring for proper con n ection s, pinches and cuts. C om pare cu stom er’s vehicle to sim ilar unit. M ake sure the cu sto m er’s vehicle has an actual problem . W as the cu sto m er’s old vehicle m uch m ore powerful? M ake sure hot air tube is con nected to air cleaner. R em ove air cleaner and check air filters for dirt, or for being plugged. R ep lace as necessary. C heck for proper operation o f T H E R M A C . See page 6E 8-159. C heck for full throttle valve opening in carburetor by depressing accelerator pedal to floor. C heck for proper operation o f carburetor air valve (if equipped). See Section 6C. C heck carburetor float level using external float gage. C heck ignition tim ing. See V ehicle E m ission C ontrol Inform ation label.

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C heck transm ission for proper dow nshift and TC C operation. C heck E G R operation. See Chart C -7A , page 6E 8-143. C heck E ST operation. If A L C L tool is available, check for excessive retard. E xcessive retard m ay be caused by carbon build-up in cylinders w hich can be rem oved w ith “T op E ngine C leaner.” C heck vacuum sensor output as applicable, see C -1E, page 6 E 8 -9 1 . C heck E F E V alve. R em ove spark plugs. C heck for cracks, wear, im proper gap, burned electrodes, heavy deposits. R epair or replace as necessary. C heck for an exhaust system restriction: 1. W ith engine at norm al operating tem perature, connect a vacuum gage to any convenient vacuum port on intake m anifold. 2. R un engine at 1000 R P M and record vacuum reading. 3. Increase R P M slow ly to 2500 R P M . N o te vacuum reading at steady 2500 R P M . 4. If vacuum at steady 2500 R P M is m ore than 3" low er than at 1000 R P M , exhaust system should be inspected for restrictions, see CHART B - l, page 6E 8-83. C heck engine valve tim ing and com pression. C heck engine for proper or w orn cam shaft, see Section 6A . P oor or contam inated fuel. Suggest ow ner try different brand.

6E8-78 DRIVEABILITY AND EMISSIONS - CARBURETED

BACKFIRE D e fin itio n : F u e l ig n ites in in ta k e m an ifo ld , o r e x h a u st sy stem , m a k in g a lo u d p o p p in g noise. •

P e rfo rm “ D ia g n o stic C irc u it C h e c k .”

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P e rfo rm “ S ystem P e rfo rm a n c e C h e c k .”

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V isu al C h eck :

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V a c u u m ho ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s, as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. Ig n itio n w ires fo r c ra c k in g o r h a rd n e ss p ro p e r c o n n e c tio n , a t b o th th e d is trib u to r c a p a n d s p a rk plugs. C h a ffe d w irin g h a rn e ss b y p u lley s o r m e ta l edges. • • •

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M a k e su re h o t a ir tu b e is c o n n e c te d to a ir c lean er. C h ec k p ro p e r o p e ra tio n o f T H E R M A C . See page 6E 8-159. N o te: C o ld e n g in e o n ly - c h e c k th e fo llo w in g fo r stick in g o r fa u lty o p e ra tio n : C a rb u r e to r ch o k e, in c lu d in g v a c u u m b re a k a n d th r o ttle lin k ag e. C h e c k c h o k e T V S if u sed.

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C h e c k E F E V alve. •

C h e c k c a rb u re to r a c c e le ra to r p u m p o p e ra tio n . •

C h e ck v a c u u m se n so r h o se fo r re stric tio n , o r for fuel o r w a te r in hose. C h e ck fo r p ro p e r o p e ra tio n o f E G R valve. P e rfo rm a c o m p re ssio n c h e c k - look fo r stic k in g o r leak in g valves. C h ec k fo r re s tric te d e x h a u st sy stem , see C H A R T B -1, page 6E 8-83. C h e c k o u tp u t v o ltag e o f ig n itio n coil. See C h a rt C -4A , page 6E 8-123. C h e c k o p e ra tio n o f d ecel (g u lp ) valve if so eq u ip p ed . C h ec k fo r cro ssfire b etw een sp a rk plugs, d is trib u to r cap , sp a rk p lu g w ires a n d p ro p e r ro u tin g o f p lu g w ires. W ire s fo r c y lin d e rs w h ich fire in se q u en ce on th e sa m e side o f th e en g in e sh o u ld n o t be ro u te d n ex t to e ach o th e r; i.e., 8 a n d 4, a n d 5 a n d 7. See S ectio n 6D . C h e c k fo r in te rm itte n t c o n d itio n in ig n itio n system . P ic k -u p coil E S T w ire (to E C M T e rm in a l 12) Ig n itio n coil g ro u n d o n in te g ra l coil Ig n itio n coil p rim a ry c o n n e c tio n s C h e ck fo r p ro p e r valve tim in g .

MISSES D e fin itio n : S te a d y p u lsa tio n o r je rk in g th a t follow s engine sp eed , u su a lly m o re p ro n o u n c e d as en g in e lo a d increases. N o t n o rm a lly felt ab o v e 1500 R P M o r 30 M P H (48 k m /h ) . T h e e x h a u s t h as a ste a d y sp littin g so u n d a t idle o r low speed. •

P e rfo rm “ D ia g n o stic C irc u it C h e c k .”

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P e rfo rm “ S ystem P e rfo rm a n c e C h e c k .”

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V isu al C h eck : V a c u u m h o ses fo r sp lits, k in k s, a n d p ro p e r c o n n e c tio n s as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. Ig n itio n w ires fo r p ro p e r firin g o rd e r, cra c k in g , h a rd n e s s a n d p ro p e r c o n n e c tio n s a t b o th d is tr ib u to r c a p a n d sp a rk plugs.

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W irin g fo r p ro p e r c o n n e c tio n s, p in c h e s a n d cu ts. •

C h e c k s p a rk p lu g w ire ro u tin g fo r c o rre c t firin g o rd e r.

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C h e c k ig n itio n sy ste m fo r m isfirin g s p a rk plug: 1.

D isc o n n e c t a n d p lu g a ir c le a n e r a n d E G R v a c u u m hoses.

2.

R e m o v e o n e s p a rk p lu g w ire a t a tim e u sing in s u la te d p liers.

3.

I f th e re is n o R P M d ro p o n o n e o r m o re c y lin d e rs, o r excessive v a ria tio n in d ro p ,

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c h e c k fo r sp a rk on th e su sp e c te d cy lin d e r(s) w ith ST 125 sp a rk c ap to o l o r e q u iv ale n t. 4. I f no sp a rk w h en c h e c k in g w ith ST 125, ch e c k sp a rk p lu g w ires by c o n n e c tin g o h m m e te r to en d s o f e a c h w ire in q u e stio n . I f m e te r rea d s o v er 30,000 O H M S , rep lace w ire(s). • I f sp a rk w ith ST 125, c h e c k s p a rk p lu g an d c o m p re ssio n fo r th a t/th o s e c y lin d er(s). V isually c h e c k d is trib u to r c a p in sid e a n d o u t for m o istu re , d u st, cra ck s, b u rn s a n d ch eck fo r a rc in g to coil m o u n tin g screw s. W ith en g in e ru n n in g , sp ra y c a p a n d p lu g w ires w ith fine w a te r m ist to ch e c k fo r sh o rts. C h e c k fo r lose o f g ro u n d , o r in te rm itte n t g ro u n d , in in te g ra l ig n itio n coil. C h e c k E G R valve fo r stic k in g p a rtia lly open. R em o v e sp a rk p lu g s a n d c h e c k fo r crac k s, w ear, im p ro p e r gap, b u rn e d e lec tro d e s, o r heav y d ep o sits. R e m o v e ro c k e r covers. C h e c k fo r b e n t p u sh ro d s, w o rn ro c k e r arm s, b ro k e n valve sp rin g s, w o rn c a m sh a ft lobes, re p a ir as n ecessary . S e ctio n 6A .

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-79

CUTS OUT D e fin itio n : P u lsa tio n o r je rk in g th a t follow s en g in e speed, u su a lly m o re p ro n o u n c e d as en g in e lo ad in creases. T h e e x h a u st m a y h av e a ste a d y sp ittin g so u n d a t idle o r low speed. M ay only h a p p e n w ith T C C ap p lie d , b u t th is does n o t in d ic a te a T C C p ro b le m . • •

P e rfo rm “ D ia g n o s tic C irc u it C h e c k .” P e rfo rm “ S y stem P e rfo rm a n c e C h e c k .”

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V isu al C h eck : V a c u u m ho ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s, as sh o w n o n V ehicle E m issio n C o n tro l I n fo rm a tio n label. Ig n itio n w ires fo r c ra c k in g , h a rd n e ss a n d p ro p e r c o n n e c tio n s a t b o th d is trib u to r cap a n d s p a rk plugs. W irin g fo r p ro p e r c o n n e c tio n s, p in c h e s a n d cuts. C h e c k th a t 4 -T e rm in a l E S T c o n n e c to r w ires a re n o t n e a r s p a rk p lu g w ires. F o u r te rm in a l w irin g h a rn e ss s h o u ld be as fa r fro m d is tr ib u to r as possible.

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C h e c k fo r m isfirin g a t s p a rk plugs: 1. D isc o n n e c t a n d p lu g a ir c le a n e r a n d E G R v a c u u m hoses. 2. C h ec k s p a rk a t all p lu g w ires w ith ST 125. I f th e re is n o s p a rk o n a n y c y lin d e r, see “ Ig n itio n S y stem C h e c k ” , C h a rt C -4 A , p a g e 6 E 8 -1 2 3 N o s p a rk a t o n e o r m o re cy lin d e rs: • C h e c k s p a rk p lu g w ires by c o n n e c tin g o h m m e te r to e n d s o f e a c h w ire in q u e stio n . I f m e te r

• •

•

•

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re a d s o v er 30,000 OHM S, rep la ce w ire(s). If w ires c h ec k O K , or S p a rk a t all c y lin d e rs • V isu ally c h e c k d is trib u to r c ap in sid e a n d o u t fo r m o istu re , d u st, c ra c k s, b u rn s a n d c h ec k for a rc in g to coil m o u n tin g screw s. W ith en g in e ru n n in g , sp ra y cap a n d p lu g w ires w ith fine w a te r m ist to ch e c k fo r sh o rts. C h e c k fo r p o o r g ro u n d o n in te g ra l ig n itio n coil. R e m o v e s p a rk p lu g s a n d c h e c k fo r crac k s, w ear, im p ro p e r cap , b u rn e d e le c tro d e s a n d heavy d ep o sits. C h e c k p ic k u p coil in d is trib u to r w ith o h m m e te r, a n d c h e c k fo r p ro p e r c o n n e c tio n s a t m odule. P ic k u p coil s h o u ld be 500-1500 O H M S a n d n ot g ro u n d e d . See Sec. 6D . I f p ic k u p coil c h ec k s O K , • C h e c k fo r ig n itio n d w ell in c rea se fro m low to h ig h R P M by c o n n e c tin g dw ell m e te r to d is trib u to r “T A C H ” te rm in a l. I f dw ell d o e sn ’t increase, re p la c e E C M . R e m o v e ro c k e r covers, c h ec k fo r b e n t p u sh ro d s, w o rn ro c k e r a rm s, b ro k e n valve sp rin g s, w orn c a m sh a ft lobes. R e p a ir as n ecessary. See S ection 6A . C h e c k fo r e x h a u st sy stem re stric tio n , see C H A R T B - l , page 6E 8-83.

ROUGH, UNSTABLE OR INCORRECT IDLE; STALLING D e fin itio n : T h e e n g in e ru n s u n ev e n ly a t idle. I f b a d e n o u g h , th e v eh icle m a y sh ak e. A lso, th e id le m a y v a ry in R P M (c a lle d “ h u n tin g ” ). E ith e r c o n d itio n m ay be b ad e n o u g h to cause sta llin g . E n g in e id les a t in c o rre c t speed. • • •

• • • •

P e rfo rm “ D ia g n o s tic C irc u it C h e c k .” P e rfo rm “ S y stem P e rfo rm a n c e C h e c k .” V isu al C h eck : V a c u u m h o ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. Ig n itio n w ires fo r c ra c k in g , h a rd n e ss, o r p ro p e r c o n n e c tio n s, a t b o th d is trib u to r cap a n d sp a rk plugs. C h e c k th r o ttle lin k ag e fo r stic k in g o r b in d in g . C h e c k c a rb u re to r fo r flo o d in g . C h e c k flo a t level u sin g e x te rn a l flo at gage. See S ectio n 6C. C h e c k en g in e id le speed. See V eh icle E m issio n C o n tro l In fo rm a tio n label.

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C h e c k E G R S y s te m . S e e C h a r t C - 7 A , p a g e 6E 8-143. T here should be no E G R at idle. P ulse W idth M odulated System s do not w ork in P ark or N eutral. I f ro u g h idle o c c u rs h o t, p e rfo rm th e se a d d itio n a l checks: C h e c k P C V valve fo r p ro p e r o p e ra tio n by p lacin g fin g e r o v er in let h o le in valve e n d several tim es. V alve s h o u ld sn a p b ac k . I f n o t, re p la c e valve. C h e c k c a n is te r p u rg e a n d b o w l v e n t c o n tro l sy stem . See C H A R T C -3. R e m o v e c a rb o n w ith to p en g in e cle a n e r. F o llo w in s tru c tio n s o n can. C h e c k fo r p ro p e r sp a rk p lu g gap.

6E8-80 DRIVEABILITY AND EMISSIONS ■CARBURETED R u n a c y lin d e r c o m p re ssio n ch eck . See S ectio n 6A .

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C h e c k ig n itio n tim in g . See V ehicle E m issio n C o n tro l In fo rm a tio n label. C h eck fo r e x h a u st sy stem re stric tio n , see C H A R T B - l , page 6E 8-83.

WON'T IDLE D e fin itio n : E n g in e s ta rts O K , b u t dies a t idle. W ill ru n if a c c e le ra to r p e d a l is h e ld a t p a rt th ro ttle . •

P e rfo rm “ D ia g n o s tic C irc u it C h e c k .”

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P e rfo rm possible.

•

V isu al C h eck :

“ S y stem s

P e rfo rm a n c e

C h e c k .”

• if

V a c u u m hoses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s as sh o w n on V eh icle E m issio n C o n tro l In fo rm a tio n label.

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A ir leak s a t c a r b u r e to r m o u n tin g a n d in ta k e m a n ifo ld .

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C h e c k c a r b u r e to r flo a t level u sin g e x te rn a l flo at gage. See S ectio n 6C .

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C h e c k fo r c a rb u r e to r flooding.

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C h e c k E G R s y s te m , S e e C h a r t C - 7 A , p a g e 6 E 8-143. C heck fo r a loose valve or sticking E G R p lu n g e r. I f stic k in g o p e ra tio n is fo u n d , rep la ce valve. T h e re sh o u ld be n o E G R a t idle. It m ay be n e ce ssa ry to re m o v e th e valve to c h e ck for leaking. C h e c k en g in e id le speed. See V ehicle E m issio n C o n tro l In fo rm a tio n label. C h e c k c a rb u r e to r idle a d ju s tm e n t. I f u n a b le to a d ju st, ch eck c a rb u re to r id le sy stem . See Section 6C. C h e c k sp a rk p lu g c o n d itio n a n d gap. C heck for exhaust system restrictio n s, see C H A R T B - l, page 6E 8-83.

POOR FUEL ECONOMY D e fin itio n : F u e l e c o n o m y , as m e a su re d by an a c tu a l ro a d te st, is n o tic e a b ly lo w e r th a n ex p ected . A lso , e c o n o m y is n o tice ab ly lo w e r th a n it w as o n th is v eh icle a t o n e tim e, as p re v io u sly sh o w n by a n a c tu a l ro a d test. •

• • • • • •

C h e c k o w n e r’s d riv in g h ab its. Is A / C o n full tim e (D e fro s te r m o d e on)? A re tire s a t c o rre c t p ressu re? A re excessively h eav y lo a d s b ein g c a rrie d ? Is a c c e le ra tio n to o m u c h , to o often? S ug g est d riv e r re a d “ I m p o r ta n t F a c ts on F u e l E c o n o m y ” in O w n e r’s M a n u a l. P e rfo rm “ D ia g n o s tic C irc u it C h e c k .” P e rfo rm th e “ S y stem P e rfo rm a n c e C h e c k .” C heck air c le a n e r d am p er d o o r operation. See page 6E 8-158. C h e c k a ir c le a n e r e le m e n t (filte r) fo r d ir t o r being plugged. C h e c k fo r p ro p e r c a lib ra tio n o f sp e e d o m e te r. V isual C h eck : V a c u u m h o ses fo r splits, k in k s a n d p ro p e r c o n n e c tio n s as sh o w n on V eh icle E m issio n C o n tro l In fo rm a tio n label.

• • • •

• • • • •

Ig n itio n w ires fo r c ra c k in g , h a rd n e s s an d p ro p e r co n n e c tio n s. C h e c k ig n itio n tim in g . See V eh icle E m ission C o n tro l In fo rm a tio n label. C heck E S T o peration, C hart C -4 C , page 6E 8-125. C h e c k E S C o p e ra tio n , S ectio n 6D . R e m o v e s p a rk plugs. C h e c k fo r cra c k s, w ear, im p ro p e r gap, b u rn e d e le c tro d e s o r heavy d ep o sits. R e p a ir o r rep la c e as n ecessary. C h e c k co m p re ssio n . See S ectio n 6A . C heck T C C for p ro p er op eratio n . See C h art C -8B , page 6E 8-149. U se A L C L tool if available. C h e c k fo r d ra g g in g b rak e s. S uggest o w n e r fill fuel ta n k a n d re c h e c k fuel ec o n o m y . C h e c k fo r e x h a u st sy stem re s tric tio n , see C H A R T B - l, page 6E 8-83.

DIESELING, RUN-ON D e fin itio n : E n g in e c o n tin u e s to ru n a fte r key is tu rn e d “ O F F ” , b u t ru n s very ro u g h ly . I f en g in e ru n s sm o o th ly , ch eck ig n itio n sw itc h a n d a d ju s tm e n t.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-81 •

V isu al C h eck : V a c u u m h o ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. C a r b u r e to r ch o k e , th r o ttle lin k a g e a n d fast id le cam fo r stick in g .

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C h e c k c a rb u re to r ch o k e , v a c u u m b re a k lin k ag e, th r o ttle lin k ag e a n d fast id le c a m fo r p ro p e r a d ju s tm e n t. See S ectio n 6C.

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C h e c k c ru ise c o n tro l fo r p ro p e r a d ju stm e n t. See S ectio n 9.

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C h e c k en g in e idle speed. C h ec k ig n itio n tim in g . See V ehicle E m issio n C o n tro l In fo rm a tio n label. R em o v e c a rb o n w ith to p e n g in e c lea n e r. F o llo w in s tru c tio n s on can. C h e ck fo r en g in e o v e rh e a tin g . U se A L C L tool (C alif.) if availab le. N o rm a l c o o la n t te m p e ra tu re is 85°C-100°C (185°F-215°F). L ow co o la n t: L oose fan b elt R e stric te d a ir flow In o p e ra tiv e e le c tric c o o lin g fan, o r fan clu tc h .

DETONATION/SPARK KNOCK D e fin itio n : A m ild to severe ping, u su ally w o rse u n d e r a c c e le ra tio n . T h e en g in e m a k e s s h a rp m e ta llic k n o c k s th a t c h a n g e w ith th r o ttle o p en in g . S o u n d s like p o p c o rn p o p p in g . C h e c k E G R S y stem fo r p ro p e r o p e ra tio n . See C h art C -7 A , page 6E 8-1 4 3 . C h e c k v a c u u m se n so r h o se fo r fuel in h o se o r re stric tio n s, a n d v a c u u m se n so r fo r low o u tp u t a n d p ro p e r c o n n e c tio n s o r v a c u u m se n so r fo r h ig h o u tp u t. C h e c k ig n itio n tim in g . See V eh icle E m issio n C o n tro l In fo rm a tio n label. C h e c k fo r o b v io u s o v e rh e a tin g p ro b le m s. U se A L C L to o l if av ailab le. 85°C-100°C (185°F-215°F) is n o rm a l. L o w c o o la n t: L o o se w a te r p u m p belt. R e s tric te d a ir flow to ra d ia to r, o r re s tric te d w a te r flow th r u ra d ia to r.

In o p e ra tiv e e le c tric c o o lin g fan c irc u it. C h e c k fo r a ir leaks a t c a r b u r e to r m o u n tin g a n d in ta k e m an ifo ld . C h e c k fo r p o o r fuel q u a lity , p ro p e r o c ta n e ra tin g . C h e c k T P S e n ric h m e n t o p e ra tio n . See C h a r t C -2F , page 6E 8-109. R em o v e c a rb o n w ith to p en g in e clean er. F o llo w in stru c tio n s on can. I f excessive c a rb o n in c y lin d e rs, c h e c k fo r leak in g valve seals. C h e c k fo r in c o rre c t P R O M . C h e c k fo r im p ro p e r o p e ra tio n o f tra n sm issio n (i. e., lin k a g e a d ju s tm e n t) a n d T C C . C h e c k fo r in c o rre c t b a sic en g in e p a rts, su c h as cam , h e ad s, p isto n s, etc.

EXCESSIVE EXHAUST EMISSIONS (ODORS) D e fin itio n : V eh icle fails a n em issio n test. M a y also have ex cessive “ ro tte n egg” sm ell (h y d ro g e n sulfide). • •

P e rfo rm “ D ia g n o stic C irc u it C h e c k .” P e rfo rm “ S y stem P e rfo rm a n c e C h e c k .”

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I f te st sh o w s excessive C O a n d H C , (a lso h a s excessive o d o rs): C h e c k ite m s w h ic h c a u se veh icle to ru n rich . •

M a k e su re e n g in e is o p e ra tin g te m p e ra tu re .

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V isu ally c h e c k h o ses fo r sp lits, k in k s a n d p ro p e r c o n n e c tio n s, as sh o w n o n V eh icle E m issio n C o n tro l In fo rm a tio n label. R e m o v e a ir c le a n e r a n d c h e c k a ir filte r fo r d ir t o r b ein g p lu g g ed . R e p la c e as n ecessary . C h e c k fo r m is a d ju s te d id le m ix tu re if p lu g s a re rem o v ed . C h e c k c h o k e v alve a n d lin k ag e for stic k in g o f fa u lty o p e ra tio n .

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at

n o rm a l

C h e c k ch o k e, v a c u u m b re a k s a n d fast id le a d ju stm e n ts. C h e c k fo r s tu c k P C V valve o r o b s tru c te d hose. C h e c k fo r lead c o n ta m in a tio n o f c a ta ly tic c o n v e rte r. C h e c k fo r a b sen c e o f filler n e c k re s tric to r. C h e c k o p e ra tio n o f a ir m a n a g e m e n t system . See C hart C -6 C , page 6E 8-135 o r C hart C -6 D , page 6E 8-133. C h e c k c a rb u r e to r fo r flo o d in g . C h e c k flo at level u sin g e x te rn a l flo at gage. See S ectio n 6C. C h e c k c a n is te r fo r lo a d in g a n d ch eck p u rg e sy stem fo r p ro p e r o p e ra tio n . See C hart C -3, page 6E 8-119. C h e c k fo r in c o rre c t idle speed. C h e c k fo r in c o rre c t tim in g . See V ehicle E m issio n C o n tro l In fo rm a tio n label.

6E8-82 DRIVEABILITY AND EMISSIONS ■CARBURETED • •

C h e c k c o n d itio n o f s p a rk p lu g s, p lug w ires a n d d is tr ib u to r cap .

I f te st sh o w s excessive N O x : C h e c k item s w h ic h c au se veh icle to ru n lean , o r to ru n to o h o t. •

C h e c k E G R valve fo r n o t o p en in g . See C h art C -7 A , page 6E 8-143.

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C h e c k fo r v a c u u m leaks.

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C h e c k fo r in o p e ra tiv e T H E R M A C . See page 6E 8-159. C h e ck c o o la n t system a n d c o o la n t fan fo r p ro p e r o p e ra tio n . R em o v e c a rb o n w ith to p en g in e clean er. F o llo w in stru c tio n s o n can. C h e c k ig n itio n tim in g for excessive base a d v a n ce . See V ehicle E m issio n C o n tro l In fo rm a tio n label.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-83 C H A R T B-1

R E S T R IC T E D E X H A U S T SYSTEM C H EC K A L L V E H IC L E S W IT H A .I.R . OR P U L S A IR

Proper diagnosis fo r a restricted exhaust system is essential before any components are replaced. The follo w in g diagnostic procedure is recommended:

1.

Remove the rubber hose at the exhaust m anifold A .I.R . pipe check valve. Remove check valve.

2.

Connect a fuel pump pressure gauge to a hose and nipple fro m a Propane Enrich­ ment Device (J26911) (see illustration).

3.

Insert the nipple into the exhaust mani­ fold A .I.R . pipe.

4.

With the engine at normal operating temperature and running at 2500 rpm, observe the exhaust system backpressure reading on the gauge.

5.

If the backpressure exceeds 2% psi, a restricted exhaust system is indicated.

6.

Inspect the entire exhaust system fo r a collapsed pipe, heat distress, or possible internal m uffler failure.

7.

If there are no obvious reasons fo r the excessive backpressure, a restricted cataly­ tic converter should be suspected, and replaced using current recommended procedures.

A L L V E H IC L E S W IT H O U T A IR OR P U L S A IR

1. W ith engine at normal operating tem ­ perature, connect a vacuum gage to any convenient vacuum p ort on intake m anifold. 2.

3.

4.

Increase RPM slowly to 2500 RPM. Note vacuum reading at steady 2500 RPM.

5.

If vacuum at 2500 RPM decreases more than 3 " from the reading at 1000 RPM, the exhaust system should be inspected fo r restrictions.

6.

Disconnect exhaust pipe from engine and repeat steps 3 & 4. If vacuum still drops more than 3 ” w ith exhaust dis­ connected, check valve tim ing.

Disconnect EGR solenoid electrical con­ nector or connect EGR valve directly to vacuum source bypassing any switches or solenoids. Run engine at 1000 RPM and record vacuum reading.

Figure 6 3 R e stricte d E xhaust S ystem C heck - CHART B-1

6E8-84 DRIVEABILITY AND EMISSIONS • CARBURETED

SECTION C COMPONENT SYSTEMS COMPUTER COMMAND CONTROL CALIFORNIA ONLY GENERAL DESCRIPTION Electronic Control Module (ECM) T h e E le c tro n ic C o n tro l M o d u le (E C M ) (F ig u re 64) is th e c o n tro l c e n te r o f th e C o m p u te r C o m m a n d C o n tro l system . I t c o n s ta n tly lo o k s a t th e in fo rm a tio n fro m v a rio u s sen so rs, a n d c o n tro ls th e v a rio u s sy stem s th a t affect v eh icle p e rfo rm a n c e . F o r serv ice, th e E C M h a s tw o p a rts : a C o n tro lle r (th e E C M w ith o u t th e P R O M ), a n d a se p a ra te c a lib ra to r (P R O M ).

[ T ] pROM CARRIER F igure 6 5 PROM (E ngine C a lib ra to r)

T o allo w o n e m o d e l o f E C M to be u se d fo r m a n y d iffe re n t vehicles, a d ev ice called a C a lib ra to r o r P R O M (P ro g ra m m a b le R e a d O n ly M e m o ry ) is used (F ig u re 65). T h e P R O M is lo c a te d in sid e th e E C M , a n d h as in fo rm a tio n o n th e v e h ic le ’s w eig h t, en gine, tra n sm issio n , ax le ra tio , a n d sev eral o th e rs. W h ile on e E C M p a rt n u m b e r c a n be u se d b y m a n y Vehicle lines, a P R O M is v ery sp ecific a n d m u s t be u se d fo r th e rig h t vehicle. F o r th is re a so n , it is v ery im p o r ta n t to c h e ck th e la te st p a rts b o o k a n d Service B u lle tin in fo rm a tio n fo r th e c o rre c t p a r t n u m b e r w h en re p la c in g a P R O M .

“ O N ” a n y tim e th e ig n itio n is “ O N ” a n d th e E C M is n o t p u llin g T e rm in a l “ C ” o f th e L a m p D riv e r to g ro u n d . T h is n o rm a lly o c c u rs w ith th e ig n itio n “ O N ” , e n g in e n o t ru n n in g . T h e m a in a d v a n ta g e o f th e R e m o te L a m p D riv e r is if th e E C M looses pow er, th e “ C H E C K E N G I N E ” L ig h t w ill co m e “ O N ” to in d ic a te a fau lt. F o r d iag n o sis, see C h a rts A-5 o r A -6, page 6E8-41 or page 6E 8-43.

A n E C M u se d fo r serv ice (c a lle d a C o n tro lle r) com es w ith o u t a P R O M . T h e P R O M fro m th e old E C M m u s t be c a re fu lly re m o v e d a n d in sta lle d in th e new E C M (F ig u re s 57 a n d 58). T h e E C M p e rfo rm s th e d ia g n o stic fu n c tio n o f th e system . I t c a n re c o g n iz e o p e ra tio n a l p ro b le m s, a le rt th e d riv e r th ro u g h th e “ C H E C K E N G I N E ” lig h t, a n d sto re a co d e o r co d es w h ic h id e n tify th e p ro b le m a re as to aid th e te c h n ic ia n in m a k in g re p a irs. See “ In tro d u c tio n ” fo r m o re in fo rm a tio n o n u sin g th e d ia g n o stic fu n c tio n o f th e E C M . Remote Lamp Driver T h e R e m o te L a m p D riv e r (F ig u re 66) c o n tro ls th e “ C H E C K E N G I N E ” L ig h t. It is a sm a ll c irc u it b o a rd lo c a te d in a p la stic h o ld e r ta p e d to th e h a rn e ss n e a r th e E C M . I t tu rn s th e “ C H E C K E N G I N E ” L ig h t

IN F O R M A T IO N SENSORS Engine Coolant Temperature Sensor T h e c o o la n t se n so r (F ig u re 67) is a th e r m is to r (a re sisto r w h ic h ch an g es v alu e b a se d o n te m p e ra tu re )

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-85 m o u n te d in th e e n g in e c o o la n t stre a m . L ow c o o la n t te m p e ra tu re p ro d u c e s a h ig h re sista n c e (1 0 0 ,0 0 0 o h m s a t -4 0 °C /-4 0 °F ) w h ile h ig h te m p e ra tu re cau ses low re sista n c e (70 o h m s a t 130°C /266°F ). T h e E C M su p p lie s a 5-volt sig n al to th e c o o la n t se n so r th r u a re s is to r in th e E C M a n d m e a su re s th e v oltag e. T h e v o lta g e w ill be h ig h w h en th e en g in e is co ld , a n d low w h en th e e n g in e is h o t. By m e a su rin g th e v o ltag e, th e E C M k n o w s th e en g in e c o o la n t te m p e ra tu re . E n g in e c o o la n t te m p e ra tu re affects m o st sy stem s th e E C M c o n tro ls.

fll

EXH AU S T OXYGEN (O 2 ) SENSOR

Figure 68 Exhaust O xygen (02) S ensor r n

C O O LA N T TEMP. SENSOR

IT ]

ECM HAR NESS-C ON NECTO R TO C O O LA N T TEM P. SENSOR

----

[~3~] DEPRESS TABS TO RELEASE

Figure 67 Engine C o o la n t T e m p e ra tu re S e n so r

A fa ilu re in th e c o o la n t se n so r c irc u it s h o u ld set e ith e r a C o d e 14 o r C o d e 15. R e m e m b e r, th e se co d es in d ic a te a failu re in th e c o o la n t te m p e ra tu re c irc u it, so p ro p e r use o f th e c h a r t w ill lead to e ith e r re p a irin g a w irin g p ro b le m o r re p la c in g th e se n so r, to p ro p e rly re p a ir a p ro b lem . D ifferential Pressure (Vacuum) Sensor T h e D iffe re n tia l P re s s u re (V a c u u m on V A C ) se n so r lo c a te d u n d e r th e h o o d . It m e a su re s en g in e v a c u u m d irectly . It h a s a h ig h v o lta g e o u tp u t (n e a r 5 v o lts) a t h ig h v a c u u m , a n d a low o u tp u t at low v a c u u m . It is called a D iffe re n tia l P re s s u re se n so r since it m e a su re s th e d ifferen ce b e tw e e n o u tsid e a ir p re ssu re a n d m a n ifo ld v a c u u m , r a th e r th a n a n a b so lu te p re ssu re . A fa ilu re in th e V A C S en so r C irc u it sh o u ld set a C o d e 34. Exhaust Oxygen (02) Sensor T h e e x h a u st o x y g en se n so r (F ig u re 68) is m o u n te d in th e e x h a u s t sy ste m w h e re it c a n m o n ito r th e o x y g en c o n te n t o f th e e x h a u s t gas stre a m . T h e o x y g en c o n te n t in th e e x h a u s t re a c ts w ith th e o xygen se n so r to p ro d u c e a v o ltag e o u tp u t. T h is v o ltag e ra n g e s fro m a p p ro x im a te ly . 1 v o lt (h ig h 0 2 - lean m ix tu re ) to .9 v o lts (lo w 0 2 - ric h m ix tu re ). B y m o n ito rin g th e v o lta g e o u tp u t o f th e 02 sen so r, th e E C M w ill k n o w w h a t fuel m ix tu re c o m m a n d to give to th e c a rb u re to r in je c to r (le a n m ix tu re -lo w 0 2 v o lta g e -ric h com m and, ric h m ix tu re -h ig h 02 v o ltag e-lean c o m m a n d ). T h e 0 2 sen so r, if o p en , sh o u ld set a C o d e 13. A sh o rte d se n so r c irc u it s h o u ld set a C o d e 44. A h ig h v o ltag e in th e c irc u it s h o u ld set a C o d e 45.

Throttle Position Sensor (TPS) R e fe r to F u e l C o n tro l S ystem in fo rm a tio n o n th r o ttle p o sitio n sensor.

fo r

service

Distributor T h e d is tr ib u to r n o t o nly c o n tro ls e n g in e tim in g , b u t ac ts as a se n so r to tell th e E C M th e c ra n k s h a ft p o sitio n a n d en g in e R P M . See “ E le c tro n ic S p ark T im in g .” fo r serv ice in fo rm a tio n . Transmission Gear Position See “ T ra n sm issio n C o n v e rte r C lu tc h ” fo r service in fo rm a tio n th a t in c lu d e s tra n sm issio n g e a r p o sitio n .

DIAGNOSIS S ince th e E C M c a n h av e a fa ilu re w h ic h m ay effect o n ly o n e c irc u it, fo llo w in g th e D ia g n o stic P ro c e d u re s in S ection “ A ” can reliab ly tell w h en a fa ilu re h a s o c c u rre d in th e E C M , o r released circ u its in C o m p u te r C o m m a n d C o n tro l. T h e P R O M w ill g e n e ra lly set a C o d e 51 if it fails. The E n g in e C o o la n t T e m p e ra tu re S en so r d iag n o sis is p a r t o f C o d e 1 4 o r C o d e 1 5 ch a rts. The D iffe re n tia l P re ssu re (V A C ) S en so r d ia g n o sis is co v e re d in C O D E 3 4 if a co d e is set. T o ch e c k th e D iffe re n tia l P re ssu re (V A C ) se n so r, use C H A R T C -1 E . T h e 0 2 se n so r d ia g n o sis is c o v e re d in C O D E 1 3 a n d C O D E 4 4 a n d 4 5 C h a rts. T h e re m o te la m p d riv e r d ia g n o sis is c o v ered in C H A R T A -5 a n d A -6 . T h e th r o ttle p o sitio n se n so r d iag n o sis is co v ered in C O D E 2 1 a n d C O D E 2 2 if a co d e is set. T o c h eck T P S e n ric h m e n t, re fer to C H A R T C -2 F in th e F u e l C o n tro l S y stem sectio n .

ON-VEHICLE SERVICE ELECTRONIC CO N TR O L M O D U L E (ECM) R e fe r to F ig u re s 6, 10, 14 o r 10, for lo catio n o f e le c tro n ic c o n tro l m o d u le.

6E8-86 DRIVEABILITY AND EMISSIONS - CARBURETED S ervice o f th e E C M sh o u ld n o rm a lly c o n sist o f e ith e r re p la c e m e n t o f th e E C M o r a P R O M c h a n g e (F ig u re 57 a n d 58).

« -4

I f th e d ia g n o stic p ro c e d u re s call fo r th e E C M to be rep la ce d , th e en g in e c a lib ra to r (P R O M ) a n d E C M sh o u ld be c h e c k e d first to see if th e y a re th e c o rre c t p a rts. I f th e y are, rem o v e th e P R O M fro m th e fa u lty E C M a n d in sta ll it in th e new service E C M . T H E S E R V IC E E C M W IL L N O T C O N T A I N A P R O M . T ro u b le C o d e “ 51” in d ic a te s th e P R O M is in sta lle d im p ro p e rly o r h as m a lfu n c tio n e d . W h e n C o d e “ 51” is o b ta in e d , ch eck th e P R O M in s ta lla tio n fo r b e n t p in s o r p in s n o t fully se a te d in th e so ck et. I f th e P R O M is in sta lle d c o rre c tly a n d C o d e “ 51” still show s, re p la ce th e P R O M .

2.

9

Important W h e n re p la c in g th e p ro d u c tio n E C M w ith a new E C M , it is im p o rta n t to tra n s fe r th e P ro d u c tio n B ro a d c a s t C o d e a n d P ro d u c tio n E C M n u m b e r to th e n ew E C M L ab el. P lease d o n o t re c o rd on ECM C o v er. T h is w ill e n a b le p o sitiv e id e n tific a tio n o f E C M C o m p o n e n ts th ro u g h o u t th e serv ice life o f th e vehicle.

1. 3. 4.

Remove or Disconnect N eg a tiv e b a tte ry cable. D ra in co o lin g system below level o f sen so r. E le c tric a l c o n n e c to r. C a re fu lly b a c k o u t c o o la n t sensor.

-►+ Install or Connect 1. 2. 3. 4.

S e n so r in engine. E le c tric a l c o n n e c to r. R efill c o o la n t sy stem if necessary . N eg ativ e b a tte ry cable.

DIFFERENTIAL PRESSURE SENSOR Figure 69 O th e r th a n c h e c k in g fo r loose hoses a n d c o rre c t v a c u u m a n d e le c tric a l c o n n e c tio n s th e o nly service p ossible is u n it re p la c e m e n t if d ia g n o sis sh o w s sen so r to be fau lty .

N O T IC E : T o p re v e n t in te rn a l E C M d a m a g e , th e ig n itio n m u s t be “ O F F ” w h en d is c o n n e c tin g o r re c o n n e c tin g p o w e r to E C M (fo r e x am p le, b a tte ry p o sitiv e cable, E C M p ig tail, E C M fuse, ju m p e r cables, etc.). See S ectio n 8C fo r E C M re m o v a l a n d in sta lla tio n p ro c e d u re s . T h e E C M is lo c a te d b e h in d th e in s tru m e n t p a n e l o n C K series, a n d u n d e r th e d riv e r’s se a t o n a G series.

PROM Figures 57 and 58 PH

C o d e 51 in d ic a te s a fa u lty P R O M , b e n t p in s, o r in c o rre c t in sta lla tio n .

D IF F R E N T IA L PRESSURE SENSOR

N O T IC E : I t is p o ssib le to in sta ll a P R O M b a c k w a rd s. I f th e P R O M is in sta lle d b a c k w a rd s a n d th e ig n itio n key tu r n e d to “ O N ,” th e P R O M c irc u itry w ill be d e stro y e d , re q u irin g P R O M re p la c e m en t. B efore re p la c in g a P R O M , c h e c k it fo r p ro p e r in sta lla tio n a n d c o rre c t a lig n m e n t o f th e lo c a to r m a rk s. T h e P R O M ’s p in s sh o u ld be fu lly in s e rte d in th e ir so ck ets w h en th e P R O M is p lu g g e d in to th e E C M . T h e C O D E 51 c h a rt h a s P R O M re p la c e m e n t in s tru c tio n s, a n d re p la c e m en t p a c k a g e also h a s in s tru c tio n s in clu d ed .

CO O LA N T TEM PER ATURE SENSOR N O T IC E : C a re m u s t be ta k e n w h en h a n d lin g c o o la n t sen so r. D a m a g e to c o o la n t se n so r w ill affect p r o p e r o p e ra tio n o f th e F u e l C o n tro l system . See W ire H a rn e s s view s in I n tro d u c tio n fo r lo c a tio n o f c o o la n t sen so r.

F igure 6 9 D iff. Press. S e n so r - T y p ic a l

OXYGEN SENSOR Figure 70

N O T IC E : T h e oxygen se n so r uses a p e rm a n e n tly a tta c h e d p ig ta il a n d c o n n e c to r. T h is p ig ta il s h o u ld n o t b e re m o v e d fro m th e o x y g en sen so r. D a m a g e o r re m o v a l o f th e p ig ta il o r c o n n e c to r c o u ld affect p ro p e r o p e ra tio n o f th e ox y g en sensor. T a k e c a re w h en h a n d lin g th e oxygen sen so r. T h e in-lin e e le c tric al c o n n e c to r a n d lo u v e red e n d m u st be k e p t free o f grease, d irt o r o th e r c o n ta m in a n ts . A lso,

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-87 av o id u sin g c le a n in g so lv e n ts o f a n y ty p e. D o n o t d ro p o r ro u g h ly h a n d le th e o x ygen sensor. Remove or Disconnect T h e oxy g en se n so r m ay be d ifficu lt to rem o v e w h en en g in e te m p e ra tu re is b elow 48°C (120°F). Excessive fo rce m a y d a m a g e th re a d s in e x h a u st m a n ifo ld o r e x h a u st pipe. 1. N e g a tiv e b a tte ry cable. 2. R a ise v ehicle if n e cessary fo r access. 3. E le c tric a l c o n n e c to r. 4. C a re fu lly b ack o u t O x y g en S ensor. Install or Connect Important

1.

2. 3. 4. 5.

A special an ti-se iz e c o m p o u n d is u sed o n th e o x ygen se n so r th re a d s . T h e c o m p o u n d c o n sists o f a liq u id g ra p h ite a n d g lass b ead s. T h e g ra p h ite w ill te n d to b u rn aw ay , b u t th e g lass b ea d s w ill re m a in , m a k in g th e se n so r e asier to rem ove. N ew o r service se n so rs w ill a lre a d y h av e th e c o m p o u n d a p p lie d to th e th re a d s. I f a se n so r is rem o v ed fro m a n en g in e, a n d , if fo r a n y re a so n it is to be re in sta lle d , th e th re a d s m u st h av e an ti-seize com pound a p p lie d b efore re in sta lla tio n . C o a t th re a d s o f o x y g en se n so r w ith a n ti-seize com pound P /N 5613695 o r e q u iv a le n t if n ecessary . S en so r, a n d to rq u e to 41 N * m (30 ft. lbs.). E le c tric a l c o n n e c to r. L o w e r vehicle if n ecessary . N e g a tiv e b a tte ry cable.

REMOTE LA M P DRIVER Figure 66 R e p la c e re m o te la m p d riv e r o n ly if d ia g n o sis h as d e te rm in e d th a t it h as failed. T h e d riv e r is in sid e a c o n ta in e r, ta p e d to th e h a rn e ss n e a r th e E C M . O p e n c o n ta in e r a n d re p la c e re m o te la m p d riv e r as re q u ire d .

PARTS INFORMATION P A R T N A M E ........................................................ G R O U P C o n tro lle r, E C M .......................................................... 3.670 C a lib ra to r, P R O M ........................................................ 3.670 S ealer, E x h a u s t O xy g en S en d er (A n ti-S eize C o m p o u n d ) ......................................... 3.671 S ensor, C o o la n t T e m p .................................................. 3.760 S ensor, E x h a u s t O x y g e n ............................................ 3.670 S ensor, M an if. D iff. P re s s ........................................... 3.670

6E8-88 DRIVEABILITY AND EMISSIONS - CARBURETED

CHART C-1, ECM REPLACEMENT CHECK P rio r to re p la c in g a n E C M , th e c irc u it in v o lv ed m u st be te ste d for: 1) p o o r c o n n e c to r te rm in a l to E C M c o n ta c t; 2) d ire c t b a tte ry v o ltag e o n an E C M g ro u n d c irc u it fro m a s h o r t to B + ; o r 3) s h o rte d so len o id o r relay. I f a s h o rt is fo u n d , th e c irc u it m u st b e re p a ire d p rio r to re p la cin g th e E C M to p re v e n t re p e a t E C M failures.

2.

C h e c k s fo r g o o d te rm in a l c o n ta c t d u e to w eak o r d irty te rm in a ls. R e m o v e te rm in a l to in spect. R e p la c e if b ro k e n o r d irty . I f c o o la n t is p re se n t, rep la c e c o o la n t se n so r a n d c o n n e c to r. A lso, rep lace E C M c o n n e c to r te rm in a l a n d blow c o o la n t o u t o f h a rn e ss. C le a n c o n n e c to r w ith alco h o l o r s p ra y c o n ta c t c le a n e r a n d rep la ce ECM . C h e c k s fo r a s h o rt to ig n itio n o r sh o rte d so len o id o r relay. A ll te rm in a ls m u st be te ste d since sev eral a re c o n n e c te d in te rn a lly in th e E C M . A s h o rt in o n e c irc u it m a y c au se a n o th e r c irc u it in th e E C M to be in o p e ra tiv e th a t d o es n o t h av e an e x te rn a l fa u lt, b u t w as th e ca u se o f “ d riv e r’s c o m p la in t.” A n y c irc u it te stin g b elow 20 o h m s is sh o rte d to ig n itio n , o r s h o rte d a c ro ss th e re la y o r solenoid.

3.

4.

C h e c k s fo r sh o rte d T C C solenoid. Som e tra n sm issio n s h av e a n o rm a lly o p en 3 rd gear sw itc h in series w ith th e so len o id . T h e o h m m e te r w ill re ad in fin ite re sista n c e (o p e n c irc u it) in th ese cases. I f th e re a d in g is less th a n 20 o h m s, a s h o rt to ig n itio n o r fa u lty so len o id exists. A n o rm a l so len o id w ill re a d b etw een 20 - 50 ohm s. C h ec k s fo r s h o rte d T C C c irc u it in u n its w ith a 3 rd g e a r sw itch . T h e v eh icle m u s t be in 3 rd g e a r to close th e sw itch to o b ta in a re sista n c e read in g . A n o rm a l so len o id w ill re a d b etw een 20 - 50 o h m s.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-89 1984 CCC C H A R T C-1 ECM R E P L A C E M E N T C H E C K •

Always check "PR O M " fo r the correct application and installation before replacing an "EC M ".

replacing an original equipment ECM, transfer the original broadcast code to the label on the replacement ECM.

Figure 71 ECM R e p la ce m e n t C heck, CHART C-1

6E8-90 DRIVEABILITY AND EMISSIONS - CARBURETED f a i

TT BACK VIEW OF ECM CONNECTOR

ECM

D IFFER ENTIAL PRESSURE (VAC) SENSOR

T T T A B C

M ANIFOLD VACUUM

J

.

9

FRONT VIEW OF CONNECTOR

21

20

- / / / A ----- 5V REFERENCE

VAC SIGNAL

22

Figure 7 2 W irin g D iagram - CHART C-1E

CHART C-1E, DIFFERENTIAL PRESSURE (VAC) SENSOR CHECK 1.

T h is ch e c k s th e o u tp u t o f th e sen so r. T h e V A C se n so r is a d iffe re n tia l p re ssu re se n so r th a t m e a su re s th e d ifferen ce in p re ssu re b etw een a tm o s p h e re a n d m a n ifo ld . T h e v o lta g e o u tp u t is o p p o site th e M A P sen so r. It su p p lie s h ig h v o ltag e a t h ig h v a c u u m . N o rm a l re a d in g w ith eng in e sto p p e d , k ey “ O N ” is less th a n 1 volt, w h ile at idle sh o u ld be ab o v e 3 volts. H ig h v o ltag e in c re a se s s p a rk a d v a n c e , w h ile low v o ltag e re d u c e s s p a rk ad v a n c e .

2.

T h is c h e c k s th e ra te o f c h a n g e o f th e o u tp u t w ith v a c u u m . A g ain , th e n o rm a l re a d in g w o u ld be a b o u t in th e m id d le o f th e ra n g e in d ic a te d . A lso , th e v o lta g e s h o u ld c h a n g e as so o n as th e v a c u u m ch an g es. I f it d o e sn ’t, it c o u ld re su lt in d e to n a tio n o r a sag o n ac c e lera tio n . It c o u ld also be cau sed by p o o r fuel o r a re s tric tio n in th e hose to th e sen so r.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-91

1984 CCC CHART NO. C-1E D IF F E R E N T IA L PRESSURE SENSOR (VAC) CHECK If vacuum is applied to VAC sensor with key "O N " engine not running, a false Code 41 could be set.

VAC Sensor

ECM

22

A

20

B O u tp u t

Low

21

c

Sensor connector

V Ref.

High Vacuum = High Output

* This requires use of three jumpers between the sensor and the connector.

They can be made using terminals 12014836 and 12014837. * * If voltage does not immediately follow vacuum change, sensor is faulty.

Figure 7 3 D iffe re n tia l Pressure (VAC) S e n so r C heck - CHART C-1 E

6E8-92 DRIVEABILITY AND EMISSIONS - CARBURETED_________________________

FUEL CONTROL SYSTEM GENERAL DESCRIPTION T h e b asic fu n c tio n o f th e fuel c o n tro l sy stem is to c o n tro l fuel d eliv ery to th e engine. T h e E le c tro n ic C o n tro l M o d u le (E C M ) c o n tro ls th e fuel d eliv ery fro m in fo rm a tio n receiv ed re g a rd in g : • C o o la n t te m p e ra tu re • C ra n k sh a ft R P M • A m o u n t o f oxygen in th e e x h a u st stre a m • T h ro ttle p o sitio n • In ta k e M a n ifo ld P re s s u re T h e E C M c o n tro ls fuel d eliv ery to th e c a rb u re to r th ro u g h a n ele c tric ally o p e ra te d M ix tu re C o n tro l ( M /C ) so len o id (F ig u re s 74 a n d 75) m o u n te d in th e flo at bow l. A p lu n g e r in th e so len o id is p u lse d by th e E C M to allo w m o re o r less fuel to m ix w ith th e air e n te rin g th e c a rb u re to r. W h e n th e so le n o id is en erg ized , th e re is less fuel flow p ro v id in g a le a n e r fuel m ix tu re . W h e n th e so le n o id is d e-en erg ized , th e re is m o re fuel flow p ro v id in g a ric h e r fuel m ix tu re . T h e so len o id is tu rn e d o n a n d o ff a t a ra te o f 10 tim es p e r second. T h e M / C so len o id “ o n ” tim e verse “ o f f ’ tim e is v a ried to c h a n g e th e m ix tu re . T h is is ca lle d E C M co m m a n d .

[ T ] ID LE A IR BLEED V A L V E

[ j f ] LEAN STOP

| 3 | RICH STOP

[

6J

M/C SOLENO ID

Figure 75 M/C Solenoid - E4ME

T h e ox y g en c o n te n t in th e e x h a u st re a c ts w ith th e o xygen se n so r to p ro d u c e a v o ltag e o u tp u t. T h is v o lta g e ran g es fro m a p p ro x im a te ly . 0.100 v o lts (h ig h 0 2 - lean m ix tu re ) to 0.9 0 0 v o lts (low 02 - ric h m ix tu re). By m o n ito rin g th e v o ltag e o u tp u t o f th e 02 sen so r, th e E C M w ill k n o w w h a t fuel m ix tu re c o m m a n d to give to th e so len o id (lean m ix tu re -lo w v o ltag e-ric h c o m m a n d , ric h m ix tu re -h ig h v o ltag e -lean c o m m a n d ).

ECM COMMAND T h e E C M c o m m a n d d e te rm in e s th e fuel c o n tro l deliv ery a n d c an be m o n ito re d w ith a dw ell m e te r set on th e 6 -c y lin d er scale. It is c o n n e c te d to th e M /C S o lenoid d w ell c o n n e c to r (g ree n ) lo c a te d in th e h a rn e ss n e a r th e so len o id (F ig u re 76).

CLOSED LOOP (Figure 77) O n a n o rm a l o p e ra tin g e n g in e th e dw ell m e te r needle, a t b o th idle a n d p a rt th ro ttle , w ill be betw een 10° a n d 50° dw ell a n d v ary in g . T h is is ca lled “ C L O S E D L O O P ” o p e ra tio n . T h is m e a n s th a t th e oxygen se n so r affects c o n tro l o f th e fuel d eliv ery .

OXYGEN SENSOR A n e x h a u st oxygen (0 2) se n so r, m o u n te d in th e e x h a u st sy stem , m o n ito rs th e o x ygen c o n te n t o f th e e x h a u st gas stre a m .

OPEN LOOP T h e o xygen sen so r does n o t affect fuel c o n tro l in “ O P E N L O O P ” o p e ra tio n a n d th e dw ell re a d in g w ill

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-93 •

• •

O xygen (0 2) se n so r - sends v o ltag e signal to E C M d e p e n d in g on th e a m o u n t o f oxygen in e x h a u st strea m . T h ro ttle P o sitio n S en so r - sen d s v o ltag e signal to E C M affe ctin g fuel delivery. E C M C o m m a n d - visual view o f fuel d eliv ery usin g dw ell m eter.

THROTTLE POSITION SENSOR T h e th r o ttle p o sitio n se n so r (T P S ) ch an g es p o sitio n as th e th r o ttle valve an g le ch an g e s. T h e T P S is a p o te n tim e te r, m o u n te d in th e c a b u re to r, w ith one en d c o n n e c te d to 5 v o lts fro m th e E C M a n d th e o th e r en d to g ro u n d . A th ird w ire is c o n n e c te d to th e E C M to m e a su re v o ltag e fro m th e T P S . A t a closed th ro ttle p o sitio n , th e o u tp u t o f th e T P S is a p p ro x im a te ly .5 volts. A s th e th ro ttle p la te opens, th e o u tp u t v o ltag e in crea se s so th a t a t w id e-o p en th r o ttle th e o u tp u t is a p p ro x im a te ly 5 volts. By m o n ito rin g th e o u tp u t v o ltag e fro m th e T P S , th e E C M c a n affect fuel d eliv ery b ased on th ro ttle valve angle. If th e T P S is o u t o f a d ju stm e n t, id le q u a lity m ay be affected a n d p e rfo rm a n c e m ay be p o o r. I f th e T P S c irc u it is o p en , th e E C M w ill th in k th e v ehicle is at w id e-o p en th ro ttle , a n d cau se th e E C M c o m m a n d to go full rich , a n d set a T ro u b le C o d e 21.

Figure 76 Dwell Meter

CARBURETOR CALIBRATION

[T~|

M/C SOLENO ID

[T]

ECM

PH

CARBU RETO R

[]f]

O XY G EN SENSOR

[T ]

V A R IO U S INPUTS

Figure 77 Closed Loop Cycle

n o t v ary . T h is c o n d itio n is w h e n th e en g in e is co ld , th e ox y g en se n so r is below 360°C (600°F) o r a t w ide-open th r o ttle (W O T ). T h e fuel c o n tro l sy stem in c lu d e s th e follow ing: •

A n E le c tro n ic C o n tro l M o d u le (E C M ) - th e c o n tro l c e n te r.

•

M ix tu re C o n tro l ( M /C ) so le n o id - p u lses to m e te r m o re o r less fuel.

T h e C o m p u te r C o m m a n d C o n tro l p ro v id e s c o rre c t a ir /f u e l m ix tu re o f th e c a rb u re to r d u rin g all ran g es o f e n g in e o p e ra tio n . T h e S y stem P e rfo rm a n c e C h e c k is used to c h e ck th e o p e ra tio n o f th e m ix tu re c o n tro l so len o id , th e m a in m e te rin g c irc u it in th e c a rb u re to r, a n d th e o p e ra tio n o f th e C o m p u te r C o m m a n d C o n tro l by use o f a dw ell m e ter. T h e dw ell re a d in g is u sed to d e te rm in e c a rb u re to r c a lib ra tio n a n d is sen sitiv e to ch an g e s in fuel m ix tu re su c h as h e a t, a ir leaks, lean a n d rich c o n d itio n . W h e n idling, a n o rm a l dw ell w ill in c re ase a n d d e c re a se o ver a n a rro w 5° dw ell range. H o w e v er, it m ay o c casio n a lly v ary as m u c h as a 10° to 15° d w ell ra n g e m o m e n ta rily beca u se o f a te m p e ra ry m ix tu re ch an g e. A dw ell re a d in g is th e av e rag e o f th e m o st c o n sista n t v a ria tio n w ith in th e 10° to 50° scale o f th e m eter. T h e c a r b u re to r h a s been c a lib ra te d a t th e fa c to ry a n d sh o u ld n o t n o rm a lly need a d ju s tm e n t in th e field. If d u rin g d iag n o sis, th e S ystem P e rfo rm a n c e C h e c k o r tro u b le co d e d iag n o sis in d ic a te s th a t c a rb u re to r c a lib ra tio n is n eed ed , th e c a r b u re to r c an be c a lib ra te d u sin g th e p ro c e d u re s in O n -V eh icle Service.

DIAGNOSIS R e fe r to S E C T IO N A fo r d iag n o sis o f fuel c o n tro l sy stem w ith C o m p u te r C o m m a n d C o n tro l. A lso re fe r to S E C T IO N B fo r d riv e a b ility sy m p to m s re la te d fuel c o n tro l system .

6E8-94 DRIVEABILITY AND EMISSIONS - CARBURETED

E4ME CARBURETOR

CALIFORNIA ONLY ON-VEHICLE SERVICE E4M E CAREBURETOR CALIBRATION T h e S y stem P e rfo rm a n c e C h e c k m u st be p e rfo rm e d b efo re u sin g th e fo llo w in g c a lib ra tio n p ro c e d u re . C h e c k a n d a d ju s t flo a t level if n e c e ssa ry (F ig u re 78) if n o t to sp ecificatio n s. R e fe r to E 4 M E C a rb u re to r S ection s fo r flo a t level sp ecificatio n s.

© R E A D IN G AT EYE LEVEL, OBSERVE MARK ON GAUGE THAT LINES UP WITH TOP OF CASTING AT THE VENT SLOT OR VENT HOLE. SETTING SHOULD BE WITHIN ♦1/16" FROM SPECIFIED FLOAT LEVEL SETTING.

© W I T H ENGINE RUNNING AT IDLE, CHOKE WIDE-OPEN, CAREFULLY INSERT GAUGE IN VENT SLOT OR VENT HOLE (NEXT TO AIR CLEANER MOUNTING STUD) IN AIR HORN. RELEASE GAUGE AND ALLOW IT TO FLOAT FREELY. NOTICE: DO NOT PRESS DOWN ON GAUGE TO CAUSE FLOODING OR DAMAGE

REMOVE FLOAT GAUGE FROM AIR HORN.

© I F THE MECHANICAL SETTING (STEP 2) VARIES OVER i1 /16 ” FROM SPECIFICATIONS, REMOVE AIR HORN AND ADJUST FLOAT LEVEL TO SPECIFICATIONS FOLLOWING NORMAL ADJUST­ MENT PROCEDURES.

[~T~1

LEA N M IX T U R E (SOLENO ID)SCREW

[~T1

S O LE N O ID PLUNG ER

[X3

G A G IN G T O O L J3381 5 -1/B T8253-A

__________E E ]

M E T E R IN G JET_________________________________

Figure 79 In s ta llin g M ix tu re C o n tro l S o le n o id G aging Tool

c o n ta c t w ith th e g ag in g too l. T u rn slow ly clockw ise u n til th e p lu n g e r b re a k s c o n ta c t w ith th e gag in g too l. T h e a d ju s tm e n t is c o rre c t w h en th e so len o id p lu n g e r is c o n ta c tin g B O T H th e S O L E N O ID S T O P a n d th e G A G I N G T O O L (F ig u re 80).

Figure 78 E xternal Float Gage C heck

If b ad , go If C o n tro l

re fe rre d to th is sectio n b ecau se idle d w ell is to “ Id le M ix tu re a n d Speed A d ju s tm e n t” . d w ell is o ff a t 3000 R P M , go to “ M ix tu re ( M /C ) S o lenoid P lu n g e A d ju s tm e n ts ” .

M ixture Control Solenoid Plunger Adjustments 1.

2.

3.

4.

R em o v e a ir h o rn , m ix tu re c o n tro l so len oid p lu n g e r, a ir h o rn gask et a n d p la stic filler block, u sin g n o rm a l service p ro c e d u re s. C h eck c a rb u re to r fo r cau se o f in c o rre c t m ix tu re : a. M / C so le n o id b o re o r p lu n g e r w o rn o r stick in g . b. M e te rin g ro d s for: • In c o rre c t p a r t n u m b e r • S tick in g • R o d s o r sp rin g s n o t in sta lle d p ro p e rly c. F o re ig n m a te ria l in jets. R em o v e th r o ttle side m e te rin g ro d . In sta ll m ix tu re c o n tro l so len o id g ag in g to o l, J-33815-1, B T -8253-A , o r e q u iv a le n t, o v er th e th ro ttle side m e te rin g je t ro d guide, a n d te m p o ra rily re in sta ll th e so len oid p lu n g e r in to th e so len o id body. (F ig u re 79) H o ld in g th e so len o id p lu n g e r in th e D O W N p o sitio n , use T o o l J-28696-10, B T -7928, o r eq u iv alen t, to tu r n lean m ix tu re (so len o id ) screw c o u n te rc lo c k w ise u n til th e p lu n g e r b re a k s

TOO L J2 8696-10/B T7928 LEA N M IX T U R E SCREW PLUNGER C O N T A C T IN G S O LE N O ID STOP A N D G A G IN G T O O L G AG IN G T O O L J33815-1 /B T 8 2 5 3 -A (1 .3 0 4 " H IG H )

Figure 8 0 A d ju s tin g Lean M ix tu re (S o le n o id ) S cre w

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-95

5. 6.

I f th e to ta l d iffe re n c e in a d ju s tm e n t re q u ire d less th a n 3 /4 tu r n o f th e lean m ix tu re (so len o id ) screw , th e o rig in a l se ttin g w as w ith in th e m a n u f a c tu r e r ’s sp ecificatio n s. R e m o v e so le n o id p lu n g e r a n d g ag in g to o l, a n d re in sta ll m e te rin g ro d a n d p la stic filler blo ck . In v e rt a ir h o rn , a n d re m o v e ric h m ix tu re sto p screw fro m b o tto m side o f a ir h o rn , u sin g T o o l J-286 9 6 -4 , B T 7 9 6 7 A o r e q u iv a le n t (F ig u re 81).

b.

c.

m

A IR HORN (IN V E R T E D )

12 j

RICH M IX T U R E STOP SCREW

IT 1

LEAN M IX T U R E SCREW PLUG

U P p o sitio n ), re a d a t eye level a n d re c o rd th e re a d in g o f th e gage m a rk (in in ch es) th a t lines u p w ith th e to p o f a ir h o rn ca stin g , (u p p e r edge). L ig h tly p re ss d o w n on gage u n til b o tto m e d , (p lu n g e r D O W N p o sitio n ). R e a d a n d re c o rd (in in ch e s) th e re a d in g o f th e gage m a rk th a t lines u p w ith to p o f a ir h o rn castin g . S u b tra c t gage U P p o sitio n (S tep 1) fro m gage D O W N p o sitio n (S tep 2), a n d re c o rd d ifference. T h is d ifferen ce is to ta l p lu n g e r tra v el. In s e rt e x te rn a l flo at gage in v e n t h o le a n d , w ith Tool J-2 8 6 9 6 -1 0 , B T -7928, or eq u iv a le n t, a d ju st ric h m ix tu re sto p screw to o b ta in 4 /3 2 " to ta l p lu n g e r tra v el. (F ig u re 83)

F igure 81 R em oving Rich M ix tu re S to p S c re w

7.

R e m o v e lean m ix tu re sc re w p lu g a n d th e ric h m ix tu re sto p screw p lu g fro m a ir h o rn , u sin g a su ita b le sized p u n c h . (F ig u re 82)

11.

m

LEAN M IX T U R E SCREW PLUG

PH

PUNCH

|~3~| RICH M IX T U R E STOP SCREW PLUG

Figure 8 2 R em oving Lean and Rich M ix tu re S to p S c re w Plugs

8. 9. 10.

R e in s ta ll ric h m ix tu re sto p screw in a ir h o rn a n d b o tto m lig h tly , th e n b a c k screw o u t 1 /4 tu rn . R e in s ta ll a ir h o rn g ask et, m ix tu re c o n tro l so le n o id p lu n g e r a n d a ir h o rn to c a rb u re to r. A d ju s t M / C S o len o id P lu n g e r tra v e l. a. In s e rt flo a t gage d o w n “ D ” s h a p e d ven t hole. P re ss d o w n o n gag e a n d release, o b se rv in g th a t th e gag e m o v es freely a n d does n o t b in d . W ith gag e released , (p lu n g e r

12.

W ith so len o id p lu n g e r tra v e l c o rre c tly set, in stall p lu g s (su p p lie d in service k its) in th e a ir h o rn , as follow s: a. In s ta ll p lug, h o llo w en d d o w n , in to th e access h o le to lean m ix tu re (so len o id ) screw , a n d use su ita b ly sized p u n c h to d riv e p lu g in to th e a ir h o rn u n til th e to p o f p lu g is even w ith th e low er. P lu g m u st be in sta lle d to re ta in th e screw se ttin g an d to p re v e n t fuel v a p o r loss. b. In s ta ll p lu g , w ith h o llo w end d o w n , o v e r th e ric h m ix tu re sto p screw access h o le, a n d d riv e p lu g in to p lace so th a t th e to p o f th e p lu g is 1 /1 6 " below th e su rfa c e o f th e a ir h o rn c a stin g . (F ig u re 84) P lu g m u st be in sta lle d to re ta in screw se ttin g . C h e c k M / C so len o id d w ell a t 3000 R P M . a. D isc o n n e c t v a c u u m line to c a n is te r p u rg e valve a n d p lu g it. b. G ro u n d d ia g n o stic “ te s t” term in a l. c. R u n e n g in e u n til it is a t n o rm a l o p e ra tin g te m p e ra tu re (u p p e r ra d ia to r hose h o t) an d in clo sed loop.

6E8-96 DRIVEABILITY AND EMISSIONS - CARBURETED

Figure 8 5 Idle A ir Bleed V a lve -L ette r Id e n tific a tio n Lo ca tio n

m

RICH M IX T U R E STOP SCREW PLUG

m

D IM E N S IO N -1 .6 mm (1 /1 6 ” 0 BELOW SURFACE

m m m

LEA N M IX T U R E SCREW PLUG

LOWER EDGE OF HOLE UPPER SURFACE OF PLUG

Figure 8 4 In s ta llin g Lean and Rich M ix tu re S to p S c re w Plugs

d.

Check M/C dwell at 3000 RPM. 1) If within 10°-50°, calibration is complete. 2) If higher than 50°, check carburetor for cause of rich condition. 3) If below 10°, look for cause of lean engine condition such as vacuum leaks. If none found, check for cause of lean carburetor.

Idle M ixture and Speed Adjustm ent A cover is in place over the idle air bleed valve, and the access holes to the idle mixture needles are sealed with hardened plugs, to seal the factory settings, during original equipment production. These items are NOT to be removed unless required for cleaning, part replacement, improper dwell readings, or if the System Performance Check indicates the carburetor is the cause of the trouble. 1. Idle air bleed cover. a. Pry off and discard idle air bleed cover. A missing cover indicates that the idle air bleed valve setting has been changed from its original factory setting. b. With cover removed, look for presence (or absence) of a letter identification on top of idle air bleed valve (Figure 85). c. If NO identifying letter appears on top of the valve, begin P R O C E D U R E A , below. If the valve IS identified with a letter, begin PROCEDURE B .

Procedure A (No Letter on Idle Air Bleed Valve)

Carburetors WITHOUT letter identification on the idle air bleed valve are adjusted by: 1. P R E S E T T IN G T H E ID L E A IR BLE ED V A L V E to a gage dimension if the idle air bleed valve was serviced prior to on-vehicle adjustment. (Only necessary if idle air bleed valve was serviced prior to on-vehicle adjustment.) a. Install idle air bleed valve gaging Tool J-33815-2, BT-8253-B, or equivalent, in throttle side “D” shaped vent hole in the air horn casting. The upper end of the tool should be positioned over the open cavity next to the idle air bleed valve. (Figure 86) b. While holding the gaging tool down lightly, so that the solenoid plunger is against the solenoid stop, adjust the idle air bleed valve so that the gaging tool will pivot over and just contact the top of the valve. The valve is now preset for on-vehicle adjustment (Figure 87). c. Remove gaging tool. 2 . A D J U S T I N G T H E ID L E A IR BLE ED V A L V E on the vehicle to obtain correct dwell reading. a. Disconnect vacuum hose from canister purge valve and plug it. b. Start engine and allow it to reach normal operating temperature. c. While idling in Drive (Neutral for manual transmission), use a screwdriver to slowly turn valve counterclockwise or clockwise, until the dwell reading varies within the 25-35° range, attempting to be as close to 30° as possible. Perform this step carefully. The air bleed valve is very sensitive and should be turned in 1/8 turn increments only. d. If, after performing Steps b and c above, the dwell reading does not vary and is not within the 25-35° range, it will be necessary

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-97 to rem o v e th e plu g s a n d to a d ju st th e idle m ix tu re needles.

ID L E M I X T U R E NEEDLE R E M O V A L - o n l y if n ecessary: 1.

2. 3.

4.

m

GAGING TOOL - J-33815-2/BT8253-8

f T ] GUIDE ( 1 1 IDLE AIR BLEED V A LV E

[T l

PLUG

R e m o v e th e c a rb u r e to r from th e en g in e, fo llo w in g n o rm a l service p ro c e d u re s, to g ain access to th e p lu g s co v e rin g th e idle m ix tu re needles. In v e rt c a rb u re to r a n d d ra in fuel in to a su ita b le c o n ta in e r. P lac e c a rb u r e to r on a su ita b le h o ld in g fix tu re , w ith m a n ifo ld side up. U se c a re to av o id d a m a g in g lin k ag e, tubes, a n d p a rts p ro tr u d in g fro m a ir h o rn . M a k e tw o p a ra lle l c u ts in th e th ro ttle b o d y , o n e on eac h side o f th e lo c a to r p o in ts b e n e a th th e idle m ix tu re need le p lu g (m a n ifo ld side), w ith a h a c k sa w (F ig u re 88). T h e c u ts sh o u ld re a c h d o w n to th e steel p lu g , b u t sh o u ld n o t e x te n d m o re th a n 1 /8 " b e y o n d th e lo c a to r p o in ts. T h e d ista n c e b etw ee n th e saw c u ts d e p e n d s on th e size o f th e p u n c h to be u sed.

SOLENOID PLUNGER

P H METERING ROD

F igure 8 6 In sta llin g Idle A ir Bleed V alve G a ging Tool

m

RECESSED ID L E M IX T U R E NEEDLE A N D PLUG LO CATIO NS

[~ 2 l LOCATOR POINTS

pn

[ T ] F L A T PUNCH | j j j CENTER PUNCH j j j - | PLUG

HACKSAW SLOTS

Figure 88 R em oving Idle N eedle Plugs

5.

PH

TOOL CONTACTING VALVE

|~2~1

GUIDE

f~3 I

ID LE A IR BLEED V A L V E

fT ]

G AG ING T O O L -J -3 3 8 1 5 -2 /B T 8 2 5 3 B (1.7 5 6 " HIG H )

l~5~l

PLUNGER A G A IN S T STOP

Figure 8 7 P o s itio n in g Idle A ir B leed Valve

6. 3.

P la c e a flat p u n c h n e a r th e e n d s o f th e saw m a rk s in th e th r o ttle body. H o ld th e p u n c h at a 45° an g le a n d d riv e it in to th e th ro ttle b o d y u n til th e c a stin g b re a k s aw ay, ex p o sin g th e steel plug. T h e h a rd e n e d p lu g w ill b re a k , ra th e r th a n re m a in in g in ta c t. It is n o t n ec essary to rem o v e th e p lu g in one piece, b u t rem o v e th e loose pieces. R e p e a t th is p ro c e d u re w ith th e o th e r m ix tu re needle.

S E T T IN G T H E ID L E M I X T U R E N E E D L E S (IF N E C E S S A R Y ) w h e re c o rre c t d w ell re a d in g c o u ld n o t be o b ta in e d w ith idle a ir bleed valve a d ju stm e n t. a. U sin g Tool J-29030, B T -7610B , or e q u iv a len t, tu rn b o th idle m ix tu re needles

6E8-98 DRIVEABILITY AND EMISSIONS - CARBURETED

b.

4.

clo ck w ise u n til th e y a re lig h tly seated , th e n tu r n each m ix tu re n eed le c o u n te rc lo c k w ise th e n u m b e r o f tu rn s specified in a p p lic ab le Sec. 6C. R e in sta ll c a rb u re to r on en g in e u sin g a new flan g e m o u n tin g g ask et, b u t d o n o t install a ir c le a n e r a n d g ask et a t th is tim e.

Procedure B (Letter Appears on Idle Air Bleed Valve) C a rb u re to r W I T H le tte r id e n tific a tio n o n th e idle a ir bleed valve a re a d ju ste d by:

S E T T IN G T H E ID L E A IR B L E E D V A L V E t o a gage d im e n sio n , a n d a. In sta ll a ir b leed valve g ag in g T o o l J - 3 3 8 15-2, B T -8253-B , o r e q u iv a le n t, in th r o ttle side “ D ” sh a p e d ven t h o le in th e a ir h o rn castin g . T h e u p p e r en d o f th e tool sh o u ld be p o sitio n e d o v er th e o p e n cav ity n e x t to th e id le a ir b leed valve. (F ig u re 86) b. W h ile h o ld in g th e gag in g to o l d o w n lig h tly , so th a t th e so le n o id p lu n g e r is a g a in st th e so len o id sto p , a d ju s t th e id le a ir b leed valve so th a t th e g ag in g to o l w ill p iv o t o v er an d ju s t c o n ta c t th e to p o f th e valve. (F ig u re 87) T h e v alve is n o w set p ro p e rly . N o fu rth e r a d ju s tm e n t o f th e valve is n ecessary . c. R e m o v e g ag in g tool.

2.

d.

R E A D J U S T IN G ID L E A IR B L E E D V A L V E to fin alize c o rre c t dw ell read in g . (O n ly n ecessary if idle m ix tu re n eed les re q u ire d se ttin g in S tep 3, ab o v e.) a. S ta rt en g in e a n d ru n u n til fully w a rm , a n d re p e a t “ A D J U S T I N G T H E A I R B L E E D V A L V E ” , S tep 2, above. b. I f u n a b le to set dw ell to 25-35°, a n d th e dw ell is belo w 25°, tu r n b o th m ix tu re n eed les c o u n te rc lo c k w ise an a d d itio n a l tu rn . I f dw ell is ab o v e 35°, tu r n b o th m ix tu re n eed les c lo ck w ise an a d d itio n a l tu rn . R e a d ju st id le a ir b leed valve to o b ta in dw ell lim its. A fte r a d ju s tm e n ts a re co m p le te , seal th e idle m ix tu re n eed le o p en in g s in th e th r o ttle b ody, u sin g silico n e se a la n t, R T V ru b b e r, o r e q u iv a le n t. T h e sealer is re q u ire d to d isc o u ra g e u n n e c e ssa ry a d ju s tm e n t o f th e se ttin g , a n d to p re v e n t fuel v a p o r loss in th a t area. O n v e h ic le s W IT H O U T a c a r b u r e to r m o u n te d I d le S p e e d C o n tr o l o r Id le L o a d C o m p en sato r, adjust curb idle speed if n ecessary. C h e c k , a n d o n ly if n e cessary a d ju st, fa st idle sp eed as d e sc rib e d o n V eh icle E m issio n C o n tro l In fo rm a tio n label.

1.

c.

A D J U S T IN G THE ID L E M IX T U R E N E E D L E S o n th e vehicle to o b ta in c o rre c t dw ell readings. a. R em o v e idle m ix tu re n ee d le plugs, fo llo w in g in s tru c tio n s in P R O C E D U R E A , N u m b e r 2, p a rt d, Steps 1-6 only. b. U sin g T o o l J-29030-B , B T -7610-B , o r e q u iv a le n t, tu r n each idle m ix tu re needle

e. f.

clo ck w ise u n til lig h tly seated , th e n tu rn each m ix tu re need le c o u n te rc lo c k w ise 3 tu rn s. R e in sta ll c a rb u re to r on engine, using a new flan g e m o u n tin g g ask et, b u t do n o t in stall a ir c le a n e r o r g a sk et a t th is tim e. D isc o n n e c t v a c u u m h o se to c a n iste r p u rg e valve a n d p lug it. S ta rt e n g in e a n d allo w it to reach n o rm a l o p e ra tin g te m p e ra tu re . W h ile id lin g in D riv e (N e u tra l fo r m a n u a l tra n sm issio n ), ad ju st b o th m ix tu re needles eq u ally , in 1 /8 tu r n in c re m e n ts, u n til dw ell re a d in g v aries w ith in th e 25-35° range, a tte m p tin g to be as clo se to 30° as possible. I f re a d in g is to o low , tu r n m ix tu re needles co u n te rc lo c k w ise. I f re a d in g is to o h igh, tu r n m ix tu re needles clockw ise. A llo w tim e fo r dw ell re a d in g to sta b ilize a fte r each a d ju stm e n t. A fte r a d ju stm e n ts a re c o m p lete , seal th e idle m ix tu re n eedle o p e n in g s in th e th ro ttle b o d y , usin g silico n e se a la n t, R T V ru b b e r, o r eq u iv a le n t. T h e se a le r is re q u ire d to d isc o u ra g e u n n e c e ssa ry re a d ju s tm e n t o f th e se ttin g , a n d to p re v e n t fuel v a p o r loss in th a t area. A d ju st c u rb idle sp eed if necessary. C h ec k , a n d if n ec essary , ad ju st fast idle speed, as d e scrib e d on th e V ehicle E m issio n C o n tro l In fo rm a tio n label.

THROTTLE PO SITION SENSOR (TPS) Adjust T h e p lu g c o v e rin g th e T P S a d ju stm e n t screw is u sed to p ro v id e a ta m p e r-re s is ta n t d esign a n d re ta in th e fa c to ry se ttin g d u rin g v eh icle o p e ra tio n . D O N O T R E M O V E th e p lug un less d ia g n o sis in d ic a te s th e T P S S en so r is n o t a d ju ste d c o rre c tly , o r it is n ecessary to rep la c e th e a ir h o rn assem bly, flo at bow l, T P S , o r T P S a d ju s tm e n t screw . T h is is a c ritic a l a d ju s tm e n t th a t m u st be p e rfo rm e d a c c u ra te ly to e n su re p ro p e r vehicle p e rfo rm a n c e a n d c o n tro l o f e x h a u st em issions. R em o v e T P S p lu g if n o t a lre a d y re m o v ed . TPS Plug Removal 1.

2.

3.

U sin g a 2 m m ( 5 /6 4 " ) d rill, d rill a 1 /1 6 " to 1 /8 " d eep h o le in a lu m in u m p lu g co v e rin g T P S a d ju s tm e n t screw . (F ig u re 89) U se c a re in d rillin g to p re v e n t d a m a g e to a d ju s tm e n t screw head. S ta rt a N o . 8, 1 /2 " lo n g self-ta p p in g screw in d rille d h o le tu rn in g screw in o n ly en o u g h to e n su re g o o d th re a d e n g a g e m e n t in hole. P la c in g a w id e-b lad e s c re w d riv e r betw een screw h e a d a n d a ir h o rn castin g , p ry a g a in st screw h e a d to rem o v e plug. D IS C A R D P L U G .

TPS Adjustment A d ju s tm e n t is re q u ire d if v o lta g e is d iffe re n t th a n sp e cificatio n s by m o re th a n -[-.05 volts. 1. U sin g T o o l J-2 8696 o r e q u iv a le n t, re m o v e T P S a d ju s tm e n t screw (F ig u re 90).

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-99 Remove or Disconnect 1.

2. 3.

2 . C o n n e c t d ig ita l v o ltm e te r J2 9 1 2 5 -A fro m T P S

3.

c o n n e c to r c e n te r “ C ” to b o tto m te rm in a l “ C ” . (J u m p e rs fo r access c a n be m a d e u sin g te rm in a ls 12014836 a n d 12014837). W ith ig n itio n O N , en g in e sto p p e d , re in sta ll T P S a d ju s tm e n t screw a n d w ith T o o l J-28696, B T -7 9 6 7 A o r e q u iv a le n t q u ic k ly a d ju st screw to o b ta in specified T P S v o lta g e w ith A / C off, th r o ttle p o sitio n sp ecified in F ig u re 90.

p n TPS ADJUSTMENT SCREW [ 2 | TOOL—J28696/BT7967A Figure 9 0 TPS A d ju s tm e n t S c re w

4.

A fte r a d ju stm e n t, in sta ll n ew p lu g (su p p lie d in serv ice k its) in a ir h o rn , d riv in g p lu g in p la ce u n til flu sh w ith ra ise d p u m p lev er b o ss o n castin g .

N O T IC E : P lu g m u s t be in sta lle d to re ta in th e T P S a d ju s tm e n t screw se ttin g . I f p lu g is n o t av ailab le, re m o v e screw a n d a p p ly D e lc o T h re a d lo c k A d h e siv e X -1 0 o r e q u iv a le n t to screw th re a d s, th e n re p e a t a d ju s tm e n t. 5.

C le a r tro u b le co d e m e m o ry a fte r a d ju stm e n t.

M / C S o lenoid a n d T P S ele c tric al c o n n e c to r. Id le sp eed c o n tro l o r id le sp eed so le n o id e le c trical c o n n e c to r. A ir h o rn : a. A tta c h in g screw s a n d rem o v e idle speed c o n tro l o r, idle sp eed so le n o id o r idle load c o m p e n sa to r. b. U p p e r c h o k e lev er fro m th e en d o f c h o k e sh a ft by re m o v in g re ta in in g screw . R o ta te u p p e r c h o k e lev er to rem o v e c h o k e ro d from slo t in lever. c. C h o k e ro d fro m lo w er lever in sid e th e float bow l c astin g . R e m o v e ro d by h o ld in g lo w er lev er o u tw a rd w ith sm all s c re w d riv e r an d tw istin g ro d co u n te rc lo c k w ise. d. P u m p lev er fro m p u m p lin k (F ig u re 91). e. F r o n t v a c u u m b re a k h o se fro m tu b e o n flo at bow l. f. A ir h o rn -to -b o w l screw s; th e n rem o v e th e tw o c o u n te rs u n k a tta c h in g screw s lo c a te d n e x t to th e v e n tu ri. g. A ir h o rn fro m flo at bow l by liftin g it s tra ig h t up.

S o le n o id -m e te rin g ro d p lu n g e r by liftin g stra ig h t u p (F ig u re 92). A ir h o rn g ask et by liftin g it fro m th e dow el lo c a tin g p in s on flo at bow l. D IS C A R D G A SK ET. S ta k in g h o ld in g T P S in b o w l as follow s: a. L ay a flat to o l o r m e ta l piece a cro ss bow l c a stin g to p ro te c t g a sk e t sealing su rface. b. U se a sm a ll sc re w d riv e r to d ep ress T P S se n so r lig h tly a n d h o ld a g ain st sp rin g te n sio n . c. O b serv in g safety p re c a u tio n s , p ry u p w a rd w ith a sm all chisel o r e q u iv a le n t to re m o v e bow l sta k in g , m a k in g su re p ry in g fo rc e is ex e rte d a g a in st th e m e ta l p iece a n d n o t a g a in st th e bow l castin g . d. P u sh u p fro m b o tto m on e le c tric al c o n n e c to r a n d rem o v e T P S a n d c o n n e c to r assem b ly fro m bow l.

6E8-100 DRIVEABILITY AND EMISSIONS - CARBURETED 4.

C are fu lly lo w er a ir h o rn assem b ly o n to flo a t bow l w h ile p o sitio n in g th e T P S A d ju s tm e n t L e v e r ov er th e T P S sen so r, a n d g u id in g p u m p p lu n g e r stem th ro u g h seal in a ir h o rn castin g . T o ease in sta lla tio n , in se rt a th in sc re w d riv e r b etw een a ir h o rn g ask e t a n d flo at b o w l to raise th e T P S A d ju s tm e n t L e v er p o sitio n in g it o v er th e T P S sen so r. (F ig u re 93)

5.

A ir h o rn screw s a n d lo c k w a sh e rs, a n d tw o c o u n te rs u n k screw s (lo c a te d n ex t to th e c a rb u re to r v e n tu ri a rea ). T ig h te n all screw s evenly a n d securely, fo llo w in g a ir h o rn screw tig h te n in g sequence.

6.

F r o n t v a c u u m b re a k a n d b ra c k e t assem b ly on th e a ir h o rn , u sin g tw o a tta c h in g screw s. T ig h te n screw s securely.

7.

P u m p lin k to p u m p lever.

8.

C h o k e ro d in to lo w er c h o k e lever in sid e bow l cavity. In s ta ll c h o k e ro d in slo t in u p p e r ch o k e lever, a n d p o sitio n lever on en d o f ch o k e sh aft, m a k in g su re flats on e n d o f sh a ft align w ith flats in lever. In s ta ll a tta c h in g screw a n d tig h te n secu rely . W h en p ro p e rly in sta lle d , th e lever will p o in t to th e re a r o f th e c a rb u re to r, a n d th e n u m b e r on th e lever w ill face o u tw a rd .

9.

Id le speed c o n tro l m o to r.

-►+ Install or Connect T P S a n d c o n n e c to r assem b ly in flo a t b o w l by a lig n in g g ro o v e in e le c tric a l c o n n e c to r w ith slot in flo a t b o w l ca stin g . P u s h d o w n o n c o n n e c to r a n d se n so r a ssem b ly so th a t c o n n e c to r a n d w ires a re lo c a te d below b o w l c a stin g surface. Be su re g reen T P S a c tu a to r p lu n g e r is in p la ce in a ir h o rn .

10.

M / C so le n o id , T P S a n d id le sp eed c o n tro l o r idle sp eed so le n o id ele c tric al c o n n e c to rs.

11.

C le a r tro u b le co d e m e m o ry a fte r re p la c e m en t.

12.

C h e c k T P S v o ltag e a n d re fe r to T P S a d ju s tm e n t p ro c e d u re if re q u ire d .

M IX T U R E CO NTRO L SO LENO ID Checking Plunger Travel M ix tu re c o n tro l so len o id p lu n g e r tra v e l sh o u ld be c h e c k e d b efo re p ro c e e d in g w ith an y c a rb u re to r a d ju s tm e n ts o r d isassem b ly .

[T ]

A IR HORN

|~2~1 TPS

ADJUSTMENT LEVER

FT] TPS ELECTRICAL CONNECTOR Figure 9 3 In s ta llin g A ir Horn

2.

3.

A ir h o rn , h o ld in g d o w n on p u m p p lu n g e r assem b ly a g a in st r e tu r n sp rin g te n sio n , a n d a lig n in g p u m p p lu n g e r stem w ith h o le in g asket, a n d a lig n in g h o les in g a sk e t o v e r T P S p lu n g e r, so le n o id p lu n g e r re tu r n sp rin g , m e te rin g ro d s, so le n o id a tta c h in g screw and e le c trical c o n n e c to r. P o sitio n g a sk e t o v er th e tw o dow el lo c a tin g p in s on th e flo a t bow l. S o le n o id -m e te rin g ro d p lu n g e r, h o ld in g d o w n on a ir h o rn g a sk e t a n d p u m p p lu n g e r assem b ly , a n d alig n in g slo t in e n d o f p lu n g e r w ith so len o id a tta c h in g screw .

U sin g F lo a t G a g e J-9 7 8 9 -1 3 0 , B T -7720, o r e q u iv a le n t, (u sed to c h e c k flo a t level se ttin g e x te rn a lly ), in se rt gage in th e v e rtic a l “ D ” sh a p e d ven t h o le in th e a ir h o rn castin g , n ex t to th e Id le A ir B leed C o v er. (F ig u re 94) It m ay be n e cessary to file o r g rin d m a te ria l o ff th e gage to allow it to e n te r th e v en t h o le freely. G a g e w ill be used to ch e ck to ta l m ix tu re c o n tro l so len o id p lu n g e r trav e l. W ith en g in e off, a ir c le a n e r a n d g a sk e t rem o v ed , m e a su re m ix tu re c o n tro l so le n o id p lu n g e r tra v e l as follow s: 1.

In s e rt flo a t gage d o w n “ D ” sh a p e d v en t hole. P re ss d o w n o n gage a n d release, o b se rv in g th a t th e gage m oves freely a n d d o es n o t b ind. W ith gage rele ase d , (p lu n g e r U P p o sitio n ), re a d a t eye level a n d re c o rd th e re a d in g o f th e gage m a rk (in in ch e s) th a t lines up w ith th e to p o f a ir h o rn c astin g , (u p p e r edge).

2.

L ig h tly p ress d o w n on gage u n til b o tto m e d , (p lu n g e r D O W N p o sitio n ). R e a d a n d re c o rd m m (in ch e s) th e re a d in g o f th e gage m a rk th a t lines u p w ith to p o f a ir h o rn casting.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-101 3.

3.

4.

H o ld in g th e so le n o id p lu n g e r in th e D O W N p o sitio n , use T o o l J-2 8 6 9 6 -10, B T -7928, o r e q u iv ale n t, to tu rn lean m ix tu re (so len o id ) screw c o u n te rc lo c k w ise u n til th e p lu n g e r b re a k s c o n ta c t w ith th e g ag in g tool. T u rn slow ly clo ck w ise u n til th e p lu n g e r ju s t c o n ta c ts th e gag in g tool. T h e a d ju s tm e n t is c o rre c t w h en th e so len o id p lu n g e r is c o n ta c tin g B O T H th e S O L E N O ID S T O P a n d th e G A G I N G T O O L . (F ig u re 96)

S u b s tra c t gage U P p o s itio n (S tep 1) fro m gage D O W N p o sitio n S tep 2), a n d re c o rd d ifference. T h is d ifferen ce is to ta l p lu n g e r tra v e l. I f to ta l p lu n g e r tra v e l (S te p 3) is b etw een 2.4 m m a n d 4 .8 m m (2 /3 2 " a n d 6 /3 2 " ) , p ro c e e d to Id le A ir B leed V alve A d ju s tm e n t. I f it is less th a n 2.4 m m ( 2 /3 2 " ) o r g re a te r th a n 4.8 m m ( 6 /3 2 " ), a d ju s t m ix tu re c o n tro l so le n o id p lu n g e r tra v e l in d ic a te d below .

Adjusting Plunger Travel 1.

2.

R e m o v e a ir h o rn , m ix tu re c o n tro l so len o id p lu n g e r, a ir h o rn g a sk e t a n d p la stic filler b lo c k , u sin g n o rm a l serv ice p ro c e d u re s. R e m o v e th r o ttle sid e m e te rin g ro d. In s ta ll m ix tu re c o n tro l so le n o id g ag in g to o l, J-3 3815-1, B T -8 2 5 3 -A , o r e q u iv a le n t, o v e r th e th r o ttle side m e te rin g je t ro d gu id e, a n d te m p o ra rily re in sta ll th e so len o id p lu n g e r in to th e so le n o id body. (F ig u re 95)

M l

T O O L J286 96 -1 0 /B T 7 9 2 8

pH

LEAM M IX T U R E SCREW

jjT j

PLUNG ER C O N T A C T IN G S O LE N O ID STOP A N D G A G IN G TO O L

r~4~|

G A G IN G T O O L J3 3 8 1 5-1 /B T 8 2 5 3 -A (1 .3 0 4 " HIG H)

F igure 9 6 A d ju s tin g Lean M ix tu re S cre w

I f th e to ta l d iffe re n c e in a d ju s tm e n t re q u ire d less th a n 3 /4 tu r n o f th e lean m ix tu re (so le n o id ) screw , th e o rig in a l se ttin g w as w ith in th e m a n u f a c tu r e r’s sp ecificatio n s.

m

LEA N M IX T U R E (SO LENO ID)SCREW

PH

SO LE N O ID PLUNGER

GO

G AG IN G T O O L J3 3 8 1 5-1/B T 8 2 5 3 -A

4.

R em o v e so le n o id p lu n g e r a n d g ag in g to o l, a n d re in sta ll m e te rin g ro d a n d p la stic filler b lo ck .

5.

In v e rt a ir h o rn , a n d rem o v e ric h m ix tu re sto p screw fro m b o tto m side o f a ir h o rn , u sin g T o o l J-28696-4, B T 7 9 6 7 A o r e q u iv a le n t. (F ig u re 97).

6.

R em o v e lea n m ix tu re screw p lu g a n d th e ric h m ix tu re sto p screw p lu g fro m a ir h o rn , u sin g a su ita b le sized p u n c h . (F ig u re 98)

7.

R e in sta ll ric h m ix tu re s to p screw in a ir h o rn a n d b o tto m lig h tly , th e n b a c k screw o u t 1 /4 tu rn .

8.

R e in sta ll a ir h o rn g a sk et, m ix tu re c o n tro l so le n o id p lu n g e r a n d a ir h o rn to c a rb u re to r.

9.

In s e rt e x te rn a l flo at gage in v en t h o le a n d , w ith T o o l J-28696-10, B T -7928, o r e q u iv a le n t, a d ju st ric h m ix tu re sto p screw to o b ta in 4 /3 2 " to ta l p lu n g e r trav el. (F ig u re 99)

M ETER IN G JE T ______________________

Figure 9 5 M /C S o le n o id G aging Tool

6E8-102 DRIVEABILITY AND EMISSIONS ■CARBURETED 10.

m

A IR HORN (IN V E R T E D )

| 2 |

RICH M IX T U R E STOP SCREW

|~3~|

LEA N M IX T U R E SCREW PLUG

W ith so len o id p lu n g e r trav el c o rre c tly set, in sta ll plu g s (su p p lie d in service k its) in th e a ir h o rn , as follow s: a. In s ta ll plug, h o llo w e n d d o w n , in to th e access h o le to lean m ix tu re (so len o id ) screw , a n d use su ita b ly sized p u n c h to d riv e p lu g in to th e a ir h o rn u n til th e to p o f th e p lu g is even w ith th e lo w er ed g e o f hole c h a m fe r. (F ig u re 100) P lu g m u st be in sta lle d to re ta in th e screw se ttin g a n d to p re v e n t fuel v a p o r loss.

Figure 9 7 Rich M ix tu re S to p S cre w

m fT ~ | LE A N M IX T U R E SCREW PLUG

RICH M IX T U R E STOP SCREW PLUG

| 2 | PUNCH

|~2~1. D IM E N S IO N -1 .6 mm (1 /1 6 "0 BELOW SURFACE

m

TT1

LOWER EDGE OF HO LE

PH

LEAN M IX T U R E SCREW PLUG

i"5~j

UPPER SURFACE OF PLUG

RICH M IX T U R E STOP SCREW PLUG

F igure 9 8 M ixtu re S cre w Plugs

F igure 1 0 0 In s ta lle d S c re w Plugs

b.

In s ta ll p lug, w ith h o llo w e n d d o w n , o v e r th e ric h m ix tu re sto p screw access h o le, a n d d riv e p lu g in to p lac e so th a t th e to p o f th e p lu g is 1 /1 6 " b elo w th e su rfa c e o f th e a ir h o rn castin g . (F ig u re 100) P lu g m u s t be in sta lle d to re ta in screw settin g .

Remove or Disconnect 1.

M / C so len o id a n d T P S e le c tric a l c o n n e c to r.

RICH M IX T U R E STOP SCREW

2. Id le sp eed c o n tro l e le c tric a l c o n n e c to r.

TOO L —J28696-10/BT 7928

3.

G AG E—J9789-13/BT7720 LEAN M IX T U R E SCREW HOLE

Figure 9 9 A d ju s tin g Rich M ix tu re S to p S cre w

A ir h o rn : a. A tta c h in g screw s a n d re m o v e idle speed co n tro l. b. U p p e r c h o k e lever fro m th e e n d o f ch o k e sh a ft by re m o v in g re ta in in g screw . R o ta te u p p e r c h o k e lever to re m o v e c h o k e ro d fro m slo t in lever. c. C h o k e ro d fro m lo w e r le v er in sid e th e flo a t bo w l c astin g . R e m o v e ro d by h o ld in g lo w er

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-103

d.

lev er o u tw a rd w ith sm all s c re w d riv e r a n d tw istin g ro d c o u n te rc lo c k w ise, P u m p lev er fro m p u m p link. (F ig u re 101)

9.

Screw a tta c h in g so le n o id c o n n e c to r to flo at bow l a n d lift th e m ix tu re c o n tro l so le n o id an d c o n n e c to r assem b ly fro m th e flo at bow l. Install or Connect

f

1

m

1

a ir

h o rn

PUMP LEVER

(~~3 1 RETAINER

f~4~l PUMP

LIN K

F igure 101 R em oving Pum p Lever R etainer

If a serv ice re p la c e m e n t M ix tu re C o n tro l S olenoid p a c k a g e is in sta lle d , th e so le n o id a n d p lu n g e r M U S T be in sta lle d as a m a tc h e d set. 1. M ix tu re c o n tro l so le n o id a n d c o n n e c to r assem b ly as follow s: a. S o len o id c are fu lly in th e flo a t c h a m b e r, a lig n in g p in o n en d o f so le n o id w ith h o le in ra ised boss a t b o tto m o f bow l. A lig n so len o id c o n n e c to r w ires to fit in slo t in bow l, o r p la stic in se rt if used. b. L e an m ix tu re (so le n o id ) screw th ro u g h ho le in so le n o id b ra c k e t a n d te n sio n sp rin g in bow l, en g a g in g first six screw th re a d s to a ssu re p ro p e r th re a d en g a g em e n t. c. M ix tu re c o n tro l so le n o id g aging T o o l, J - 3 3 8 15-1, B T -8 2 5 3 -A , o r eq u iv a le n t, o v er th e th r o ttle side m e te rin g je t ro d g u ide, a n d te m p o ra rily in sta ll so len o id p lu n g e r. (F ig u re 103)

e.

4. 5.

F r o n t v a c u u m b re a k h o se fro m tu b e o n flo at bow l. f. A ir h o rn -to -b o w l screw s; th e n rem o v e th e tw o c o u n te rs u n k a tta c h in g screw s lo c a te d n e x t to th e v e n tu ri. 9. A ir h o rn fro m flo a t b o w l by liftin g it s tra ig h t up. S o le n o id -m e te rin g ro d p lu n g e r (F ig u re 102) by liftin g s tra ig h t up. A ir h o rn g a sk e t by liftin g it fro m th e d ow el lo c a tin g p in s o n flo a t bow l. D IS C A R D GA SK ET.

m

LE A N M IX T U R E (SOLENO ID)SCREW

|~2~| S O LE N O ID PLUNG ER DO

G A G IN G T O O L J3 3 8 15 -1 /B T 82 5 3 -A

m

M E T E R IN G J E T ________________________

Figure 1 0 3 In s ta llin g M ix tu re C o n tro l S o le n o id G aging Tool

2. 6. 7.

8.

P la stic filler b lo c k o v e r flo a t bow l. C arefu lly lift e a c h m e te rin g ro d o u t o f th e g u id e d m e te rin g je t, c h e c k in g to be su re th e r e tu rn sp rin g is rem o v ed w ith ea c h m e te rin g rod. L e a n m ix tu re screw u sin g to o l J28696-10, B T -7928 o r eq u iv a le n t.

d.

H o ld in g th e so len o id p lu n g e r a g a in st th e S o len o id S top, u seT o o l J-28696-10, B T -7938, o r e q u iv a le n t, to tu r n th e lean m ix tu re (so len o id ) screw slow ly clockw ise, u n til th e so len o id p lu n g e r ju s t c o n ta c ts th e g ag in g tool. T h e a d ju s tm e n t is c o rre c t w hen th e so le n o id p lu n g e r is c o n ta c tin g B O T H th e S o len o id S to p a n d th e G a g in g T o o l (F ig u re 104).

e.

R em o v e so len o id p lu n g e r a n d gag in g tool.

A lig n so le n o id w ires w ith n o tc h in p la stic in se rt (if u sed ) a n d c o n n e c to r lugs w ith recesses in bov/1. In sta ll c o n n e c to r a tta c h in g screw . T ig h te n screw securely.

N O T IC E : D O N O T o v e rtig h te n screw , w h ich co u ld c au se d a m a g e to th e c o n n e c to r.

6E8-104 DRIVEABILITY AND EMISSIONS • CARBURETED

6.

7.

cn m m m

a n d a lig n in g ho les in g a sk et o v er T P S p lu n g e r, so le n o id p lu n g e r re tu rn sp rin g , m e te rin g rods, so len o id a tta c h in g screw and e lectrical c o n n e c to r. P o sitio n g a sk et over th e tw o dow el lo c a tin g p in s on th e flo a t bow l. S o le n o id -m e te rin g ro d p lu n g e r, h o ld in g d o w n on a ir h o rn g ask et a n d p u m p p lu n g e r assem b ly , a n d alig n in g slo t in en d o f p lu n g e r w ith so len o id a tta c h in g screw . (F ig u re 102) Be su re p lu n g e r a rm s en g ag e to p o f each m e te rin g ro d . C a re fu lly lo w er a ir h o rn assem b ly o n to flo a t bow l w hile p o sitio n in g th e T P S A d ju s tm e n t L ev er o v e r th e T P S sen so r, a n d g u id in g p u m p p lu n g e r stem th ro u g h seal in a ir h o r n casting. T o ease in sta lla tio n , in se rt a th in sc re w d riv e r b e tw ee n a ir h o rn g ask et a n d flo a t b o w l to raise th e T P S A d ju s tm e n t L e v er p o sitio n in g it o v er th e T P S sensor. (F ig u re 105)

TOO L J28696-10/B T 7928 LEA N M IX T U R E SCREW PLUNGER C O NTACTING SO LENO ID STOP A N D G AG IN G TO O L G AG ING T O O L J33815-1 /B T 8 2 53 -A (1.3 0 4 " HIGH)

Figure 104 A d ju s tin g Lean M ix tu re (S o le n oid ) S cre w

3.

P la s tic fille r b lo c k o v e r flo a t valve, p re ssin g d o w n w a rd u n til p ro p e rly se a te d (flu sh w ith bow l c a stin g su rface).

4.

In s ta ll m e te rin g ro d a n d sp rin g a sse m b ly th ro u g h h o le in p la stic filler b lo c k a n d g e n tly lo w e r th e m e te rin g ro d in to th e g u id e d m e te rin g je t, u n til la rg e en d o f sp rin g seats o n th e recess o n e n d o f je t guide.

[T ]

LEVER

R T1 TPS E LE C T R IC A L CONNECTOR

F igure 105 In s ta llin g A ir Horn

N O T IC E : D O N O T F O R C E M E T E R I N G R O D d o w n in je t. U S E E X T R E M E C A R E w h en h a n d lin g th e se c ritic a l p a rts to a v o id d a m a g e to ro d a n d sp rin g . I f serv ice re p la c e m e n t' m e te rin g ro d s, sp rin g s a n d je ts a re in sta lle d , th e y m u st be in sta lle d in m a tc h e d sets. 5.

a ir h o rn

r~2~l TPS AD JU STM EN T

M a k e su re th a t th e tu b e s a re p o sitio n e d p ro p e rly th ro u g h th e h oles in th e a ir h o rn gask et. D o n o t fo rce th e a ir h o rn a sse m b ly o n to th e bow l, b u t lo w e r it lig h tly in to place. In s ta ll a tta c h in g screw s a n d lo c k w a sh e rs, a n d tw o c o u n te rs u n k screw s (lo c a te d n e x t to th e c a rb u re to r v e n tu ri a re a ). T ig h te n all screw s evenly a n d secu rely , fo llo w in g a ir h o rn screw tig h te n in g sequence.

A ir h o rn , h o ld in g d o w n o n p u m p p lu n g e r assem b ly a g a in st r e tu r n s p rin g te n sio n a n d a lig n in g p u m p p lu n g e r stem w ith h o le in g asket,

E2SE CARBURETOR

CALIFORNIA ONLY ON-VEHICLE SERVICE E2SE CARBURETOR CALIB R A TIO N 1.

R e m o v e v en t s ta c k screw assem b ly .

2.

C o n n e c t d w ell m e te r to m ix tu re c o n tro l so le n o id dw ell c o n n e c to r.

3.

C o n n e c t ta c h o m e te r.

4. 5. 6.

B lo ck D R I V E W H E E L S a n d set p a rk in g b rak e. R u n en g in e o n h ig h step o f th e fa st idle c a m u n til sy stem is in “ closed lo o p ” (dw ell m e te r v ary in g ). R u n en g in e a t 3000 R P M a n d a d ju s t lean m ix tu re screw (F ig u re 106) to o b ta in an av e ra g e d w ell o f 35° u sin g to o l J2 8 6 9 6 -1 0 o r B T -7928. A d ju s t in sm all in c re m e n t a llo w in g tim e fo r d w ell to stabilize.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-105

7.

I f u n a b le to a d ju st, in sp e c t id le sy stem fo r leak o r re s tric tio n s (See E 2 S E C a rb u re to r U n it R e p a ir). R e tu r n to id le a n d o b serv e dw ell re a d in g . D w ell sh o u ld be v a rin g w ith in 25° to 35° a n d c a lib ra tio n is c o m p le te d . R e in sta ll v e n t stack .

fT]j LEAN

M IX T U R E SCREW

[ T ] M IX T U R E CO N TR O L SO LEN O ID |~3~| PLUG [~4~| iD L E M IX T U R E NEEDLE________

Figure 1 0 7 Idle M ix tu re N eedle

fT]

TO O L J-28696 1 0 -B /B T -7928

[ 2 | LEAN M IX T U R E SCREW P H ID LE M IX T U R E NEEDLE

F igure 106 E2SE C a rb u re to r C a lib ra tio n

I f c a lib ra tio n is n o t c o rre c t at idle, tu r n o ff en g in e a n d re m o v e c a rb u re to r fro m e n g in e to rem o v e idle m ix tu re n eed le plug. 8. R em o v e c a r b u r e to r fro m engine: a. R e m o v e a ir c le a n e r a n d gasket. b. D isc o n n e c t e le c tric a l c o n n e c to rs. c. D isc o n n e c t a c c e le ra to r linkage. d. D isc o n n e c t a u to m a tic tra n sm issio n d o w n sh ift cable, if eq u ip p e d . e. D isc o n n e c t c ru ise c o n tro l lin k ag e if e q u ip p ed . f. D isc o n n e c t fuel a n d v a c u u m lines fro m c a rb u re to r. g. R e m o v e c a rb u re to r a tta c h in g b o lts a n d c a rb u re to r. 9. R e m o v e idle m ix tu re n eed le plug. (F ig u re 107) a. In v e rt c a rb u r e to r a n d p lace o n su ita b le h o ld in g fix tu re , (m a n ifo ld side up). b. M a k e tw o p a ra lle l c u ts in th e th ro ttle b o d y , o n e on ea c h side o f th e lo c a to r p o in t, w ith a h ack saw . C u ts s h o u ld re a c h d o w n to th e steel p lu g , b u t sh o u ld n o t e x te n d m o re th a n 1 /8 " (3 .2 m m ) b e y o n d th e lo c a to r p o in t. D is ta n c e b etw een saw c u ts d e p e n d s on size o f th e p u n c h to be used. (F ig u re 108)

CD

RECESSED ID L E M IX T U R E NEED LE A N D PLUG LO C ATIO N

m H

LO CATO R PO INT

[1]

F L A T PUNCH

m

CENTER PUNCH

HACKSAW SLOTS

PLUG

Figure 108 R em oving Plug

c.

P la c e a flat p u n c h a t a p o in t n e a r th e en d s o f th e saw m a rk s in th e th r o ttle b o d y . H o ld th e p u n c h a t a 45° an g le, a n d d riv e it in to th e th r o ttle b o d y u n til th e c a stin g b re a k s aw ay, ex p o sin g th e steel p lug. (F ig u re 108)

d.

H o ld c e n te r p u n c h in v e rtic a l p o sitio n , an d d riv e it in to th e plug. N o w h o ld p u n c h at a 45° an g le, a n d d riv e p lu g o u t o f th e casting.

N O T IC E : H a rd e n e d p lu g w ill b reak , ra th e r th a n re m a in in g in ta c t. It is n o t necessary to rem o v e th e p lu g co m p lete ly , b u t rem o v e loose pieces to allow

6E8-106 DRIVEABILITY AND EMISSIONS - CARBURETED use o f idle m ix tu re a d ju stin g B T -7610B o r eq u iv a le n t).

to o l

Use c a re in d rillin g to p re v e n t d a m a g e to a d ju s t m e n t s c r e w head.

(J-29030, 2.

10.

11.

12.

13.

14.

15.

R e in sta ll c a r b u r e to r o n e n g in e tig h te n in g n u ts to 18 N - m (160 in .lb s.) a. D o n o t in sta ll a ir c le a n e r a n d gask et. b. D isc o n n e c t th e bow l v en t line a t c a rb u re to r. c. D is c o n n e c t h o se a t te m p e ra tu re se n so r on a ir c le a n e r a n d p lu g hose. e. D is c o n n e c t E G R a n d c a n is te r p u rg e hoses a t c a rb u re to r a n d c a rb u re to r p o rts. R u n en g in e o n h ig h ste p o f th e fast idle c a m u n til sy stem is in “ clo sed lo o p ” (d w ell m e te r n eedle v ary in g ). R e tu r n e n g in e to id le a n d a d ju s t idle m ix tu re screw (F ig u re 106) to o b ta in a n av e ra g e dw ell a t 25° u sin g to o l J2 9 0 3 0 -B o r B T -7610-B . A d ju s t in sm a ll in c re m e n ts allo w in g tim e fo r d w ell to stab ilize. I f u n a b le to a d ju st, in sp e c t id le sy ste m fo r leak o r re stric tio n s (See E 2 S E C a r b u r e to r U n it R e p a ir). D isc o n n e c t m ix tu re c o n tro l so le n o id (fan off) a n d c h e c k fo r a 50 R P M ch an g e. I f th e re is n o t a t le a st a 50 R P M c h a n g e , in sp e ct id le a ir b leed c irc u it fo r re s tric tio n s o r leak s (see E 2 S E C a r b u r e to r U n it R e p a ir). R u n e n g in e a t 3000 R P M a n d o b serv e dw ell re ad in g . D w e ll sh o u ld be v a ry in g w ith a n av e ra g e re a d in g o f 35°. • I f n o t a t 35° av e ra g e dw ell, re p e a t lean m ix tu re screw a n d idle m ix tu re n eed le a d ju stm e n ts. C o n n e c t lin k ag e a n d ho ses w h ic h w ere d isc o n n e c te d . In s ta ll v e n t screen . C h e c k a n d set idle sp eed as re q u ire d p e r V eh icle E m issio n C o n tro l In fo rm a tio n label.

3.

4.

5.

6.

U sing a sm all slide h a m m e r o r e q u iv a le n t, rem o v e steel p lu g fro m a ir h o rn . D isc o n n e c t th e T P S c o n n e c to r an d ju m p e r all th re e te rm in a ls. (J u m p e rs c an be m a d e u p usin g te rm in a ls 12014836 a n d 12014837). M ak e ju m p e rs up w ith # 1 6 , # 1 8 o r # 2 0 w ire a p p ro x im a te ly 6" long. C o n n e c t d ig ita l v o ltm e te r (J-2 9 1 2 5 -A ) o r e q u iv a le n t fro m T P S c o n n e c to r c e n te r te rm in a l (B ) to b o tto m te rm in a l (C ). W ith ig n itio n on, en g in e sto p p e d , tu r n th e T P S screw w ith flat b lad ed s c re w d riv e r o r eq u iv a le n t to o b ta in .26 v olts a t c u rb idle th r o ttle p o sitio n w ith A / C O F F . A fte r a d ju s tm e n t, a new c u p p lu g (su p p lied in serv ice k its) o r silicone se a la n t, R T V ru b b e r, o r eq u iv a le n t, m u st be in se rte d in a ir h o rn . I f c u p p lu g is used, th e cu p s h o u ld face o u tw a rd a n d be flu sh w ith a ir h o rn castin g .

THROTTLE PO SITION SENSOR Checking R efe r to d iag n o sis C h a r t A -4 fo r T P S E n ric h m e n t C h eck. T ro u b le C o d e 21 m a y set if T P S is m isa d ju ste d . R e fer to T ro u b le C o d e 21 fo r c o m p le te d ia g n o sis if co d e sets.

Adjustm ent A d ju s tm e n t is re q u ire d if v o lta g e is d iffe re n t th a n specificatio n s by m o re th a n + 0.05 volts. T h e c u p p lu g co v e rin g th e T P S a d ju s tm e n t screw (F ig u re 109) is u se d to p ro v id e a ta m p e r-re s is ta n t design a n d re ta in th e fa c to ry s e ttin g d u rin g veh icle o p e ra tio n . D O N O T R E M O V E th e p lu g u nless diag n o sis in d ic a te s th e T P S is n o t a d ju s te d c o rre c tly o r it is n ecessary to re p la c e th e a ir h o rn assem b ly , flo a t bow l, T P S , o r T P S a d ju s tm e n t screw . T h is is a c ritic a l a d ju s tm e n t th a t m u s t be p e rfo rm e d a c c u ra te ly a n d c a re fu lly to e n su re p ro p e r veh icle p e rfo rm a n c e a n d c o n tro l o f em issions. I f n e c e ssa ry to a d ju s t th e T P S , p ro c e e d as follow s: 1. U sin g a .078" ( 5 /6 4 " ) d rill, d rill a h o le in th e steel c u p p lu g co v e rin g th e T P S a d ju s tm e n t screw .

M IX T U R E CO NTRO L (M /C ) SO LENO ID Checking 1.

R e m o v e M / C so len o id .

2.

C o n n e c t ele c tric al c o n n e c to r re m o v e d fro m th e c a rb u re to r.

3.

G ro u n d dw ell te rm in a l.

4.

C o n n e c t v a c u u m p u m p to th e en d o f th e so len o id . (F ig u re 110)

w ith

so len o id

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-107

[~T~l

E L E C T R IC A L CONNECTOR

m

M IX T U R E C O N TR O L SOLENOID

Figure 1 1 1 M /C S o le n o id R em oval and In s ta lla tio n

r n

VACUUM PUMP

[~2~1 VACUUM GAGE I 3 | VACUUM HOSE f T ] SOLENOID TERM INALS

Figure 1 10 C h e ckin g M /C S o le n o id

6.

7.

Ig n itio n “ O N ” a n d e n g in e sto p p e d , T h is e n erg izes so len o id in lean p o stio n . A p p ly a p p ro x im a te ly 16 k P a (5" H g ) a n d h o ld . I f v a c u u m w ill n o t h o ld fo r a p p ro x im a te ly 5 seco n d s, rep la c e so len o id . D is c o n n e c t g ro u n d fro m d w ell lead a n d v a c u u m gage re a d in g sh o u ld go to zero . R e p la c e so le n o id if s tu c k in d o w n p o sitio n . Remove or Disconnect

1.

2. 3.

4.

A ir clean er. E le c tric a l c o n n e c to r a t M / C so len o id . T h re e (3) m ix tu re c o n tro l so le n o id screw s in a ir h o rn (F ig u re 111) th e n u sin g a slig h t tw istin g m o tio n , c are fu lly lift so le n o id o u t o f a ir h o rn . R e m o v e a n d d is c a rd so le n o id gask et. Seal re ta in e r a n d ru b b e r seal fro m e n d o f so le n o id ste m b e in g c a re fu l n o t to d a m a g e o r n ic k e n d o f so le n o id stem (F ig u re 112). D is c a rd seal a n d re ta in e r. C h e c k so len o id fo r leak w ith v a c u u m p u m p . R e p la c e as re q u ire d .

-►4- Install or Connect 1.

S p a c e r a n d new ru b b e r seal o n m ix tu re c o n tro l so le n o id stem m a k in g su re seal is u p a g a in st th e sp acer. T h e n , u sin g a 3 /1 6 " so c k e t a n d lig h t h a m m e r, c a re fu lly d riv e re ta in e r o n stem . D riv e re ta in e r o n ste m o n ly fa r e n o u g h to re ta in e r ru b b e r seal o n ste m leav in g a slig h t c le a ra n c e betw een th e re ta in e r a n d seal to allo w fo r seal ex p an sio n .

P rio r to in sta llin g a re p la c e m e n t m ix tu re c o n tro l so le n o id , lig h tly c o a t th e ru b b e r seal on th e en d o f th e so le n o id stem w ith a silicone g rease o r lig h t en g in e oil. 2.

M ix tu re c o n tro l so len o id w ith new gask et. A lig n so len o id ste m w ith recess in b o tto m o f bow l. U se a slig h t tw istin g m o tio n o f th e so len o id d u rin g in sta lla tio n to e n su re ru b b e r seal o n ste m is g u id ed in to recess in th e b o tto m o f th e bow l to p re v e n t d is to rtio n o r d a m a g e to th e ru b b e r seal. In s ta ll th re e (3 ) so len o id a tta c h in g sc re w s a n d tig h te n securely.

3.

M ix tu re c o n tro l so len o id e le c tric a l c o n n e c to r.

4.

P e rfo rm S y stem P e rfo rm a n c e C h eck .

PARTS INFORMATION P A R T N A M E ........................................................ G R O U P C a r b u re to r ....................................................................... 3.725 S en so r K it, T h ro ttle P o sitio n .................................. 3.764 S o len o id K it, M ix tu re C o n tro l .............................. 3.440

6E8-108 DRIVEABILITY AND EMISSIONS - CARBURETED

III—ill ECM

1”11 u ixrrrn BACK VIEW OF ECM CONNECTOR

1K 21

TPS

FRONT VIEW OF CONNECTOR

•VWW— 5V 51 OK

TPS S IG N A L

Figure 1 13 W irin g D iagram - CHART C-2F

CHART C-2F, TPS ENRICHMENT CHECK 1.

2.

T h is step c h e c k s th a t th e T P S w ill c au se a n E C M “ R ic h ” com m and w h en fu lly d e p re ssed m a n u a lly . O n so m e vehicles, th is w ill ca u se a low dw ell (full rich ). O n o th e rs it w ill not.

3.

C o d e 21 sh o u ld n o rm a lly be set.

4.

T h is ste p d istin g u ish e s b etw een a fa u lty T P S o r E C M h a r n e s s /E C M . C o d e 21 sh o u ld n o rm a lly be set, if en g in e R P M is n o t set a b o v e sp ecificatio n s.

T h is step c h ec k s fo r 5V. ref. a t T P S . I t s h o u ld be a b o u t 5 volts. I f loss o f V. R ef. w ere in th e E C M , it sh o u ld set C o d es 21 a n d 34 sin ce th is is th e sam e 5V to V a c u u m S ensor. T h e re fo re , it m u st b e an o p en in th e w ire. T h is ste p c h e ck s fo r a g ro u n d e d c irc u it. N o rm a l c irc u it sh o u ld re a d a b o u t 5 volts. C h e c k in g fo r g ro u n d e d T P S o u tp u t to T e rm in a l “ 2 ” o f E C M , o r s h o rt in w irin g to T e rm in a ls “ 2 ” a n d “ 2 2 ” fro m T P S , in d ic a te s w h e th e r fa u lt is in w irin g o r E C M . A v o ltm e te r w ith a 10 m e g o h m s re sistan ce m u st be u sed fo r a n a c c u ra te rea d in g .

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-109

1984 CCC

CHART NO. C-2F TPS ENRICHMENT CHECK •

Engine at specified idle speed in "D " (A„T.) or "N " (M.T.) and A/C off. • "Test" terminal not grounded. © Fully depress TPS plunger for 15 seconds. This should set code 21. • With engine idling, ground test terminal and check for code 21.

CD

No code 21

Code 71

I • •

0

Enrichment circuit O K. Clear long term memory.

Disconnect ground from "test" term. Disconnect TPS and check for code 21 after 15 sec. (with engine idling).

©

No code 21

Code 21

Check voltage from harness connector term. "A " to " C " with digital voltmeter J-29125 or equivalent. It should be about 5 volts.

Check voltage from harness conn, terminal "B' to " C " with digital voltmeter J-29125 or equivalent.

©

It should read about 5 volts. Under 4 volts

ChtKk for open ir. wire to ECM term, 21.

O It is faulty connection to TPS term ' A " , TPS adj. or faulty TPS.

• •

Check for idle set too high. If O K , It is faulty ECM.

•

• © After any repair clear long term memory.

ECM

F igure 1 1 4 TPS E n ric h m e n t C heck - CHART C-2F

Check for ground in wire to ECM term. "2 " and short between wires to ECM term's. "2" and "22". If not grounded or shorted, it is faulty ECM.

6E8-110 DRIVEABILITY AND EMISSIONS - CARBURETED

THROTTLE RETURN CONTROL (TRC) SYSTEM GENERAL DESCRIPTION

c.

T h e T R C sy stem (F ig u re 115) u sed on h eav y d u ty em issio n vehicles, c o n sists o f th re e m a jo r c o m p o n e n ts: • T h o ttle L e v e r A c tu a to r - M o u n te d as p a r t o f th e c a rb u r e to r assem b ly , th is d ev ice o p en s th e p rim a ry th r o ttle p la te s a p re se t a m o u n t in excess o f c u rb idle w h e n e n g in e v a c u u m is a p p lie d to it. T h is a c tu a tin g v a c u u m is c o n tro lle d b y a se p a ra te so len o id v a c u u m c o n tro l valve. • S o len o id V a c u u m C o n tro l V alve - M o u n te d se p a ra te ly fro m th e c a rb u re to r, th is off-on valve is h e ld o p en a b o v e a p re se n t n o m in a l e n g in e speed by a sig n al fro m a n en g in e sp e e d sen so r. T h e valve w h e n o p e n allo w s a v a c u u m sig n al to be a p p lie d to th e th r o ttle lev er a c tu a to r as lo n g as th e p re se n t e n g in e sp eed is exceeded. • E n g in e S p eed S w itch - M o u n te d se p a ra te ly fro m th e so le n o id v a c u u m c o n tro l valve, th is sw itc h in g dev ice m o n ito rs en g in e sp eed a t th e d is trib u to r a n d su p p lie s a c o n tin u o u s e le c tric a l sig n al to th e so le n o id v a c u u m c o n tro l v alve as lo n g as th e p re se t e n g in e sp eed is exceed ed .

DIAGNOSIS C heck h o ses fo r c ra c k in g , a b ra sio n , or d e te rio ra tio n a n d re p la c e as n ecessary . C h e c k fo r sh o rte d o r b ro k e n w ires a n d e n su re th a t e le c tric al c o n n e c to rs a re fu lly en g a g e d a t th e d is trib u to r, speed sw itc h a n d c o n tro l valve. C h e c k sy ste m fu n c tio n fo r p ro p e r o p e ra tio n a n d a d ju s t as n ecessary . 1. C o n n e c t p re c isio n ta c h o m e te r (c a p a b le o f reso lv in g 10 R P M ) to th e d is trib u to r “ T A C H ” te rm in a l. 2. S ta rt e n g in e a n d a d v a n c e th r o ttle to in d ic a te d 1890 R P M . T h r o ttle lever a c tu a to r sh o u ld be e x te n d e d a t th is speed. 3. R e d u c e th r o ttle o p e n in g to in d ic a te d 1700 R P M . T h r o ttle lev er a c tu a to r s h o u ld be r e tra c te d at th is speed. 4. I f th e th r o ttle lev er a c tu a to r o p e ra te s o u tsid e o f th e 1700 to 1890 R P M lim its, th e sp eed sw itc h is o u t o f c a lib ra tio n a n d s h o u ld b e rep la c e d . 5. I f th e a c tu a to r d o es n o t o p e ra te a t a n y speed, p ro c e e d w ith th e fo llo w in g steps. a. W ith a v o ltm e te r, c h e c k fo r v o lta g e a t th e c o n tro l v alve a n d sp eed sw itc h . T h is is ac c o m p lish e d b y c o n n e c tin g th e n e g ativ e p ro b e o f th e v o ltm e te r to th e eng in e “ g r o u n d ” a n d in se rtin g th e p o sitiv e p ro b e in th e c o n n e c to r c a v ity o f th e v o lta g e so u rc e w ire. A v o lta g e o f 12-14 v o lts sh o u ld be m e a s u re d a t th is te rm in a l o n b o th th e valve a n d sp e e d sw itch . W h e n m a k in g th is m e a s u re m e n t, it is n o t n e cessary to u n p lu g th e c o n n e c to r fro m its c o m p o n e n t. T h e v o ltm e te r p ro b e c a n be in s e rte d in th e c o n n e c to r b o d y o n th e w ire side o f th e c o n n e c to r to c o n ta c t th e m e ta l te rm in a l. b. I f v o lta g e is p re s e n t a t o n e d evice a n d n o t th e o th e r, re p a ir th e en g in e w irin g h a rn e ss as re q u ire d .

6.

I f v o ltag e is n o t p re se n t a t e ith e r device, c h e c k th e eng in e h a rn e ss c o n n e c tio n s a t th e d is trib u to r a n d / o r b u lk h e a d c o n n e c to r. R e p a ir as re q u ire d . d. I f th e p ro p e r v o lta g e exists a t e a c h device, to c h e ck fo r p ro p e r so len o id valve o p e ra tio n “ g r o u n d ” th e v a lv e-to -sw itc h c o n n e c tin g w ire te rm in a l at th e so len o id c o n n e c to r u sin g a ju m p e r w ire. T h e th ro ttle lever a c tu a to r sh o u ld e x te n d (en g in e ru n n in g ). e. I f it does n o t e x ten d , rem o v e th e ho se fro m th e so len o id side p o rt th a t co n n e cts to th e a c tu a to r hose. V isu ally c h e c k th e o rifice in th is p o r t fo r p lu gging. C le a r th e o rifice as re q u ire d . I f n o t p lu g g ed , rep la c e th e so le n o id v a c u u m c o n tro l valve. f. I f th e a c tu a to r e x te n d s in S tep D , g ro u n d th e v a lv e-to -sw itch w ire te rm in a l a t th e sp eed sw itch . I f it d o es n o t ex te n d , re p a ir th e w ire c o n n e c tin g th e speed sw itc h a n d valve. I f it does e x te n d , c h e ck th e speed sw itc h g ro u n d w ire fo r “ g ro u n d ” - it sh o u ld re a d 0 v o lts w h e n c h e c k e d w ith a v o ltm e te r w ith th e eng in e ru n n in g , c h e ck th e speed s w itc h -to -d is trib u to r w ire fo r p ro p e r c o n n e c tio n . W ith b o th th e g ro u n d a n d d is trib u to r w ires p ro p e rly c o n n e c te d a n d if th e a c tu a to r do es n o t ex te n d w h en o p e ra tin g above 1890 R P M , rep la ce th e sp eed sw itch . I f th e a c tu a to r re m a in s e x te n d e d a t all speeds, p ro c e e d as w ith th e fo llo w in g steps. a. R e m o v e c o n n e c to r fro m so len o id v a c u u m c o n tro l valve. b. I f a c tu a to r re m a in s e x te n d e d , ch e ck th e o rifice in th e valve sid e p o rt fo r p lu g g in g . I f p lu g g ed , cle a r a n d re c o n n e c t sy stem a n d rec h e c k . I f th e a c tu a to r ag a in re m a in s ex te n d e d , rem o v e th e valv e c o n n e c to r. I f th e a c tu a to r does n o t r e tra c t, rep la ce th e so len o id v a c u u m c o n tro l valve. c. I f th e a c tu a to r r e tra c ts w ith th e valve c o n n e c to r off, re c o n n e c t a n d th e n rem o v e th e speed sw itc h c o n n e c to r. I f th e a c tu a to r re tra c ts , re p la c e th e speed sw itch . I f th e a c tu a to r do es not re tra c t, th e v a lv e-to -sw itc h w ire is s h o rte d to g ro u n d in th e w irin g h arn ess. R e p a ir as re q u ire d .

Throttle Lever Actuator - Checking Procedure 1.

2.

3.

D isc o n n e c t valve to a c tu a to r h o se a t valve a n d c o n n e c t to a n e x te rn a l v a c u u m so u rc e e q u ip p ed w ith a v a c u u m gage. A p p ly 68 k P a (2 0 ") v a c u u m to th e a c tu a to r a n d seal o ff th e v a c u u m so u rce. I f th e v a c u u m gage re a d in g d ro p s, th e n th e a c tu a to r is lea k in g a n d m u st be rep la ce d . T o c h e c k th e a c tu a to r fo r p ro p e r o p e ratio n : a. C h e c k th e th ro ttle lever, sh aft, a n d lin k ag e to be su re th a t th e y o p e ra te freely w ith o u t b in d in g o r stick in g .

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-111

Figure 1 15 T h ro ttle Return C o n tro l S ystem

b.

S ta rt e n g in e a n d ru n u n til w a rm e d u p a n d idle is stab le. N o te id le rp m .

c.

A p p ly 68 k P a (2 0 ") v a c u u m to th e a c tu a to r. M a n u a lly o p e n th e th r o ttle slig h tly a n d allo w to clo se a g a in st th e e x te n d e d a c tu a to r p lu n g e r. N o te th e e n g in e rp m .

d.

R elease a n d re a p p ly 68 k P a (2 0 ") v a c u u m to th e a c tu a to r a n d n o te th e rp m to w h ic h th e en g in e sp eed in c re a se d (d o n o t assist th e a c tu a to r).

e.

I f th e rp m o b ta in e d in S tep “ D ” is n o t w ith in 150 rp m o f th a t o b ta in e d in S te p “ C ” , th e n th e a c tu a to r p lu n g e r m a y b e b in d in g d u e to d irt, c o rro sio n , v a rn ish , etc., o r th e a c tu a to r d ia p h ra g m m a y be to o w eak. I f b in d in g is n o t in d ic a te d o r c a n n o t be c o rre c te d , th e n th e a c tu a to r m u s t be rep laced .

f.

g.

R elease th e v a c u u m fro m th e a c tu a to r a n d th e e n g in e sp eed sh o u ld r e tu r n to w ith in 50 rp m o f th e id le sp eed n o te d in S T ep 2. I f it does n o t, th e p lu n g e r m a y be b in d in g d u e to d irt, c o rro sio n , v a rn is h , etc. I f th e p ro b le m c a n n o t be c o rre c te d , th e a c tu a to r m u s t be rep laced . I f th e e n g in e rp m n o te d in S tep 3 is n o t w ith in th e sp ecified T R C sp eed ran g e , th e T R C a c tu a to r m u s t be a d ju ste d . See T h r o ttle L ever A c tu a to r A d ju stin g P ro c e d u re (F ig u re 116).

•

ENG INE A T OPERATING T EM PER A TU R E

•

CHOKE W IDE OPEN

•

CAM FO LLOW ER STEPS OF FAST ID LE CAM

|~ n

AD JU ST ID LE SPEED SCREW TO O B T A IN SPECIFIED CURB ID LE R.P.M. (SEE LA B E L)

PH

APPLY 68 kPa (20” ) W ITH O UTSIDE VA C U U M SOURCE TO F U L L Y E X TE N D PLUNGER

fT~l

M A N U A L L Y OPEN T H R O T T L E S L IG H T L Y A N D T H E N RELEASE A G A IN S T PLUNGER

PH

W ITH PLUNGER HELD IN W A R D , T U R N PLUNG ER IN OR O UT TO O B T A IN SPECIFIED R.P.M. (SEE LA B E L )

F igure 1 1 6 T h ro ttle Lever A c tu a to r A d ju s tm e n t

6E8-112 DRIVEABILITY AND EMISSIONS - CARBURETED

ON-VEHICLE SERVICE ENGINE SPEED S W IT C H Figure 117 Remove or Disconnect 1. E le c tric a l c o n n e c to r. 2. E n g in e sp eed sw itch . Install or Connect 1. 2.

E n g in e sp eed sw itch . E le c tric a l c o n n e c to r.

m a E E m m

T H R O T T L E LEVER A C T U A T O R V A C U U M HOSE S O LENO ID VA C U U M C O N TR O L V A L V E M A N IF O L D V A C U U M F IT T IN G ACC ELER A TO R SUPPORT N U T —T IG H T E N TO 34 N-m (25 FT, LBS.)

Figure 1 18 S o le n o id V acuum C o n tro l V alve-4.1L

4 .1 L EN G iN E

m

N U T —T IG H T E N TO

28 N-m (20 FT.

LBS.)

p T l E LE C T R IC A L CONNECTOR | 3 | ENG INE SPEED SWITCH

Figure 1 17 Engine S peed S w itc h

S O LE N O ID V A C U U M C O N T R O L V A L V E Figures 118 and 119 4-+

Remove or Disconnect

1.

E lectrical conn ecto r

2.

V a c u u m hoses

3.

S o len o id v a c u u m c o n tro l valve Install or Connect

1.

S olen o id v a c u u m c o n tro l valve

2. 3.

V a c u u m ho ses E le c tric a l c o n n e c to r.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-113

EVAPORATIVE EMISSION CONTROL SYSTEM (EECS) GENERAL DESCRIPTION PURPOSE T h e b asic E v a p o ra tiv e E m issio n C o n tro l S ystem (E E C S ) u sed o n all v ehicles is th e c h a rc o a l fuel v a p o r c a n is te r sto ra g e m e th o d (see F ig u re 120). T h is m e th o d tra n s fe rs fuel v a p o r fro m th e fuel ta n k a n d c a rb u re to r flo at b o w l to an a c tiv a te d c a rb o n (c h a rc o a l) sto ra g e d ev ice (c a n iste r) to h o ld th e v a p o rs w h en th e vehicle is n o t o p e ra tin g . W h e n th e en g in e is ru n n in g , th e fuel v a p o r is p u rg e d fro m th e c a rb o n e le m e n t by in ta k e a ir flow a n d c o n su m e d in th e n o rm a l c o m b u stio n p ro cess.

V A PO R CANISTER, P R IM A R Y Figure 120 T h e b asic larg e size, tw o c h a m b e r clo sed b o tto m C a n is te r o p e ra te s as follow s: G a so lin e v a p o rs fro m th e fuel ta n k flow in to th e tu b e lab eled “ F u e l T a n k ” , a n d v a p o rs fro m th e

c a rb u re to r flo at bow l flow in to th e tu b e labeled “ C A R B B O W L ” , a n d a re a b so rb e d by th e c a rb o n . T h e c a n is te r is p u rg e d w h en th e e n g in e is ru n n in g above idle speed. T h e closed b o tto m desig n keeps w a te r fro m e n te rin g th e b o tto m o f th e c a n iste r, freezing, a n d re stric tin g p u rg e a ir flow. D u rin g p u rg e , a ir is d ra w n fro m th e clean side o f th e a ir c le an er, to th e tu b e on th e c a n iste r lab eled “ A I R C L N R ” , th ro u g h th e c a rb o n a n d in to th e in ta k e m a n ifo ld to be b u rn e d . Som e closed b o tto m c a n iste rs d ra w p u rg e a ir d ire c tly fro m th e a tm o sp h e re .

VA PO R CANISTER, A U X IL IA R Y Figure 121 A n A u x ilia ry F u e l V a p o r C a n is te r is a d d e d to a p rim a ry clo sed b o tto m c a n iste r to in c re a se c a p a c ity w h en d u a l fuel ta n k s a re used. O n th e b o tto m is a hose w h ich c o n n e c ts to th e p rim a ry c a n is te r’s p u rg e a ir inlet. O n to p is a p u rg e a ir inlet. V a p o r overflo w in g

m

LAR G E SIZE TWO CHAMBER CLOSED BOTTOM CAN ISTER

f T ! BOWL V E N T V A L V E

fT ]

PURGE C O N TR O L V A L V E

[~4~| C LEAN A IR TUBE " A IR C L N R "

|

5

| VAPOR FROM FUEL TANK

j

6

| VAPOR FROM BOWL VENT

|~7~1 TO MANIFOLD VACUUM SIGNAL j~8 ~| TO PORTED VACUUM ["91 VAPOR TO PURGE LINE pTol

f il t e r

[TT-1 CARBON p lT I BOTTOM COVER |~13~| DUST CAP p T | A IR FLOW

Figure 1 2 0 V a p o r C a n iste r - T w o C h a m b e r C losed B o tto m

6E8-114 DRIVEABILITY AND EMISSIONS - CARBURETED

rn

A U X IL IA R Y CANISTER

m

A IR FLOW D U R IN G PURGE

F T ! CARBON

! 5 [ DUST CAP

fin

m

F ILTER S

VAPO R FROM P R IM A R Y CANISTER

Figure 121 A u x ilia ry V a p o r C a n iste r

fro m th e p rim a ry c a n is te r is sto re d in th e a u x ilia ry c a n iste r. D u rin g p u rg e , v a p o r flow s th r o u g h th e a u x ilia ry c a n iste r, th e p rim a ry c a n is te r a n d in to th e in ta k e m a n ifo ld fo r b u rn in g d u rin g c o m b u stio n .

CANISTER PURGE CO NTRO L VALVE T h e P u rg e V alve is a sp rin g -b ia se d d ia p h ra g m valve, n o rm a lly clo sed , w h ic h allo w s o r p re v e n ts p u rg in g o f th e c a n iste r. W h e n th e e n g in e is o ff o r id lin g , th e s p rin g h o ld s th e v alve clo sed , p re v e n tin g c a n iste r p u rg e . W h e n th e en g in e is off-idle, h o w ev er, tim e d m a n ifo ld v a c u u m p u lls th e d ia p h ra g m u p w a rd , o p e n in g th e v alve a n d allo w in g th e c a n iste r to be p u rg ed .

VA PO R VE N T CO NTRO L VALVE T h e v a p o r v e n t c o n tro l valve p re v e n ts v e n tin g o f th e c a rb u re to r flo a t b o w l d u rin g e n g in e o p e ra tio n . A sp rin g -b ia se d d ia p h ra g m valve, n o rm a lly o p en , allow s (o r p re v e n ts) fuel v a p o rs fro m th e flo at b o w l to e n te r th e ca n iste r. W h e n th e en g in e is off, s p rin g te n sio n h o ld s th e v alv e o p en , a llo w in g n o rm a l v en tin g . W h en th e en g in e is tu rn e d o n , h o w ev er, m a n ifo ld v a c u u m p u lls th e d ia p h ra g m u p to clo se th e valve.

EVAPO RATIVE EM IS S IO N SY STEM -NO N -ECM CONTROLLED 4.1L-LE3, 4.8L-L25 Cal, 5.0L-LE9 Fed, 5.7L-LS9 Fed, 5.7L-LT9 Cal Engines Figures 122 or 123 T h e se sy ste m s u se th e fo llo w in g c o n tro l valves: • P u rg e c o n tro l valve m o u n te d o n th e c a n is te r • V a p o r v e n t valve m o u n te d o n th e c a n iste r. • A th e rm a l b o w l v e n t v alve (so m e a p p lic a tio n s) • A th e rm o s ta tic v a c u u m sw itc h (T V S) in sta lle d in th e in ta k e m a n ifo ld to sense e n g in e c o o la n t te m p e ra tu re . W h e n th e en g in e is s h u t off, m a n ifo ld v a c u u m is lo st a t th e v a p o r v e n t valve. T h e s p rin g lo a d e d v alve in th e v a p o r v e n t v alve no w c o n n e c ts th e c a rb u r e to r bow l v e n t to th e c a n iste r. C a rb u re to r flo at c h a m b e r v ap o rs

now p ass in to th e c a n is te r fo r sto ra g e . W h e n th e eng in e is re s ta rte d , m a n ifo ld v a c u u m d ra w s th e v a p o r vent c o n tro llin g valve a g a in st sp rin g p ressu re , clo sin g o ff th e bow l vent. P o rte d v a c u u m fro m th e c a rb u re to r is c o n n e c te d to th e TV S. W h e n th e T V S o p en s p o rte d v a c u u m o p en s th e p u rg e c o n tro l valve. W h en th e valve op en s, m a n ifo ld v a c u u m d ra w s v ap o rs fro m th e c a n iste r in to th e in ta k e m a n ifo ld . T h e th e rm a l bow l v e n t valve (T B V V ) is lo c a te d in th e se c tio n o f h o se th a t c o n n e c ts th e c a rb u re to r bow l v e n t fittin g to th e c a n iste r c o n tro l valve. T h e T B V V w ill close a n d p re v e n t v a p o r m o v e m e n t a t 32°C (90°F) a n d below . T h e T B V V will o p en a t 49°C (120°F) to p e rm it v a p o r flow to th e c a n iste r c o n tro l valve.

EV A PO RATIVE EM ISSIO N S Y STEM -EC M CONTROLLED Figure 123 T h e c o n tro llin g valves in th is sy stem are: P u rg e c o n tro l valve m o u n te d o n th e c an iste r. V a p o r v e n t valve m o u n te d o n th e ca n iste r. C a n is te r p u rg e so len o id valve c o n tro lle d by th e ECM . W h e n th e en g in e is sh u t off, fu ll m a n ifo ld v a c u u m is lo st a t th e v a p o r v en t valve. T h e sp rin g lo a d e d valve in th e v a p o r v e n t valve no w c o n n e c ts th e c a rb u re to r bo w l v e n t to th e can iste r. C a r b u r e te r flo a t c h a m b e r v a p o rs no w p a ss in to th e c a n is te r fo r sto rag e . W h e n th e en g in e is re s ta rte d , full m a n ifo ld v a c u u m d ra w s th e v a p o r v en t c o n tro llin g valve a g a in st sp rin g p re ssu re , clo sin g o ff th e bow l vent. P o rte d m a n ifo ld v a c u u m fro m th e c a rb u re to r is c o n n e c te d to th e c a n iste r p u rg e so le n o id valve. W h e n th e p u rg e so le n o id valve is d e -e n e rg ize d by th e E C M , v a c u u m w ill be a p p lie d to th e c a n is te r p u rg e valve, c a u sin g th e valve to o p en a n d v a p o rs fro m th e c a n iste r to p u rg e th r o u g h th e c a rb u re to r p u rg e p o rt. T h e E C M w ill d e -e n erg ize th e p u rg e so len o id valve a n d allo w c a n iste r p u rg e to o c c u r w h en th e fo llo w in g c o n d itio n s h av e b een m et: • E n g in e h a s b een ru n n in g fo r a p e rio d o f tim e a fte r sta rtin g . • S y stem is in closed loop. • E n g in e R P M abo v e idle speed. • S ystem n o t in A L C L m o d e. • E n g in e a t n o rm a l o p e ra tin g -te m p e ra tu re . • • •

RESULTS OF INCORRECT O PERATIO N •

•

P o o r idle, sta llin g a n d p o o r d riv e a b ility ca n be ca u se d by: • In o p e ra tiv e b o w l v e n t valve • In o p e ra tiv e p u rg e valve • D a m a g e d c a n iste r • H o se s split, c ra c k e d an d , or, n o t c o n n e c te d to th e p ro p e r tubes. E v id en ce o f fuel loss o r fuel v a p o r o d o r c a n be ca u sed by: • L iq u id fuel lea k in g fro m fuel lines, fuel p u m p o r c a r b u re to r • C ra c k e d o r d a m a g e d c a n is te r

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-115

[~n

CAN ISTER

f~2~| BOWL V E N T V A L V E m

CAN IS TE R PURGE V A L V E

f T ] A U X F U E L VAPOR CAN ISTER PICK UPS W ITH A U X . F U E L T A N K VA N S W ITH 33 G A L L O N F U E L T A N K j 5 | FUEL TANK

6

|

| AU X FUEL TAN K

| 7 | F U E L T A N K V E N T LIN E R ESTR IC TIO N

8

|

| VENT

I 9 | VA C U U M S IG N A L FOR BOWL V E N T

[TO] VAPOR

PURGE LIN E (F U L L M A N IF O L D VA C U U M )

rm

PORTED M A N IF O L D V A C U U M

[~12~| TVS | l 3 l TO EGR V A L V E |T4~! C AR BURETO R |~15l CAR BU R E TO R BOWL V E N T L IN E !~16~| A IR C LEA N ER

F igure 1 2 2 E va p o ra tive E m ission S ystem -L 6

!~T~1 CAN IS TE R

\~2J

BOWL V E N T V A L V E

PH

CAN IS TE R PURGE V A L V E

!~4~| F U E L T A N K [ 5 | AUX. FU ELTA N K [~6~| F U E L T A N K V E N T LIN E RES TR IC TIO N m |

8

V A C U U M S IG N A L FOR BOWL V E N T V A L V E | VAPOR PURGE LIN E (F U L L M A N IF O L D V A C U U M )

| 9 | PORTED M A N IF O L D VACUUM

[Tol

PCV V A L V E

fT T l T V S -F E D E R A L A P PLIC ATIO N S ELE C TR IC PURGE SO LE N O ID —C A L IF O R N IA p T | CAR BURETO R BOWL V E N T LIN E f l T | CARBURETO R

[U]

A IR CLEANER

fl5~l F U E L VAPOR CAN ISTER V E N T f l 6 | TO EGR V A L V E A N D TCC

Figure 1 2 3 E vaporative E m ission S ystem -V 8

6E8-116 DRIVEABILITY AND EMISSIONS - CARBURETED

ON-VEHICLE SERVICE

In o p e ra tiv e bow l v en t valve In o p e ra tiv e p u rg e valve D isc o n n e c te d , m isro u te d , k in k ed , d e te rio ra te d o r d a m a g e d v a p o r hoses, o r c o n tro l hoses B ow l ven t h o se m isro u te d A ir c le a n e r o r a ir c le a n e r g a sk e t im p ro p e rly seated

CANISTER Remove or Disconnect 1. 2. 3.

Install or Connect

DIAGNOSIS T h e c a n is te r p u rg e so len o id v alve o p e ra tio n is co v ered in C H A R T C-3 a t th e e n d o f th is sectio n.

FUEL VA PO R CANISTER •

•

H oses from canister Screw fro m b ra c k e t C a n iste r

1. 2. 3.

C a n iste r Screw H o ses to c a n iste r

A U X IL IA R Y V A PO R CANISTER

V isu al c h e c k o f fuel v a p o r c a n iste r. •

C ra c k e d o r d a m a g e d , re p la c e c a n iste r.

•

F u e l leak in g fro m b o tto m o f c a n iste r. R e p la c e c a n iste r a n d c h e c k o p e ra tio n o f to ta l system .

R e fe r to C H A R T C -3, C a n iste r P u rg e C h e c k fo r C a lifo rn ia c a n is te r p u rg e c o n tro lle d by a solen o id .

Functional Test ■Canister Vapor Vent Valve A p p ly a s h o rt le n g th o f h o se to th e c a r b u r e to r b o w l v a p o r tu b e o f th e c a n is te r (lo w e r tu b e ), a n d b low in to it, to d e te rm in e th a t a ir w ill p ass th e v a p o r v en t v alve in to th e c a n iste r. I f n o t p o ssib le to b lo w in to th e c a n iste r, it m u st be rep la c e d . W ith a h a n d v a c u u m p u m p , a p p ly v a c u u m 5 1 k P a (15" H g ) to th e v a c u u m sig n al tu b e o n th e d ia p h ra g m a ssem b ly co v er. T h e d ia p h ra g m sh o u ld h o ld v a c u u m fo r a t least 20 seco n d s. I f it d o es n o t, d ia p h ra g m is leak in g , a n d th e c a n is te r m u st be rep laced . W ith v a c u u m still a p p lie d to th e v a c u u m signal tu b e, ag ain a tte m p t to b lo w in to th e c a rb u r e to r bow l v a p o r tu b e o f th e c a n iste r. N o w a ir sh o u ld n o t p ass th e v a p o r v e n t valve in to th e c a n iste r, in d ic a tin g th a t th e v alve is sealing p ro p e rly . I f a ir d o es e n te r th e c a n iste r p a st th e v a p o r v e n t valve, th e v alve is n o t fu n c tio n in g p ro p e rly , a n d th e c a n is te r m u s t be rep laced . Functional Test ■Canister Purge Control Valve A p p ly a s h o rt le n g th o f h o se to th e P C V tu b e o f p u rg e valve assem b ly (lo w e r tu b e ), a n d a tte m p t to b low th ro u g h it. L ittle o r n o a ir s h o u ld p a ss in to th e c a n iste r. (A sm all a m o u n t o f a ir w ill p ass if th e c a n is te r h as a c o n sta n t p u rg e h o le.) W ith a h a n d v a c u u m p u m p , a p p ly v a c u u m 5 lk P a (15" H g ) th ro u g h th e c o n tro l v a c u u m sig n al tu b e to th e p u rg e valve d ia p h ra g m . I f th e d ia p h ra g m d o es n o t h o ld v a c u u m fo r a t least 20 seco n d s, th e d ia p h ra g m is leak in g , a n d th e c a n iste r m u s t b e rep laced . I f th e d ia p h ra g m h o ld s v a c u u m , ag ain try to b low th r o u g h th e h o se c o n n e c te d to th e P C V tu b e w hile v a c u u m is still b e in g ap p lied . A n in c re a se d flow o f a ir sh o u ld be o b serv ed . I f n o t, th e c a n is te r m u s t be rep laced .

Remove or Disconnect 1.

2. 3.

H o se S crew s fro m fe n d e r sk irt A u x ilia ry v a p o r c a n iste r Install or Connect

1.

2. 3.

A u x ilia ry v a p o r c a n iste r S crew s H o se

CANISTER HOSES R e fe r to V ehicle E m issio n C o n tro l In fo rm a tio n lab el fo r ro u tin g o f c a n iste r hoses. W h e n re p la c in g hoses, use h o se m ee tin g G M S p e cificatio n 6 1 4 8 M o r its e q u iv a le n t.

SOLENOID VALVE Remove or Disconnect 1.

2.

E le c tric a l c o n n e c to r S o len o id V alve Install or Connect

1. 2.

S olenoid valve. E lectrical connector.

T H E R M O S T A T IC V A C U U M S W IT C H (TVS) REPLACEM ENT Remove or Disconnect 1. 2. 3.

D ra in c o o la n t b elo w level o f T V S. V a c u u m hoses. T h e rm o s ta tic v a c u u m sw itc h (T V S).

OFF-VEHICLE CHECK OF THERMAL VACUUM SWITCHES T h e rm a l v a c u u m sw itch e s o p e n , close, o r sw itch v a c u u m so u rc e s w h en th e c a lib ra tio n te m p e ra tu re is re a c h e d . T h e fo llo w in g g en eral c h e c k in g p ro c e d u re s c a n be used fo r all th e rm a l v a c u u m sw itch es. R e fe r to n u m b e r sta m p e d on base o f valve o r sw itc h fo r c a lib ra tio n te m p e ra tu re .

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-117 1. 2. 3.

4.

5.

6.

A llo w TVS to co o l b elow c a lib ra tio n te m p e ra tu re . In s p e c t sw itc h to m a k e su re it is in go o d c o n d itio n . C o n n e c t v a c u u m gage(s) to o u tp u t p o rt(s) o f th e T V S . (See v a c u u m h o se sc h e m a tic o n V ehicle C o n tro l E m issio n In fo rm a tio n label.) C o m p a re v a c u u m gage re a d in g (s) w ith th e p ro c e d u re s a n d in th e T V S d e s c rip tio n s given u n d e r ea c h valve n am e. H e a t T V S to a te m p e ra tu re ab o v e th e c a lib ra tio n te m p e ra tu re . N e v e r a p p ly a to rc h o r o p en flam e d ire c tly to th e TV S. C o m p a re v a c u u m gage re a d in g to th e c o rre c t re a d in g in d ic a te d o n sw itc h o r v alve base.

N O T IC E : L e ak ag e o f u p to 7 k P a (2" H G ) v a c u u m in 2 m in u te s is a llo w a b le a n d do es n o t m e a n a defective p a rt.

7. I f o p e ra tio n is sa tisfa c to ry , re in sta ll valve o r sw itc h . I f valve o r sw itc h is defective, rep la c e w ith a new p a rt. Install or Connect 1.

2. 3. 4.

T h e rm o s ta tic v a c u u m sw itch w ith soft se ttin g se a la n t a p p lie d to m ale th re a d s. S e a la n t sh o u ld n o t be o n e n d o f TV S. T ig h te n to 14 N * m (120 in. lbs.) th e n tu rn clo ck w ise a s re q u ire d to align w ith hoses. V a c u u m hoses. A d d c o o la n t as re q u ire d .

PARTS INFORMATION P A R T N A M E ........................................................ G R O U P C a n iste r, F u e l V a p o r ................................................... 3.130 S o lenoid, F u e l V a p o r C a n is te r ................................ 3.140

6E8-118 DRIVEABILITY AND EMISSIONS - CARBURETED

[mf-ir-DCiaaf

J b i

E

m

m

EE

A

B

DASH CONNECTOR (F R O N T VJE W ) T O C A N IS T E R P U R G E V A L V E

ECM C O N N E C T O R

S O L E N O ID

(B A C K V IE W )

CO NNECTOR

DASH CO NNECTOR

Figure 1 24 W irin g D iagram - CHART C-3

CHART C-3, CANISTER PURGE CHECK 5.0L (LF3) Calif and 5.7L (LS9) Calif C a n is te r p u rg e is c o n tro lle d by a so le n o id th a t allow s m a n ifo ld v a c u u m to p u rg e th e c a n is te r w h en de-en erg ized . T h e E C M su p p lies a g ro u n d to en erg ize th e so le n o id (p u rg e off). T h e so le n o id is e n e rg iz e d (n o p u rg e ) by g ro u n d in g th e test te rm in a l w ith th e in g itio n “ O N ” a n d en g in e sto p p e d , o r w ith th e en g in e ru n n in g if th e fo llo w in g a re m et: • E n g in e ru n tim e less th a n specified. • C o o la n t te m p e ra tu re b elow a given value. • V ehicle speed b elow a given value. • T P S belo w a given value. I f th e ab o v e a re n o t m et, th e p u rg e so le n o id sh o u ld be d e -e n e rg ize d , th a t is p u rg e “ O N ” . 1.

C h e c k s to see if so le n o id is e n e rg iz e d a n d w ill n o t allo w v a c u u m to pass.

2.

C h e c k s to see if sig n a l to en e rg iz e so le n o id (L ig h t “ O N ” ) is p re s e n t a t th e so len o id . L ig h t “ O N ” is n o rm a l a n d w o u ld in d ic a te n o fa u lt in E C M o r c irc u it to so len o id .

3.

C h e c k s to see if so len o id p asses v a c u u m w h en te st te rm in a l is u n -g ro u n d e d (so le n o id d e-en erg ized ). I t s h o u ld o p en a n d k eep th e p u m p fro m b u ild in g u p a v a cu u m .

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-119

1984 CCC

CHART C-3 CANISTER PURGE VALVE CHECK Check purge hose condition and connections. Repair as necessary:

ECM

Figure 1 25 C a n iste r Purge V alve D ia g n o sis - CHART C-3

6E8-120 DRIVEABILITY AND EMISSIONS ■CARBURETED

ELECTRONIC SPARK TIMING (EST) SYSTEM GENERAL DESCRIPTION PURPOSE T h e H ig h E n e rg y Ig n itio n ( H E I) sy stem c o n tro ls fuel c o m b u stio n by p ro v id in g a sp a rk to ig n ite th e c o m p re sse d a ir /f u e l m ix tu re a t th e c o rre c t tim e. T o p ro v id e im p ro v e d en g in e p e rfo rm a n c e , fuel e c o n o m y , a n d c o n tro l o f e x h a u st em issio n s, th e E C M c o n tro ls d is trib u to r s p a rk a d v a n c e (tim in g ) w ith th e E le c tro n ic S p a rk T im in g (E S T ) system . O n ly th e E le c tro n ic S p a rk T im in g (E S T ) sy stem (F ig u re 127) w ill be d e sc rib e d h ere. A d d itio n a l in fo rm a tio n o n th e H E I sy stem is fo u n d in S ectio n 6D .

GENERAL DESCRIPTION T h e h ig h e n e rg y ig n itio n ( H E I ) sy stem (d e sc rib ed in S ectio n 6 D ) w ith E S T h a s a seven te rm in a l m o d u le . T w o d iffe re n t m o d u le te rm in a l a rra n g e m e n ts a re used d e p e n d in g o n th e d is tr ib u to r (F ig u re 126).

O + CE

M O D U LE USED W ITH IN T E G R A L C O IL D IS TR IB U TO R M O D U LE USED W ITH REM OTE C O IL D IS TR IB U TO R

Figure 1 2 6 EST D is trib u to r M o d u le s

T o p ro p e rly c o n tro l ig n itio n /c o m b u s tio n tim in g th e E C M n eed s to k n o w c ra n k s h a ft p o sitio n eng in e sp eed (rp m ) eng in e lo ad (m a n ifo ld p re s s u re o r v a c u u m ) a tm o s p h e ric (b a ro m e tric ) p re ssu re eng in e te m p e ra tu re T h e E S T sy stem c o n sists o f th e d is trib u to r m o d u le, E C M , a n d c o n n e c tin g w ires. T h e d is trib u to r h as fo u r w ires fro m th e H E I m o d u le c o n n e c te d to a fo u r te rm in a l c o n n e c to r w h ic h m a te s w ith a fo u r w ire c o n n e c to r fro m th e E C M . T h e c o n n e c to r te rm in a ls are le tte re d as sh o w n in F ig u re 0396. T h e se c irc u its p e rfo rm th e fo llo w in g fu n c tio n s: • D is tr ib u to r re fe re n ce - te rm in a l B T h is p ro v id e s th e E C M w ith R P M a n d c ra n k s h a ft p o sito n in fo rm a tio n . • R e fe re n c e g ro u n d - te rm in a l D T h is w ire is g ro u n d e d in th e d is trib u to r a n d m a k e s su re th e g ro u n d c irc u it h as n o v o lta g e d ro p

w h ic h c o u ld affect p e rfo rm a n c e. I f it is o p en , it m a y cau se p o o r p e rfo rm a n c e. • B y -P ass - te rm in a l C A t a b o u t 400 R P M , th e E C M ap p lies 5 v o lts to th is c irc u it to sw itc h s p a rk tim in g c o n tro l from th e H E I m o d u le to th e E C M . A n o p en o r g ro u n d e d b y p ass c irc u it w ill set a C o d e 42 a n d th e e n g in e w ill ru n a t b ase tim in g , p lu s a sm all a m o u n t o f ad v a n c e b u ilt in to th e H E I m o d u le. • E S T - te rm in a l A T h is c irc u it trig g e rs th e H E I m o d u le. T h e E C M d o es n o t k n o w w h a t th e a c tu a l tim in g is, b u t it d o es k n o w w h en it g ets th e referen ce signal. It th e n a d v a n c e s o r re ta rd s th e sp a rk fro m th a t p o in t. T h e re fo re, if th e b ase tim in g is set in c o rre c tly , th e e n tire s p a rk c u rv e w ill be in c o rre c t. A n o p e n in th e E S T c irc u it w ill set a C o d e 42 a n d ca u se th e en g in e to ru n o n th e H E I m o d u le tim in g . T h is w ill ca u se p o o r p e rfo rm a n c e a n d p o o r fuel ec o n o m y . A g ro u n d m a y set a C o d e 42, b u t th e en g in e w ill n o t ru n . T h e E C M uses in fo rm a tio n fro m th e M A P o r v a c u u m a n d c o o la n t sen so rs in a d d itio n to R P M to c a lc u la te s p a rk a d v a n c e as follow s. L ow M A P o u tp u t v o lta g e (h ig h v a c u u m sen so r o u tp u t v o ltag e) = m o re s p a rk ad v a n c e C o ld E n g in e = m o re sp a rk a d v a n c e H ig h V a c u u m S en so r O u tp u t V o lta g e — m o re s p a rk ad v a n c e L o w V a c u u m S ensor O u tp u t V o lta g e = less s p a rk ad v a n c e H o t E n g in e = less sp a rk a d v a n c e Results of Incorrect EST Operation D e to n a tio n c o u ld be c a u se d by low M A P o u tp u t, (h ig h vac. se n so r o u tp u t), o r h ig h re sista n c e in th e c o o la n t se n so r c irc u it. P o o r p e rfo rm a n c e co u ld be c au se d by low V A C se n so r o u tp u t) o r low re sista n c e in th e c o o la n t se n so r c ircu it. How Code 42 is Determined W h e n th e sy stem is ru n n in g on th e H E I m o d u le, th a t is, n o v o lta g e o n th e b y -pass line, th e H E I m o d u le g ro u n d s th e E S T signal. T h e E C M e x p e c ts to see no v o ltag e o n th e E S T line d u rin g th is c o n d itio n . I f it sees a v o ltag e, it sets C o d e 42 a n d w ill n o t go in to th e E S T m ode. W h en th e R P M fo r E S T is re a c h e d (a b o u t 400 R P M ) th e E C M ap p lies 5 v o lts to th e b y -p ass line an d th e E S T s h o u ld n o lo n g e r be g ro u n d e d in th e H E I m o d u le so th e E S T v o ltag e s h o u ld be v arying. I f th e b y -p ass line is o p e n , th e H E I m o d u le will n o t sw itc h to E S T m o d e so th e E S T v o lta g e w ill be low a n d C o d e 42 w ill be set. I f th e E S T line is g ro u n d e d , th e H E I m o d u le w ill sw itc h to E S T b u t b ecau se th e line is g ro u n d e d th e re w ill be n o E S T signal a n d th e en g in e w ill n o t ru n . A C o d e 42 m a y o r m ay n o t be set.

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-121

ON-VEHICLE SERVICE

DIAGNOSIS

SETTING T IM IN G T h e d e s c rip tio n , o p e ra tio n a n d fu rth e r d iag n o sis o f th e H E I sy stem c a n be fo u n d in S ectio n 6D .

Set tim in g a c c o rd in g to in s tru c tio n s on V ehicle E m issio n C o n tro l In fo rm a tio n label.

PARTS INFORMATION IG N ITIO N SYSTEM CHECK R e fe r to In te g ra l coil,

C h a r t C -4 A .

EST PERFOR M ANC E CHECK R efer to EST P erfo rm an ce C h eck ,

Chart C-4C.

P A R T N A M E ........................................................ G R O U P S ensor, C o o la n t T e m p (6) ......................................... 1.150 S ensor, M .A .P . (1 A T M S ) (7) ................................ 3.670 C o n tro lle r, E C M ( R e m a n u fa c tu re d ) ( 1 ) ............. 3.670 D is trib u to r (12) ............................................................. 2.361 M o d u le, D is tr (2) ......................................................... 2.383 C oil, D is tr (4) ................................................................. 2.170

6E8-122 DRIVEABILITY AND EMISSIONS • CARBURETED

BACK VIE W OF ECM CONNECTOR

D ISTR IBU TO R 4-W AV CONNECTOR FRO NT VIEW

EST REFERENCE BY-PASS

Figure 1 2 7 W irin g D iagram - C HART C-4A

CHART C-4A, IGNITION SYSTEM CHECK (INTEGRAL COIL) 1.

1A.

2.

3.

C h e c k s fo r p ro p e r o u tp u t fro m th e ig n itio n system . T h e S T - 125 re q u ire s a m in im u m o f 25, 0 0 0 volts to fire. T h is c h e c k c a n be u sed in case o f a n ig n itio n m iss b ecau se th e sy stem m ay p ro v id e e n o u g h v o ltag e to ru n th e en g in e b u t n o t en o u g h to fire a s p a rk p lug u n d e r h eav y load. I f th e en g in e w ill s ta rt w ith th e d isc o n n e c te d , it in d ic a te s th e p ro b le m to th e E S T c irc u it. T h e p ro b le m w o u ld a g ro u n d e d E S T line o r n o g ro u n d to

4.

c o n n e c to r is re la te d u su a lly be th e E C M .

N o rm a l re a d in g d u rin g c ra n k in g is a b o u t 9-10 volts. C h e c k s fo r a s h o rte d m o d u le o r g ro u n d e d c irc u it fro m th e ig n itio n coil to th e m o d u le. T h e d is trib u to r m o d u le sh o u ld be tu rn e d o ff so n o rm a l v o lta g e s h o u ld be a b o u t 12 volts. I f th e m o d u le is tu rn e d “ O N ” , th e v o ltag e w o u ld be low b u t ab o v e 1 vo lt. T h is c o u ld c au se th e ig n itio n coil to fail fro m ex cessive h e a t.

5.

6.

W ith an o p en ig n itio n coil p rim a ry w in d in g , a sm a ll a m o u n t o f v o ltag e w ill leak th ro u g h th e m o d u le fro m th e “ B a t.” to th e ta c h te rm in a l. C h e c k s th e v o ltag e o u tp u t w ith th e p ick -u p coil trig g e rin g th e m o d u le. A s p a rk says th e ig n itio n sy stem h a s en o u g h o u tp u t, b u t in te rm itte n t n o -s ta rts o r p o o r p e rfo rm a n c e c a n re su lt if th e p o la rity o f th e ig n itio n coil a n d p ick -u p coil is n o t c o rre c t. T h e c o lo r o f th e p ick -u p coil c o n n e c to r h as to be y ellow if o n e o f th e ig n itio n coil lead s is yellow . I f th e ig n itio n coil h as a w h ite lead , an y p ick -u p coil c o n n e c to r c o lo r e x c e p t yellow is O K . C h ec k s fo r an o p e n m o d u le o r c irc u it to it. 12 volts a p p lie d to th e m o d u le “ P ” te rm in a l sh o u ld tu rn th e m o d u le “ O N ” a n d th e v o lta g e sh o u ld d ro p to a b o u t 7-9 volts. T h is sh o u ld tu r n o ff th e m o d u le a n d ca u se a sp a rk . I f n o sp a rk o c c u rs, th e fa u lt is m o st likely in th e ig n itio n coil b e c a u se m o st m o d u le p ro b le m s w o u ld h av e been fo u n d b efo re th is p o in t in th e p ro c e d u re . A m o d u le te ste r c o u ld d e te rm in e w h ich is a t fau lt.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-123 1984 CCC

C H A R T C-4A IG N IT IO N SYSTEM CHECK (W ITH IN T E G R A L IG N IT IO N C O IL ) N O TE:

©

Perform Diagnostic Circuit Check before using this procedure. !f a tachometer is connected to the tachometer terminal, disconnect it before proceeding w ith the test. Interm ittent no start may be caused by wrong pick-up or ignition coil. Check spark at plug w ith ST-125 while cranking (if no spark on one wire, check a second wire). *

park

No Spark

Check fuel, spark plugs, etc. |

Disconnect 4 term. EST connector and see if engine w ill run.

Check voltage at distributor "b a t" terminal while cranking

See Code 42 chart.

f 7 volts

©

| Under 7 volts

With ignition "o n ," check "tach" terminal voltage.

jUnder 1 Volt

| Spark 1

©

Replace module and check for j spark from coii as in Step 6. | Sp ark|

No Spark

System OK

Remove pick-up coil leads from module Check tach. term, voltage w ith "ign” "o n ." Watch voltmeter as test light is momentarily connected from bat. + to module terminal "P ". (View B) Not more than 5 seconds

No Drop In Voltagef Check module grnd. and for open in wires from cap to distributor. If O K, replace mod.

1

1

Check for spark at coil output terminal with ST 125 while cranking. (V ie w A ) " : ■ ........................ i v No Spark z z jEz

©

]

Repair primary circuit to ignition switch. ■ "i —..—......... I 1 to 10 Volts I

110 Volts or MorTl

It is faulty ign. coil connection or coil

Check color match of pick­ up coil con­ nector and ign. coil lead. ** Inspect cap for water, cracks, etc. If OK replace rotor.

INSERT SOOT OVER PORCELAIN END OF ST 125

Runs

Doesn't run

Replace ign. coil. It, too is faultv. REMOVE GREEN AND 'VHITE LEADS FROV MODULE

| Voltage Drops

©

If module tester is available, test module

Check for spark from coil with ST-125 as test light is removed from module terminal. |No Spark |

CONNECT VOL1 TACH TERMJNA TO GROUND

Spark |

| If no module tester is available |

It is pick-up coil or connections. Coil resistance should be 5C0-15Q0 ohms and not grounded.

If O K , replace ign. coi1 and repeat Step 6.

Replace module Check iqn. coil ground. If O K , replace ign. coil. IGN. C O IL RED W IR E

C

f P/N 1876209

I Spark

I No S^aark I

f System OK |

| Coil removed is O K , reinstall original coil and replace module.

PICK-UP C O IL

■W HITE W IR E .C L E A R ,

PICK-UP • - C O IL

IGN . C O IL P aJ BLA C K,

n

YELLO W W IR E ----P/N

1875894

.R E D W IR E

YELLOW

* A few sparks and then nothing, is considered no spark.

F igure 1 28 Ig n itio n S ystem C heck (In te g ra l Coil) - CHART C-4A

4-28-83Z SR 84 6E 0326

6E8-124 DRIVEABILITY AND EMISSIONS • CARBURETED

Figure 1 29 W irin g D ia g ra m - CHART C-4C

CHART C-4C, EST PERFORMANCE CHECK 1.

G ro u n d in g th e “ te s t” te rm in a l c au ses th e sy stem to go to a fixed s p a rk a d v a n c e w h ic h sh o u ld be d iffe re n t fro m th a t o b ta in e d w ith E S T o p e ra tin g . E n g in e is ru n a t fa st id le to g et m o re s p a rk ad v an ce. U su a lly th e c h a n g e is en o u g h so it c an

2. 3.

be h e a rd in R P M ch an g e. I f so, it is n o t n ecessary to c h e c k tim in g . T h e ch e c k in d riv e is m a d e b ecau se som e en g in es w ill n o t h av e E S T o p e ra tin g in P /N . C h e ck s to see if fa u lt is in M A P /V A C sy stem .

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-125 1984 CCC

C H A R T C-4C EST P E R F O R M A N C E C H E C K

P/N SW. H ECM

CLOSED IN PARK

F igure 1 2 9 A EST P e rfo rm a n ce C heck - CHART C-4C

6E8-126 DRIVEABILITY AND EMISSIONS ■CARBURETED

AIR INJECTION REACTION (A.I.R.) SYSTEM GENERAL DESCRIPTION PURPOSE T h is sy stem is u sed to re d u c e c a rb o n m o n o x id e (C O ), a n d h y d ro c a rb o n (H C ) em issions. T h e a ir in jec tio n re a c tio n ( A IR ) sy stem p ro v id e s a d d itio n a l oxygen to c o n tin u e th e c o m b u stio n p ro c e ss a fte r th e e x h a u st g ases leave th e c o m b u stio n c h a m b e r. A b elt d riv e n a ir p u m p p ro v id e s p re ssu riz e d a ir w h ic h is in jec ted in to th e e x h a u s t p o r t o f th e c y lin d e r h e a d o r e x h a u st p ip e a n d th e n in to th e e x h a u s t sy stem . T h e A I R sy stem o p e ra te s a t all tim es a n d w ill b y p a ss a ir o n ly fo r a s h o rt d u ra tio n o f tim e d u rin g d e c e le ra tio n a n d a t h ig h speeds. A d iv e rte r v alve p e rfo rm s a b y p ass fu n c tio n , a n d th e c h e c k valve p ro te c ts th e a ir p u m p fro m d a m a g e by p re v e n tin g a b a c k flow o f e x h a u st gas. T h e sy stem in c lu d e s a n a ir p u m p , a c o n tro l valve, ch e c k valves, a n d n e c e ssa ry p lu m b in g .

AIR CONTROL, NON ECM CONTROLLED Diverter Valve, 4.1 L Federal, 4.8L All, 5.0L Federal, 5.7L Federal, 7.4L All Figure 131 T h e d iv e rte r valve d ire c ts th e a ir from th e A IR p u m p to th e e x h a u st m a n ifo ld s d u rin g n o rm a l o p e ra tio n a n d d iv e rts th e a ir d u rin g an en g in e decel. A p re ssu re re lie f assem b ly p ro te c ts a g a in st excessive sy stem o p e ra tin g p ressu res. tn

A.I.R. P U M P OPERATION • •

•

T h e a ir p u m p is d riv e n by a b elt o n th e fro n t o f th e en g in e a n d su p p lie s th e a ir to th e sy stem . In ta k e a ir p asses th r o u g h a c e n trifu g a l filte r fan a t th e fro n t o f th e p u m p , w h e re fo reig n m a te ria ls are s e p a ra te d fro m th e a ir by c e n trifu g a l force. A ir flow s fro m th e p u m p th ro u g h a c o n tro l valve to a ch eck valve. T h e c h e c k valve p re v e n ts b a c k flow o f e x h a u st in to th e p u m p in th e ev en t o f an e x h a u st b a c k fire o r p u m p d riv e b e lt failu re.

m

ST A N D A R D D IV E R TE R VALVE M ETER IN G V A L V E

00 GD

D IAP H R AG M T IM IN G V A L V E

m m ra E mu

VENT PUMP A IR IN L E T EX H AU S T PORT O U T LE T R E L IE F V A L V E V A C U U M S IG N A L TUBE

F igure 131 S ta n d a rd D iv e rte r Valve

AIR CO NTROL, ECM CONTROLLED Electric Air Control Valve, 4.1 L Cal., 5.0L Cal., 5.7L Cal. Figures 130 and 132

m

CLOSED LOOP FUEL CONTROL

!~2~| ECM RT~l REDUCING CATALYST [ T ] O XIDIZING CATALYST f~5~l 0 2 SENSOR I

6

I CHECK VALVE

fT ] ! (

8| 9I

AIR PUMP AIR SWITCHING VALVE AIR DIVERT VALVE

p O ] ELECTRICAL SIGNALS FROM ECM [TT] BY-PASS AIR TO AIR CLEANER

F igure 1 3 0 A.I.R. S ystem - C a lifo rn ia w ith ECM

T h e E le c tric A ir C o n tro l valve co m b in e s e le c tro n ic c o n tro l w ith th e n o rm a l d iv e rte r valve fu n c tio n . T h is valve is e le c tro n ic ally c o n tro lle d to p ro v id e d iv e rt a ir u n d e r an y d riv in g m o d e. W h e n th e so len o id is en e rg iz e d , th e valve w ill p e rfo rm like a S ta n d a rd iz e d D iv e rte r V alve. A ir fro m th e a ir p u m p is d ire c te d to th e e x h a u s t p o rts, u n less th e re is a g re a t su d d e n rise in m a n ifo ld v a c u u m d u e to th ro ttle d e c e le ratio n . W h e n th e so len o id is d e-e n erg ize d , p re ssu riz e d a ir fro m th e a ir p u m p is a llo w e d to e n te r th e decel tim in g c h a m b e r. T h is p laces su ffic ien t p re ssu re o n th e m e te rin g valve d ia p h ra g m to o v e rc o m e sp rin g ten sio n , clo sin g th e valve, c a u sin g a ir fro m th e a ir p u m p to d iv e rt to th e a ir c le a n e r o r to a tm o sp h e re . • D iv e rt o c c u rs u n d e r th e fo llo w in g c o n d itio n s: • R ic h o p e ra tin g c o n d itio n . • W h e n th e E C M reco g n ize s a p ro b le m a n d sets th e “ C H E C K E N G I N E ” light. • D u rin g d e c e le ra tio n , v ery h ig h v acu u m . • H ig h R P M w h en a ir p re ssu re exceeds th e se ttin g for re lie f valve in th e a ir c o n tro l valve.

DRIVEABILITY AMD EMISSIONS - CARBURETED 6E8-127

m

A IR FLOW

d )

E XH A U S T V A L V E

GOE XH A U S T GAS

~T~) ELEC TR IC A IR C O NTRO L |~6~| DECEL T IM IN G CHAMBER VALVE m ^ 2 ] DEC EL T IM IN G ASSEM BLY T ] V E R Y HIGH VACUUM S IG N A L PORT

D IV E R T A IR TO A IR CLEA N ER

IN T A K E FLOW

m m

f~8~| A IR FROM PUMP |~9~l A IR TO EX H AU S T PORTS

H T ] E LE C TR IC A L T E R M IN A L

(T q ] PRESSURE R E LIE F

T ] SO LENO ID

ASSEM BLY

m

IN T A K E V A L V E COMBUSTION CHAM BER

•

•

I f n o a ir (o x y g en ) flow e n te rs th e e x h a u st stre a m a t th e e x h a u st p o rts , H C a n d C O em ission levels w ill be to o hig h .

2.

3.

4.

Figure 133 T o h elp p re v e n t b a c k firin g d u rin g h ig h v a c u u m c o n d itio n s a d e c e le ra tio n (g u lp ) v alve is u sed to allow a ir to flow in to th e in ta k e m a n ifo ld . T h is a ir e n te rs th e a ir /f u e l m ix tu re to lean th e ric h c o n d itio n c re a te d by h ig h v a c u u m w h en th e th r o ttle v alv e closes on d e c e le ra tio n . T h e v a c u u m d ra w s th e d e c e le ra tio n valve d ia p h ra g m d o w n a n d o p e n s th e v alve a llo w in g a ir fro m th e a ir c le a n e r to flow in to th e in ta k e m an ifo ld .

DIAGNOSIS T h e d ia g n o sis o f th e E C M c o n tro lle d A I R sy stem is c o v e re d in C H A R T C -6 C (E D V ) a n d C H A R T C -6 D (E D V ) a t th e en d o f th is sectio n .

FU N C TIO N A L CHECKS Deceleration Valve 1.

R e m o v e a ir c lean er, p lu g a ir c le a n e r v a c u u m so u rc e a n d c o n n e c t ta c h o m e te r.

(~1T| D E C E LE R A TIO N VALVE [~T0~1 M A N IF O L D VACUUM | j T ] D IA P H R A G M [ 1 2 |V A L V E

F igure 1 3 3 D e c e le ra tio n C o n tro l

A ir flow ing to th e e x h a u s t p o rts a t all tim es c o u ld ca u se a ric h E C M c o m m a n d a n d in c re a se d te m p e ra tu re o f th e c o n v e rte r.

DECELERATION CO NTRO L

A IR C LEAN ER

V A C U U M BLEED VALVE

Figure 132 E le ctric A ir C o n tro l V alve (EAC)

Results of Incorrect A.I.R. System Operation

m

5.

W ith th e en g in e ru n n in g a t specified idle speed, rem o v e th e sm all d e c e le ra tio n valve sig n al h o se fro m th e m a n ifo ld v a c u u m so u rce. R e c o n n e c t th e sig n a l h o se a n d listen fo r a ir flow th ro u g h th e v e n tila tio n pip e a n d in to th e d e c e le ratio n valve. T h e re sh o u ld also be a n o tic ea b le sp eed d ro p w h en th e sig n al hose is re c o n n e c ted . I f th e a ir flow d o es n o t c o n tin u e for at le ast o ne sec o n d o r th e e n g in e speed does n o t d ro p n o tice ab ly , c h e c k th e d e c e le ra tio n v alve hoses fo r re s tric tio n s o r leaks. I f no re stric tio n s o r leaks a re fo u n d , rep la c e th e d e c e le ratio n valve.

Air Pump T h e a ir p u m p is a p o sitiv e d isp la c e m e n t v an e ty p e w h ic h is p e rm a n e n tly lu b ric a te d a n d re q u ire s no p e rio d ic m a in te n a n c e . A c c e le rate e n g in e to a p p ro x im a te ly 1500 R P M an d observ e a ir flow fro m hose(s). I f a ir flow in creases as e n g in e is a c c e le ra te d , pum p is o p e ra tin g sa tisfa c to rily . I f a ir flow does n o t in c re a se o r is n o t p re se n t, p ro c e e d as follow s:

I? 1. 2.

Inspect F o r p ro p e r d riv e b elt ten sio n . F o r a leak y p re ssu re relie f valve. A ir m ay be h e a rd leak in g w ith th e p u m p ru n n in g .

N O T IC E : If th e e n g in e or u n d e rh o o d c o m p a rtm e n t is to be c lean ed w ith ste a m o r

6E8-128 DRIVEABILITY AND EMISSIONS • CARBURETED h ig h -p re ssu re d e te rg e n t, th e c e n trifu g a l filte r fan sh o u ld be m a sk e d o ff to p re v e n t liq u id s from en te rin g th e p u m p .

ON-VEHICLE SERVICE D R IV E BELT Remove or Disconnect

N O T IC E : T h e A I R System is n o t c o m p le te ly

1. In sp e c t d riv e b elt fo r w ear, c ra c k s o r d e te rio ra tio n a n d re p la c e if re q u ired . W hen in sta llin g new belt, it m u st be seated a n d fully s e c u re d in g ro oves o f A / C c o m p re sso r, A IR p u m p , g e n e ra to r, a n d c ra n k s h a ft pulleys.

noiseless. U n d e r n o rm a l c o n d itio n s, n o ise rises in p itc h as en g in e sp eed increases. T o d e te rm in e if excessive n oise is th e fa u lt o f th e A ir In je c tio n R e a c to r S ystem , o p e ra te th e en g in e w ith th e p u m p d riv e b elt rem o v ed . I f excessive noise d o es n o t exist w ith th e b elt re m o v e d p ro c e e d as follow s:

P U M P C E N T R IF U G A L FILTER FAN

I9

T h e c e n trifu g a l filte r fan sh o u ld n o t be clean ed , e ith e r w ith c o m p re sse d a ir o r so lv en ts.

Inspect

3.

F o r a seized A ir In je c tio n P u m p .

4.

H o ses, tu b e s a n d all c o n n e c tio n s fo r leaks a n d p ro p e r ro u tin g .

C A U T IO N : D o n o t oil A IR pum p.

C A U T IO N : C e n tr if u g a l f a n should n ot be re m o v e d fro m p u m p unless it is d a m a g e d , as re m o v a l w ill d e s tro y t h e fa n . •

5.

F o r a ir flow fro m c o n tro l/s w itc h in g valve.

6.

A I R in je c tio n p u m p fo r p ro p e r m o u n tin g a n d b o lt to rq u e .

7.

I f n o irre g u la ritie s exist a n d th e A I R in je ctio n p u m p noise is still excessive, re m o v e a n d rep la ce pum p.

•

• • •

B efore s ta rtin g re p la c e m e n t n o te th e follow ing: D o n o t allow an y filte r fra g m e n ts to e n te r th e a ir p u m p in ta k e hole. D o n o t rem o v e filte r fan by in se rtin g a sc re w d riv e r betw een p u m p a n d filte r fan. A ir d a m a g e to sealing lip p u m p w ill resu lt. D o n o t rem o v e m e ta l d riv e h u b fro m filte r fan. I t is seld o m possible to re m o v e th e filte r fan w ith o u t d e stro y in g it. See F ig u re 134 to rem o v e fan.

Hose an d P ipes

L®

Inspect

1.

H o se o r p ip e fo r d e te rio ra tio n o r holes.

2.

A ll ho ses tig h tn e ss.

3.

H o se o r pip e ro u tin g . In te rfe re n c e m ay c au se w ear.

4.

I f a leak is su sp e c te d o n th e p re ssu re sid e o f th e sy stem o r if a h o se o r p ip e h as been d isc o n n e c te d o n th e p re ssu re side, th e c o n n e c tio n s sh o u ld be ch e c k e d fo r leak s w ith a so ap y w a te r so lu tio n . W ith th e p u m p ru n n in g , b u b b les w ill fo rm if a leak exists.

or

p ip e

c o n n e c tio n s,

and

c la m p

C h e c k V a lv e

r n

a ir p u m p

1 2 | P U LLE Y BO LT [~3~] P U LLE Y

1?

Inspect

1.

A c h e c k valve sh o u ld be in sp e c te d w h e n e v e r th e ho se is d is c o n n e c te d fro m a c h e c k valve o r w h e n e v e r c h e c k v alve fa ilu re is su sp e c te d (A p u m p th a t h a d b e c o m e in o p e ra tiv e a n d h a d sh o w n in d ic a tio n s o f h a v in g e x h a u st gases in th e p u m p w o u ld in d ic a te c h e c k valve failu re).

2.

B low th ro u g h th e c h e c k valve (to w a rd th e c y lin d e r h e a d ) th e n a tte m p t to su c k b a c k th ro u g h th e c h e c k valve. F lo w sh o u ld o n ly be in one d ire c tio n (to w a rd th e e x h a u st m a n ifo ld ). R e p lac e v alve w h ich d oes n o t o p e ra te p ro p e rly .

pT]

F IL T E R FAN

F igure 1 34 Pum p F ilte r Fan S e rvice

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-129

AIR INJECTION P U M P Figures 1 3 5 ,1 3 6 ,1 3 7 or 138 Remove or Disconnect 1.

2. 3.

4. 5.

H o ld p u m p p u lle y fro m tu rn in g by c o m p re ssin g d riv e b elt, th e n loosen p u m p p u lley b olts. L o o sen b o lt, h o ld in g p u m p to m o u n tin g b ra c k e ts, release te n sio n o n d riv e belts. M o v e b e lts o u t o f th e w ay, th e n re m o v e p u m p ho ses, v a c u u m a n d e le c tric a l c o n n e c tio n s, a n d c o n tro l valve. P u lle y , th e n p u m p . I f re q u ire d , in se rt n e e d le n o se p liers a n d p u ll filte r fan fro m h u b (see F ig u re 134).

-►D is c o n n e c t d iv e r t s o l. a n d c o n n e c t

If not open,

6E8-135

6E8-136 DRIVEABILITY AND EMISSIONS • CARBURETED

EXHAUST GAS RECIRCULATION (EGR) SYSTEM GENERAL DESCRIPTION

• N e g a tiv e b a c k p re ssu re P o rte d E G R valve, F ig u re 144. T h is valve is c o n tro lle d by a flexible d ia p h ra g m w h ic h is sp rin g lo a d e d to h o ld th e valve clo sed . P o rte d m a n ifo ld v a c u u m a p p lie d to th e to p sid e o f th e d ia p h ra g m o v e rc o m e s th e sp rin g p re ssu re a n d o p en s th e valve in th e e x h a u st gas p o rt. T h is allow s e x h a u st gas to be p u lle d in to th e in ta k e m a n ifo ld a n d e n te r th e en g in e cy lin d e rs. •

PURPOSE T h e E G R sy stem is u sed to lo w er N O x (o x id es o f n itro g e n ) em issio n levels c a u se d by h ig h c o m b u stio n te m p e ra tu re s . It d o es th is by d e c re a sin g c o m b u stio n te m p e ra tu re . T h e m a in e le m e n t o f th e sy stem is a n E G R valve o p e ra te d by v a c u u m , a n d m o u n te d o n th e in ta k e m an ifo ld . T h e E G R valve feeds sm all a m o u n ts o f e x h a u st gas b a c k in to th e c o m b u stio n c h a m b e r as sh o w n in F ig u re 143.

EGR VALVE

PH

EXHAUST GAS

m

V A LV E OPEN

P H INTAKE AIR

PI

V A LV E CLOSED

P H VACUUM PORT

P T l SPRING

PH PH

H I EGR V ALVE

[T 1 INTAKE AIR

|~2~1 EXHAUST GAS

[~4~1 EGR VACUUM PORT

Figure 143 E xhaust Gas R e circu la tio n

OPERATION T h e E G R v alv e is o p e n e d by p o rte d m a n ifo ld v a c u u m to let e x h a u s t gas flow in to th e in ta k e m an ifo ld . T h e e x h a u s t g as th e n m o v es w ith th e a ir /f u e l m ix tu re in to th e c o m b u s tio n c h a m b e r. I f to o m u c h e x h a u st gas e n te rs, c o m b u s tio n w ill n o t o c c u r. F o r th is reaso n , very little e x h a u s t gas is allo w e d to pass th ro u g h th e valve, esp e c ia lly a t idle. T h e E G R v alve is u su ally o p en u n d e r th e fo llo w in g c o n d itio n s: • W a rm e n g in e o p e ra tio n • A b o v e id le sp eed O n so m e tra n s m is sio n c o n v e rte r c lu tc h (T C C ) e q u ip p e d vehicles th e E G R sy stem is tu rn e d off, o r re d u c e d w h e n T C C is on. T h e a m o u n t o f e x h a u s t gas re c irc u la te d is c o n tro lle d by v a ria tio n s in v a c u u m a n d in so m e cases, e x h a u st b a c k p ressu re. T w o so u rc e s o f v a c u u m a re used: • V a c u u m p o rt ab o v e th e c a rb u r e to r th r o ttle valve, (p o rte d m a n ifo ld v a c u u m ) • I n ta k e m a n ifo ld vacuum p o rt, (full m a n ifo ld v a c u u m )

F igure 14 4 Ported EGR V alve

•

N e g a tiv e B a c k p re ssu re E G R V alve

T h e n e g a tiv e b a c k p re ssu re E G R valve is sim ila r to th e p o sitiv e b a c k p re ssu re E G R valve ex cep t th a t th e bleed valve sp rin g is m o v e d fro m ab o v e th e d ia p h ra g m to b elow , a n d th e valve is n o rm a lly closed. T h e neg ativ e b a c k p re ssu re valve v a rie s th e a m o u n t o f e x h a u st gas flow in to th e m a n ifo ld d e p e n d in g on m a n ifo ld v a c u u m a n d v a ria tio n s in e x h a u st b a c k p re ssu re. T h e d ia p h ra g m o n th is valv e (sh o w n in F ig u re 145) h as a n in te rn a l a ir bleed h o le w h ic h is h eld clo sed by a sm all sp rin g w h en th e re is n o e x h a u st b a c k p re ssu re . E n g in e v a c u u m o p en s th e E G R valve a g a in st th e p re ssu re o f a larg e sp rin g . W h e n m a n ifo ld v a c u u m co m b in e s w ith n eg a tiv e e x h a u st b a c k p re ssu re , th e v a c u u m b leed h o le o p en s a n d th e E G R valve closes. T h is valve w ill o p e n if v a c u u m is a p p lie d w ith th e en g in e n o t ru n n in g . EGR Valve Identification Figure 146 •

P o sitiv e b a c k p re ssu re E G R valves w ill h av e a “ P ” s ta m p e d on th e to p sid e o f th e valve a fte r th e p a r t n u m b e r. *

•

N e g a tiv e b a c k p re ssu re E G R valves w ill h av e a “ N ” s ta m p e d on th e to p side o f th e valve a fte r th e p a r t n u m b e r.

•

P o r t E G R valves hav e n o id e n tific a tio n s ta m p e d a fte r th e p a rt n u m b er.

Types of EGR Valves T w o ty p e s o f E G R valves a re used: • P o rte d

DIAPHRAGM

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-137 E G R is c o n tro lle d by th e a m o u n t o f m an ifo ld v a c u u m a n d th r o ttle o p ening.

\~T\ E X H A U S T GAS | 3 I IN T A K E M A N I F O L D !~ T ] C A L I B R A T E D CARB “ OR TBI PORT

p n

EGR V A L V E

m

EXH AU ST GAS

d H IN T A K E A IR l~4~l V A C U U M PORT

Figure 1 4 6 A P orted V a cu u m EGR c o n tro l

|~6~| A IR BLEED HO LE [ T ] S M A L L SPRING m

LAR G E SPRING

l~5~| D IA P H R A G M

Figure 145 N egative B a ckp re ssu re EGR V alve

Figure 1 46 EGR V alve Id e n tific a tio n

Thermostatic Vacuum Switch (TVS) Figure 147 T h e th e rm o s ta tic v a c u u m sw itc h (T V S ) closes o ff v a c u u m d u rin g co ld en g in e o p e ra tio n to c u t o ff E G R . T h e T V S m ay c o n tro l m o re th a n E G R , so it m a y hav e m o re th a n tw o te rm in a ls. 4 .1 L (L E 3 ) F e d e ra l vehicles use a T V S m o u n te d in th e a ir cleaner.

□3

EG R V A L V E

[ jp

m

E X H A U S T GAG

t j T j V A L V E R E T U R N SP R IN G

V A C U U M C H A M B ER

[ 7 1 IN T A K E FLO W

l~To] T H E R M A L V A C U U M SW iTCH

H3

V A C U U M P O RT

o n

LZJ

TH RO TTLE V A LV E

C O O LA N T D IA PH RA G M

Figure 147 TVS C o n tro l o f EGR S ystem

EGR CO NTRO L

EGR Bleed Solenoid, 4.1 L - LE3, Cal.

A v a rie ty o f m e th o d s a re u sed to c o n tro l E G R valves. • P o rte d m a n ifo ld v a c u u m d ire c tly to E G R valve. • P o rte d m a n ifo ld v a c u u m c o n tro lle d by a th e rm o s ta tic v a c u u m sw itc h (T V S ). • P o rte d o r full m a n ifo ld v a c u u m c o n tro lle d by a so len o id .

T h e E G R bleed so len o id (F ig u re 148) d ecreases p o rte d v a c u u m to th e E G R valve w h en th e tra n sm issio n c o n v e rte r c lu tc h is ap p lie d . T h is so len o id is n o t E C M c o n tro lle d . C o n tro l o f th is so len o id is th ro u g h th e T C C solenoid.

Ported Manifold Vacuum Figure 146A T h is sy stem uses p o rte d m a n ifo ld v a c u u m c o n n e c te d d ire c tly to th e E G R valve. T h e a m o u n t o f

Vacuum/Solenoid Control and EGR Vacuum Control T o re g u la te E G R flow on 5 .0 L /5 .7 L en gines (C alif), a n E C M c o n tro lle d so len o id is used in th e v a c u u m line (F ig u re 149). T h e E C M uses in fo rm a tio n fro m th e fo llow ing se n so rs to re g u la te d th e so len o id :

6E8-138 DRIVEABILITY AND EMISSIONS - CARBURETED

m

EGR SOLENOID

|~2~l EGR SOLENOID CONNECTOR | 3 [ HOSE TO EGR VALVE

SR 84 6E 1045

Figure 148 EGR Bleed S o le n o id , 4.1 L - LE3, Cal.

• C o o la n t T e m p e ra tu re • T h r o ttle P o sitio n (T P S ) • V acuum O n so m e vehicles d u rin g co ld e n g in e o p e ra tio n , a sig n al fro m th e E C M en erg izes th e E G R so le n o id b lo ck in g v a c u u m to th e E G R valve. T h e so le n o id is also e n e rg iz e d d u rin g c ra n k in g a n d at w id e o p en th ro ttle . W h e n th e en g in e w a rm s up, th e E G R so le n o id is tu rn e d o ff a n d th e E G R v alv e o p e ra te s o n n o rm a l p o rt v a c u u m a n d e x h a u s t b a c k p re s s u re signals. C a lifo rn ia 5 .0 L - L F 3 a n d 5.7L - LS9 en g in es use w h a t is c a lle d “ p u lse w id th m o d u la tio n ” . T h is m e a n s th e E C M tu rn s th e so len o id o n a n d o ff m a n y tim es a se c o n d a n d v aries th e a m o u n t o f “ o n ” tim e (!L "!x p u lse w id th ” ) to v ary th e a m o u n t of EG R.

[XI egr

valve

[~2~l EXHAUST GAS

GfJ INTAKE AIR l~5~l DIAPHRAGM

[jG

ELECTRONIC CONTROL MODULE

[To] MANIFOLD VACUUM

[TT] THROTTLE

POSITION SENSOR [12] MANIFOLD PRESSURE ' SENSOR f i l l COOLANT TEMPERATURE SENSOR f l4 ] EGR CONTROL SOLENOID

F igure 1 4 9 V a cu u m S o le n o id C o n tro lle d EGR

T h e E G R v a c u u m c o n tro l (F ig u re 150) h as a v a c u u m so le n o id th a t uses “ p u lse w id th m o d u la tio n ” . T h is m e an s th e E C M tu rn s th e so len o id on a n d o ff m a n y tim es a sec o n d a n d v aries th e a m o u n t o f “ o n ” tim e ( “ p u lse w id th ” ) to v ary th e a m o u n t o f E G R .

Figure 1 5 0 EGR V acuum C o n tro l

RESULTS OF INCORRECT EGR SYSTEM OPERATION T oo m uch E G R flow te n d s to w eaken c o m b u stio n , c a u sin g th e e n g in e to ru n ro u g h ly o r stop. W ith to o m u c h E G R flow a t idle, cru ise, o r co ld

o p e ra tio n , a n y o f th e fo llow ing c o n d itio n s m a y h a p p e n : •

E n g in e sto p s a fte r co ld s ta rt.

•

E n g in e sto p s a t idle a fte r d e c e le ra tio n .

•

V ehicle su rg es d u rin g c ru ise .

•

R o u g h idle.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-139

If the EGR valve should stay open all of the time, the engine may not idle. Too little or no EGR flow allows combustion temperatures to get too high during acceleration and load conditions. This could causes: • Spark knock (detonation). • Engine overheating. • Emission test failure.

DIAGNOSIS Diagnosis of the EGR system is covered in charts at the end of this section. • CHART C-7A for Pulse Width Modulated EGR. • CHART C-7C for EGR Valve Check Non-ECM Controlled

ON-VEHICLE SERVICE EGR VALVE Remove or Disconnect

1 . Air cleaner. 2. EGR valve vacuum hose at valve. (Figure 151) 3. Bolts. 4. EGR valve from manifold. Install or Connect

1. 2. 3. 4.

K ffg )

m EGR V ALVE

EGR valve to manifold (use new gasket.) Bolts. Vacuum hose to EGR valve. Air cleaner.

Figure 1 5 1 EGR Valve

CLEANING EGR VALVES Non-Serviceable (Non-Take-Apart) EGR Valves

NOTICE: Do not wash valve assembly in solvents or degreaser - permanent damaged to valve diaphragm may result. Also, sand blasting of the valve is not recommended since this can affect the operation of the valve. Clean

1.

2.

3.

4. 5.

6.

Hold the valve assembly in hand (Figure i 52). Then, using a light snapping action with a plastic hammer, tap on the end of the round pintle to remove the exhaust deposits from the valve seat. Empty loose particles. Clean the mounting surface of the EGR valve with a wire wheel or wire brush, and the pintle with a wire brush. Depress the valve diaphragm and check the seating area for cleanliness by looking thru the valve outlet. If pintle or seat are not completely clean, repeat step 1. Inspect the valve outlet for deposits. Remove any deposit build-up with a screw driver or other suitable sharp tool. Clean mounting surface with a wire wheel or wire brush, then using a new gasket install the valve assembly to the intake manifold or adapter. Torque the bolts to 34 N*m (15 ft. lbs.). Connect vacuum hoses.

Figure 152 EGR Valve Cleaning

EGR Manifold Passage Inspect

If EGR passages in the inlet manifold indicate excessive build-up of deposits, the passages should be cleaned. Care should be taken to ensure that all loose particles are completely removed to prevent them from clogging the EGR valve or from being ingested into the engine.

6E8-140 DRIVEABILITY AND EMISSIONS ■CARBURETED

Do not wash EGR valve in solvents or degreaser - permanent damage to valve diaphragm may result. Also, sand blasting of the valve is not recommended since this can affect the operation of the valve. See “Clean” procedure for EGR valve if cleaning of valve is necessary.

2. 3.

Vacuum hoses. Thermostatic vacuum switch (TVS).

EGR VACUUM SOLENOID 4—► Remove or Disconnect 1.

2. 3. 4. 5.

Negative battery cable. Air cleaner. Electrical connector at solenoid (Figure 153). Vacuum hoses. Nut and solenoid. Install or Connect [ 7 ] AIR CLEANER TVS (EGR CONTROL)

Solenoid and bracket. Tighten nut to 24 N*m (17 ft.lbs.). 2 . Vacuum hoses. 3. Electrical connector. 4. Air cleaner. 5. Negative battery cable.

I 2 1EGR V ALVE

Figure 154 TVS Location, 4.1L-LE3, Federal

Federal, 5.7L-LT9, California

OFF-VEHICLE CHECK OF TH ER M A L V A C U U M SW ITC HES

Thermal vacuum switches open, close, or switch vacuum sources when the calibration temperature is reached. The following general checking procedures can be used for all thermal vacuum switches. Refer to number stamped on base of valve or switch for calibration temperature. THERMOSTATIC VACUUM SWITCH (TVS) REPLACEMENT

1.

Allow TVS temperature.

2.

Inspect switch to make sure it is in good condition.

3.

Connect vacuum gage(s) to output port(s) of the TVS. (See vacuum hose schematic on Vehicle Control Emission Information label.)

Remove or Disconnect Figures 1 5 4 ,1 5 5 ,1 5 6 or 157

1.

Drain coolant below level of TVS.

to

cool

below

calibration

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-141

4. 5. 6.

Compare vacuum gage reading(s) with the procedures and in the TVS descriptions given under each valve name. Heat TVS to a temperature above the calibration temperature. Never apply a torch or open flame directly to the TVS. Compare vacuum gage reading to the correct reading indicated on switch or valve base. NOTICE: Leakage of up to 7 kPa (2" HG) vacuum in 2 minutes is allowable and does not mean a defective part.

i~ n EGR VALVE |T 1 TVS (EGR)

7. If operation is satisfactory, reinstall valve or switch. If valve or switch is defective, replace with a new part. -►* Install or Connect

1.

Thermostatic vacuum switch with soft setting sealant applied to male threads. Sealant should not be on end of TVS. 2 . Tighten to 14 N*m (120 in. lbs.) then turn clockwise as required to align with hoses. 3. Vacuum hoses. 4. Add coolant as required.

PARTS INFORMATION PA RTS N A M E G RO UP

Valve, EGR (1) .................................................. 3.670 Solenoid, EGR cont VLV RLY (1 4 )................ 3.670 Gasket, EGR Valve (15) ................................... 3.680

Figure 157 TVS Location, 4.8L-L25, California

6E8-142 DRIVEABILITY AND EMISSIONS ■CARBURETED

JldL A DASH CONNECTOR (FRONT VIEW)

ECM CONNECTOR (BACK VIEW) M ANIFOLD VACUUM

TO EGR

PWM EGR SOLENOID

B

SOLENOID CONNECTOR FRONT VIEW

ECM

■f

N.O.

SOLENOID CONNECTOR

JL ECM FUSE

—* ~ \p -------- — ► DASH CONNECTOR

IGNITION

iO AMP

Figure 158 W irin g Diagram - CHART C-7A

CHART C-7A, PULSE WIDTH MODULATED (PWM) EGR PWM EGR is an ECM control that pulses the vacuum signal to the EGR. This is accomplished through an EGR solenoid that when energized by the ECM shuts off the vacuum to the EGR. This system can pulse the solenoid many times per second (PWM). The EGR solenoid is always energized (EGR off) when the transmission is in park or neutral. 1.

Checks to see if the EGR passages are restricted or if the valve is stuck open.

2.

With the 4 wire EST connector disconnected, the ECM thinks the engine is not running. Grounding the test terminal, under this

condition, causes the ECM to pulse the EGR solenoid “ON” and “OFF” for testing. Checks EGR solenoid electrical control circuit. The test light should flash “ON” and “OFF” repeatedly if the ECM, harness and connections are OK.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-143

1984 CCC

C H A R T C-7A E X H A U S T GAS R E C IR C U L A T IO N (EG R ) V A L V E CHECK PULSE W ID T H M O D U L A T E D (PWM) EGR EXCEPT 3.0L (V„I.N. E) 3.8L (V .I.N . A) A N D 4.1L (V .I.N . 4) C h e c k v a c u u m hoses f o r le a k s a n d p r o p e r c o n n e c tio n s a n d e le c tr ic a l c o n n e c to r s f o r p r o p e r c o n n e c tio n s .

Reconnect 4 term. EST connector and EGR solenoid after completing checks. Disconnect ground from "te st" term. * l f no trouble found and rough idle still exists, make physical check fo r leaking or loose EGR valve.

Figure 15 9 Pulse W id th M o d u la te d (PW M) EGR S ystem D ia g n o sis - CHART C-7A

6E8-144 DRIVEABILITY AND EMISSIONS - CARBURETED

1984 CCC

C H A R T C 7C EGR V A L V E CHECK NON ECM C O N T R O L L E D •

Hold top of EGR valve and try to rotate top of valve back and forth.

IMo looseness felt

• • •

If looseness is fe lt

Place transmission P/N. Run warm engine at idle. Engine temp, above 91°C/195°F Push up on underside of EGR valve diaphragm. RPM should drop.

RPM drops.

Replace valve

No RPM change.

I Check for movement of EGR valve diaphragm as RPM is changed from approx. 2000 to idle.

Clean EGR valve or passages or replace valve as needed.

Moves

Doesn't move. Check vacuum at EGR valve as engine RPM is changed from approximately 2000 RPM.

No trouble found

Under 20 kPa (6 inches)

POver 20kPa (6 inches)

Checl- vacuum hoses fo r iestri

T h e E F E system used on all engines except 4.8L , provides a source o f rapid heat to the engine induction system during cold driveaw ay. Rapid heating is desireable because it provides quick fuel evaportion and m ore uniform fuel distribution to aid cold driveability. It also reduces the length o f tim e carburetor ch okin g is required, so it reduces exhaust em issions.

m -

E D PH

VENT (FILTERED)

| 2 | TO EFE V A LV E [T l

M ANIFO LD VACUUM

OPERATION T he E F E system is a V acuum Servo type that uses a valve and vacuum actuator w hich increases the exhaust gas flow under the intake m anifold during cold engine operation. T he valve is located in the exhaust and the vacuum actuator is vacuum operated (F igure 166) by a T herm al V acuum Sw itch (T V S) (F igure 167). W hen vacuum is applied to the actuator, the valve closes, causing the intake to heat up. W nen coolam t tem perature increases the TV S stops vacuum to the actuator.

Figure 1 67 Thermal Vacuum Sw itch - V8

• • •

E F E stays on: Poor perform ance. Lack o f pow er w hen w arm due to superheated gases. E ngine m ay overheat.

DIAGNOSIS GENERAL T he operation o f the E F E system is to be checked at regular m aintenance intervals. R efer to Section OB for m aintenance interval inform ation.

VACUUM SERVO EFE DIAGNOSIS •

TV S con trolled - See C H A R T C-9C

ON-VEHICLE SERVICE VALVE AND ACTUATOR - V8 Figures 168 and 169 Remove or Disconnect

1. 2. 3.

4.

Install or Connect

EXHAUST M ANIFO LD VACUUM SOURCE HOSE

1. 2.

EFE ACTUATOR

3.

EXHAUST PIPE

Figure 166 EFE System - Vacuum Servo Type

Results of Incorrect EFE Operation • • •

N o E F E w hen cold: E ngine m ay stum ble and stall during warm -up. E ngine takes longer tim e to w arm up. C hoke m ay heat up and be o ff before engine is warm .

V acuum hose at E F E valve. E xhaust pipe to m anifold nuts, and tension springs. L ow er right hand exhaust (crossover) pipe and seal - com plete rem oval o f pipe is not alw ays necessary. E F E valve and actuator

4.

E F E valve (replace seals and gaskets if used). E xhaust (crossover) pipe and seal. E xhaust pipe to m anifold nuts and tension springs. T ighten nuts to 20 N - m (15 ft.lbs.). V acuum hose at E F E valve.

ACTUATOR ASSEMBLY Figure 170 Remove or Disconnect 1. 2.

V acuum hose at actuator. N u ts attaching actuator.

6E8-152 DRIVEABILITY AND EMISSIONS - CARBURETED 3. 4.

R etainer. Bracket (if required).

-►4- Install or Connect 1. 2. 3. 4.

m

Bracket (if rem oved) R etainer N u ts attaching actuator V acuum hose at actuator

N U T —T IG H T E N TO 20 N-m (15 FT. LBS.)

[ 2 | TENSIO N SPRING f~3~l R IG H T H A N D EX HAUST PIPE [ T ] SEAL

\T ] |

6

V A L V E A N D AC TU ATO R

| EXH AU S T M A N IF O L D

r~7~| M A N IF O L D VA C U U M PIPE

Figure 1 68 V alve and A c tu a to r - 7 .4 L

m

m m m s m

AC T U A T O R ASSEM BLY R E T A IN E R E X H AU S T M A N IF O L D L E V E R -H E A T V A L V E N U T —T IG H T E N TO 3 N-m (25 IN . LBS.) BRA C KE T BO LT —T IG H T E N TO 28 N-m (20 FT. LBS.)

F igure 1 7 0 - EFE A c tu a to r - 4.1 L

COOLANT THERM AL VACUUM SW ITCH (TVS) Figure 171 T he TV S is located on th e engine coolan t outlet housing.

4-+ Remove or Disconnect 1.

m

N U T —T IG H T E N TO N-m (15 FT. LBS.)

2. 3.

| 2 | TENSIO N SPRING | 3 | R IG H T H A N D E X H AU S T PIPE f~4~1 SE AL [ T ] V A L V E A N D AC TU ATO R

+ 4- Install or Connect

1.

[ 5 j S T U D -E X H A U S T M A N IF O L D [ T 1 M A N IF O L D V A C U U M PIPE

Figure 1 6 9 V alve and A c tu a to r - V8 (Except 7.4L)

D rain coolan t below level o f engine coolan t outlet housing. H oses at TV S ports. TVS. R efer to num ber stam ped on base o f TV S for calibration tem perature.

2.

3. 4.

A p p ly a soft setting sealant uniform ly on replacem ent TV S m ale threads. N o sealant should be applied to sensor end o f TVS. TVS. T ighten to 14 N - m (120 lbs. in.) and then hand torque clock w ise as required to align TV S to accom m od ate hoses. H oses to TV S ports. C oolant as required.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-153

l~H

E F E -T V S SWITCH

[XI

E G R -T V S SWITCH

Figure 1 7 1 EFE C o o la n t TVS

OIL THERMAL VACUUM SWITCH (TVS) Figure 172 T h e TV S is located on the low er right side o f the engine block.

Remove or Disconnect 1. 2.

V acuum hoses at the T V S ports. T herm al vacuum sw itch.

Install or Connect 1.

2.

T herm al in. lbs.) required V acuum

vacuum sw itch. T igh ten to 12 N • m (1 1 0 and then hand torque clock w ise as to align T V S vacuum hoses. hoses at the T V S ports.

m

T H E R M A L V A C U U M SWITCH

|T 1

V A C U U M H O S E -T O EFE ACTU ATO R

m

P IP E -T O EFE A C T U A T O R

[T ]

M A N IF O L D V A C U U M F IT T IN G

fT l

VA C U U M H O S E -F R O M M A N IF O L D VA C U U M

Figure 1 72 EFE Oil TVS - 4 .1 L

PARTS INFORMATION P A R T N A M E ........................................................ G R O U P V alve, w /A c tu a to r , E F E ........................................... 3.140 Sw itch, E F E V lv T herm o Vac ................................ 3.140

6E8-154 DRIVEABILITY AND EMISSIONS - CARBURETED

EX HAUST TVS SWITCH M A N IF O L D VACUUM

k

- O

VENT F IL T E R E D

EFE A C TU ATO R D IAP H R AG M

d J

Figure 1 7 3 EFE V a cu u m S ervo - CHART C-9C

CHART C-9C, VACUUM SERVO CHECK WITH TVS 1.

E ngine tem perature (105°F).

sh ou ld

be

below

40°C

2.

V alve sh ou ld open above 40°C (105°F).

3.

There sh ou ld be at least 34 kP a (10" H g .) vacuum available to valve.

4.

V alve m ay be seized up. It m ay free up using heat valve lubricant (part # 1 0 5 0 4 2 2 ) . If valve does n o * ^ree UP» ^ m ust be replaced.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-155

1984

C H A R T C 9C EFECHECK V A C U U M S E R V O W ITH T V S •

Inspect vacuum hoses for being pinched, plugged or cracked.

F igure 1 74 EFE V acuum S ervo C heck - CHART C-9C

6E8-156 DRIVEABILITY AND EMISSIONS - CARBURETED

POSITIVE CRANKCASE VENTILATION (PCV) GENERAL

DESCRIPTION

A P ositive C rankcase V entilation (P C V ) system is used to provide m ore com plete scavenging o f crankcase vapors. Fresh air from the air cleaner is supplied to the crankcase, m ixed w ith blow -by gases and then passed through a positive crankcase ventilation (P C V ) valve into the intake m anifold F igure 176). T he prim ary con trol is through the P C V valve (F igure 175) w hich m eters the flow at a rate depending on m anifold vacuum .

F ig u re 1 7 5 PCV V alve Cross S e ctio n

T o m aintain idle quality, the PC V valve restricts the flow w hen intake m anifold vacuum is high. If abnorm al operating co n d ition s arise, the system is designed to allow excessive am ounts o f blow -by gases to back flow through the crankcase vent tube into the air cleaner to be consum ed by norm al com bustion. Results of Incorrect PCV Operation •

A plugged valve or hose m ay cause: R ou gh idle. Stalling or slow idle speed. Oil leaks. O il in air cleaner. Sludge in engine, leaking valve or hose w ould cause: R ough idle. Stalling. H igh idle speed.

DIAGNOSIS If an engine is idling rough, check for a clogged PC V valve or plugged hose. R eplace as required. U se the follow ing procedure: 1. R em ove PC V valve from rocker arm cover. 2. Run the engine at idle. 3. P lace your thum b over end o f valve to ch eck for vacuum . If there is no vacuum at valve, ch eck for plugged hoses or m anifold port, or P C V valve. R ep lace plugged or deteriorated hoses. 4. Turn o ff the engine and rem ove P C V valve. Shake valve and listen for the rattle o f ch eck needle inside the valve. If valve does not rattle, replace valve.

Figure 1 7 6 PCV F low

W ith this system , any blow -by in excess o f the system capacity (from a badly-w orn engine, sustained heavy load, etc.) is exhausted into th e air cleaner and is draw n into the engine. Proper operation o f the P C V System (F igu re 177) is dependent upon a sealed engine. I f oil sludging or dilution is noted, and the P C V System is functioning properly, ch eck engine for possible cause and correct to ensure that system w ill fu n ction as intended.

ON-VEHICLE SERVICE See Figure 177 for replacem ent o f PC V system com ponents. A n engine w hich is operated w ithout any crankcase ventilation can be dam aged. T herefore, it is im portant to replace the PC V valve and air cleaner breather at intervals show n in Section OB. Periodically, inspect the h oses and clam ps and replace any show ing signs o f deterioration.

DRIVEABILITY AND EMISSIONS - CARBURETED 6E8-157

PARTS INFORMATION P A R T N A M E ........................................................ G R O U P A ir Cleaner ...................................................................... 3.402 V alve A sm , C /C a se V ent .......................................... 1.745 Tube, C /C a se V e n t ....................................................... 1.762 H ose, C /C a se V ent V l v .............................................. 1.762

m

PCV VALVE

m

AIR CLEANER

m

CRANKCASE VENT TUBE

|T 1 PCV VALVE HOSE | 5 | HOSE TO CANISTER

VIEW A

f~6~1 GROMMET

Figure 177 P ositive C rankcase V e n tila tio n S ystem

6E8-158 DRIVEABILITY AND EMISSIONS - CARBURETED

THERMOSTATIC AIR CLEANER (THERMAC) GENERAL DESCRIPTION PURPOSE A heated intake air system is used to give good driveability under varying clim atic con dition s. By having a uniform inlet air tem perature, the fuel system can be calibrated to reduce exhaust em issions and to elim inate throttle blade icing.

OPERATION T he T H E R M A C air cleaner operates by heated air and m anifold vacuum (F igure 178). A ir can enter the air cleaner from ou tside the engine com partm ent or from a heat stove built around the exhaust m anifold. A vacuum diaphram m otor, built into the air cleaner snorkel, m oves a dam per door, to adm it hot air from

the exhaust m anifold, outside air, or a com bination o f both. Inside the air cleaner is a tem perature sensor that reacts to air intake tem perature and controls the am ount o f vacuum going to the m otor. • H ot A ir D elivery M ode. W hen the tem perature is below 86°F (30°C), the sensor allow s vacuum to the m otor and the dam per door w ill be up, shuting o ff outside air and allow ing only heated air from the exhaust m anifold to enter the air cleaner. • O utside A ir D elivery M ode. W hen the tem perature is above 131°F (55°C), the dam per door drops dow n and on ly outside air enters the air cleaner. • R egulating M ode. B etw een 86°F (30°C) and 131°F (55°C) the dam per d oor allow s both heated and outside air to enter the air cleaner.

----

CD

VACUUM DIAPHRAGM MOTOR

a m

TEMPERATURE SENSOR

DIAPHRAGM SPRING

f4Al A IR BLEED V A LV E -C LO S E D 4B

AIR BLEED V A L V E P A R T IA LLY OPEN AIR BLEED V A LV E -O P E N

tm m

VACUUM HOSES

m □o

HEAT STOVE

DIAPHRAGM HOT AIR (EXHAUST MANIFOLD) DAMPER DOOR OUTSIDE INLET AIR

G 3

SNORKEL

A - HOT AIR D ELIVE R Y MODE B - REGULATING MODE C - OUTSIDE A IR D ELIVE R Y MODE

y — £

Figure 1 78 THERMAC O p e ra tio n

THERMAC Delay Valve Som e app lications use a delay valve on the hose connecting the vacu um m otor to the tem perature sensor (F igure 179). W hen vacuum in this hose drops for any reason, the ch eck valve w ill bleed o ff the vacuum to the vacuum m otor slow ly. Results of Incorrect THERMAC Operation • •

H esitation during w arm -up can be caused by: •

H eat stove tube disconnected.

•

V acuum diaphram m otor inoperative (open to Snorkel).

•

N o m anifold vacuum .

•

D am per door does not m ove.

•

M issing air cleaner to carburetor seal.

•

M issing air cleaner cover seal or loose cover.

•

L oose air cleaner.

Lack o f pow er, slu ggish , or spongy, on a hot engine can be caused by: •

D am per d oor does not open to outside air.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-159

5.

As air cleaner warms up, damper door should open slowly to outside air. If the air cleaner fails to operate as described above, perform vacuum motor check. If it operates, the door may not be moving at the right temperature. If the driveability problem is during warm-up, make the temperature sensor check below.

VACUUM MOTOR CHECK 1.

Figure 17 9 THERMAC D elay Valve

•

Temperature sensor doesn’t bleed off vacuum.

With engine off, disconnect vacuum hose at vacuum diaphragm motor. 2 . Apply at least 23 kPa (7 in. Hg.) of vacuum to the vacuum diaphragm motor. Damper door should completely block off to outside air when vacuum is applied. If not, check to see if linkage is hooked up correctly. 3. With vacuum still applied, trap vacuum in vacuum diaphragm motor by bending hose. Damper door should remain closed. If not, replace vacuum diaphragm motor assembly. (Failure of the vacuum diaphragm motor assembly is more likely to be caused from binding linkage or a corroded snorkel than from a failed diaphragm. This should be checked first, before replacing the diaphragm.) 4. If vacuum motor checks OK, check vacuum hoses and connections. If OK, replace the temperature sensor. TEMPERATURE SENSOR CHECK

1. HH

VACUUM DIAPHRAGM MOTOR

| 2 |

TEMPERATURE SENSOR

f~3~l

VACUUM HOSE (TO M ANIFOLD VACUUM)

[T l

H EAT STOV E DUCT

r~5~| SNORKEL

IT! m [

2.

LINKAGE AIR BLEED VA LV E

8

| AIR CLEANER ASM.

j 9 | DAMPER DOOR

Figure 1 8 0 THERMAC A ir C leaner

3.

DIAGNOSIS

Start test with air cleaner temperature below 30°C (86°F). If engine has been run recently, remove air cleaner cover and place thermometer as close as possible to the sensor. Let air cleaner cool until thermometer reads below 30°C (86°F) about 5 to 10 minutes. Reinstall air cleaner on engine and continue to Step 2. Start and idle engine. Damper door should move to close off outside air immediately if engine is cool enough. When damper door starts to open the snorkel passage (in a few minutes), remove air cleaner cover and read thermometer. It must read about 55°C (131°F). If the damper door is not open to outside air at temperature indicated, temperature sensor is malfunctioning and must be replaced.

ON-VEHICLE SERVICE

THERMAC AIR CLEANER CHECK

AIR CLEANER ELEMENT

1.

2. 3. 4.

Inspect system to be sure all hoses and heat stove tube are connected. Check for kinked, plugged or deteriorated hoses. Check for presence and condition of air cleaner to carburetor gasket seal. With air cleaner assembly installed, damper door should be open to outside air. Start engine. Watch damper door in air cleaner snorkel. When engine is first started, damper door should move and close off outside air.

Remove or Disconnect

1. 2.

Air cleaner cover. Old element. Install or Connect

1. 2.

New element. Air cleaner cover. Do not over-torque nuts (install finger-tight).

6E8-160 DRIVEABILITY AND EMISSIONS ■CARBURETED

VACUUM DIAPHRAGM MOTOR Figure 181 Remove or Disconnect 1. 2. 3.

A ir cleaner. V acuum hose from m otor. D rill out the tw o spot w elds initially w ith a 1. 6m m (1 /1 6 " ) drill, then enlarge as required to rem ove the retaining strap. D o not dam age the snorkel tube. M otor retaining strap. Lift up m otor, cockin g it to one side to unhook the m otor linkage at the con trol dam per assem bly.

fT l

SPOT W ELDS

[~2~1 M OTOR ASM.

|T1

R E T A IN IN G STRAP

GO

IN S T A L L R E P LA C E M E N T SENSOR ASM. IN SAME P O SITIO N AS O R IG IN A L ASM.

■+«- Install or Connect

1.

2.

3.

4.

Figure 181 R e p la cin g V a cu u m D ia p h ra g m M o to r

D rill a 2.8m m (7 /6 4 " ) h ole in snorkel tube at center o f vacuum m otor retaining strap. V acuum m otor linkage into control dam per assem bly. U se the m otor retaining strap and sheet m etal screw provided in the m otor service package to secure m otor to th e snorkel tube. M ake sure the screw does not interfere w ith th e operation o f the dam per assem bly. Shorten screw if required. V acuum hose to m otor and install air cleaner.

SENSOR Figure 182 Remove or Disconnect

1. 2. 3.

A ir cleaner. H oses at sensor. Pry up tabs on sensor retaining clip. R em o v e clip and sensor from air cleaner. N o te p osition o f sensor for installation.

+ 4- Install or Connect 1. 2. 3.

Sensor and gasket assem bly in original position. R etainer clip on h ose connectors. V acuum hoses and air cleaner on engine.

PARTS INFORMATION P A R T N A M E ..........................., ........................... G R O U P A ir C leaner ...................................................................... 3.402 Elem ent ( P a p e r ) ........................................... ................. 3.410 N u t, A /C l ............................. „ ........................................ 3.403 Seal, A ir Cleaner .......................................................... 3.403 Sensor, A / C l ................................................................... 3.415 M otor, A /C l V ac D iaph ........................................... 3.415 Tube, Eng A ir fle a t Stove ........................................ 3.417 Stove, Eng A ir H eat .................................................... 3.417

DRIVEABILITY AND EMISSIONS • CARBURETED 6E8-161

ECM WIRE HARNESS AND CONNECTORS GENERAL DESCRIPTION

ON-VEHICLE SERVICE

T he E C M wire harness electrically con n ects the E C M to the various solenoids, sw itches, and sensors in the engine com partm ent. T he EC M is located inside the veh icle in the instrum ent panel. M ost conn ectors in the engine com partm ent are protected against m oisture and dirt w hich could create oxidation and deposits on the term inals. This protection is im portant because o f the very low voltage and current levels found in the electronic system . A s show n in F igure 183, the con nectors have a lock w hich secures the m ale and fem ale term inals together. A secondary lock holds the seal and term inal into the con nector.

C onnectors on the C om puter C om m and C ontrol are know n as W eather-Pack connectors. Figure 183 show s a W eather-Pack term inal and the tool (J-28742) required to service it. T his tool is used to rem ove the pin and sleeve term inals. If rem oval is attem pted w ith an ordinary pick, there is a good chance that the term inal w ill be bent or deform ed. A nd, unlike standard blade type term inals, these term inals cannot be straightened once they are bent. M ake certain that the con n ectors are properly seated and all o f the sealing rings in place w hen con n ectin g leads. T he hinge type flap provides a backup, or secondary locking feature for the term inals. T hey are used to im prove the con n ector reliability by retaining the term inals if the sm all term inal lock tangs are not positioned properly. M olded-on con n ectors require com plete replacem ent o f the con n ection . T his m eans splicing a new con n ector assem bly into the harness. Figure 184 has instructions on splicing wires. U se care w hen probing the con n ection s or replacing term inals in them . It is possible to short betw een opposite term inals. If this happens to the w rong term inal pair, it is possible to dam age certain com ponents. A lw ays use jum per w ires betw een connectors for circuit checking. Never probe through the W eather-Pack seals. W hen diagnosing, open circuits are often difficult to locate by sight because oxidation or term inal m isalignm ent are hidden by the connectors. M erely w igglin g a con n ector on a sensor or in the w iring harness m ay correct the open circuit condition. T his should alw ays be considered w hen an open circuit or failed sensor is indicated. Interm ittent problem s m ay also be caused by oxid ized or loose connections.

W EATH ER PACK CONNECTORS REPAIR PROCEDURE FE M A LE CONNECTOR BO DY

M A LE CONNECTOR BO DY

1.

OPEN SECO ND ARY LOCK HING E ON CONNECTOR

2.

REM O VE T E R M IN A L S USING SPECIAL TO O L J -2 8 7 4 2

T E R M IN A L R E M O V A L TOOL 3.

CUT W IRE IM M E D IA T E L Y B E H IN D CABLE SEAL

.jrl L A. B. C.

^"SEA L

SLIP NEW SEAL ONTO W IRE STRIP 5.0 mm (0.2” ) OF IN S U L A T IO N FROM W IRE CRIMP T E R M IN A L OVER W IRE A N D SEAL SEAL

WIRE HARNESS E C M wire harnesses should be replaced w ith proper part num ber harnesses. W hen signal w ires are spliced into a harness, use wire w ith high tem perature insulation only. W ith the low current and voltage levels found in the system , it is im portant that the best possible bond at all wire splices be m ade by soldering the splices as show n in F igure 184. It is seldom necessary to replace a com p lete harness. I f replacem ent is necessary, refer to EC M W ire H arness figures in the Introduction for proper harness routing.

CONNECTORS AND TERMINALS Figure 18 3 W eather-P ack T e rm in a l Repair

W eather-Pack con n ection s cannot be replaced w ith standard connections. Instructions are provided w ith W eather-Pack con n ector and term inal packages. R eplacem ent connectors and term inals are listed in G roup 8.965 o f the Parts Catalog.

6E8-162 DRIVEABILITY AND EMISSIONS - CARBURETED

TWISTED LEADS

TWISTED/SHIELDED CABLE DRAIN WIRE

7

OUTER JACKET M YLAR 1. LOCATE DAMAGED WIRE. 2. REMOVE INSULATION AS REQUIRED.

1. REMOVE OUTER JACKET. 2. UNWRAP A LU M IN U M /M Y LA R TAPE. DO NOT REMOVE M YLAR.

SPLICE & SOLDER

3. SPLICE TWO WIRES TOGETHER USING SPLICE CLIPS AND ROSIN CORE SOLDER.

3. UNTWIST CONDUCTORS. STRIP INSULATION AS NECESSARY. DRAIN WIRE

9

2

I

4. COVER SPLICE WITH TAPE TO INSULATE FROM OTHER WIRES. 5. RETWIST AS BEFORE AND TAPE WITH ELECTRICAL TAPE AND HOLD IN PLACE.

4. SPLICE WIRES USING SPLICE CLIPS AND ROSIN CORE SOLDER. WRAP EACH SPLICE TO INSULATE. 5. WRAP WITH M YLAR AND DRAIN (UNINSULATED) WIRE.

6.

TAPE OVER WHOLE BUNDLE TO SECURE AS BEFORE.

Figure 1 84 W ire H arness R epair

SPECIAL INFORMATION TOOLS NEEDED TO DIAGNOSE THE SYSTEM T he C om puter C om m and C ontrol system does not require special testers for diagnosis. A tachom eter, test light, ohm m eter, digital voltm eter w ith 10 m egohm s im pedance (J-29125A ), vacuum pum p, vacuum gage and jum per wires are required for diagnosis. A test light or voltm eter m ust be used w hen specified in the procedures. T h ey m ust not be interchanged. See Figures 185 and 186 for tools needed to test and diagnosis system .

ALCLTOOLS T he A L C L con nector under the dash has a variety o f inform ation available on term inal “ E ” (called Serial D ata). There are several to o ls available for reading this inform ation. A L C L tools do not m ake the use o f diagnostic charts unnecessary. T h ey do not tell exactly w here a problem is in a given circuit. H ow ever, w ith an understanding o f w hat each position on the equipm ent m easures, and k now led ge o f the circuit involved, the tools can be very useful in getting inform ation w hich w ould be m ore tim e con su m ing to get w ith other equipm ent. In som e cases, it w ill provide inform ation that is either extrem ely difficult or im possible to get w ith other equipm ent. W hen a chart calls for a sensor reading, the A L C L tool can be used to read the follow in g directly: • • •

P a rk /N eu tra l T hrottle P osition Sensor D ifferential Pressure Sensor

• •

C oolant T em perature Sensor O xygen Sensor W hen the A L C L tool is plugged in, the “C H E C K E N G I N E ” light w ill flash rapidly. T his indicates that inform ation is being transm itted to the tool. W hen the tool is plugged in, it takes out the tim er that keeps the system in open loop for a certain period o f tim e. Therefore, it w ill go closed loop as soon as the vehicle is started, if all other closed loop conditions are m et. T his m eans that if, for exam ple, the air m anagem ent operation were checked w ith the A L C L tool plugged in, the air m anagem ent system w ould not function norm ally because the air w ould go to the converter as soon as the vehicle w as started and w ould not go to ports for a period o f tim e. Intermittent Conditions T he A L C L tool is helpful in cases o f interm ittent operation. T he tool can be plugged in and observed w hile driving the vehicle under the con d ition w here the light com es “O N ” m om entarily, or the engine driveability is poor m om entarily. If the problem seem s to be related to certain areas that can be checked on the A L C L tool, then those are the p osition s that should be checked w h ile driving the vehicle. I f there does not seem to be any correlation betw een the problem and any specific circuit, the A L C L tool can be checked on each position, w atching for a period o f tim e to see if there is any change in the readings that indicates interm ittent operation. For m ore com plete inform ation on the operation o f these tools, see the m anufacturer’s instructions.

DRIVEABILITY AND EMISSIONS ■CARBURETED 6E8-163

SPECIFICATIONS Specification

Location of Inform ation

E ngine T im ing

V ehicle E m ission C ontrol Inform ation label.

Idle Speed, E C M C ontrolled

N o t adjustable. E C M con trols idle.

Idle Speed, N on -E C M C ontrolled

V eh icle E m ission C ontrol Inform ation label.

Idle Speed, M inim um

V eh icle E m ission C ontrol Inform ation label.

Fast Idle Speed

V eh icle E m ission C ontrol Inform ation label.

Spark P lu g T ype

See Section 0 A , or O w ner’s M anual

Spark P lug G ap

V eh icle E m ission C ontrol Inform ation Label.

E ngine V .I.N . C ode

8th d igit o f V .I.N . num ber. See Section 0A .

E ngine F am ily

V eh icle E m ission C ontrol Inform ation label.

Filter Part N um bers

See Section 0 A or O w n er’s M anual.

Part N um bers o f M ajor C om p onen ts

W D D -G M Parts B ook.

R eplacem ent V ehicle E m ission C ontrol Inform ation Label

W D D -G M Label C atalog.

TPS ADJUSTMENT SPECIFICATION (ALL SETTINGS

± 0.1 VOLT)

ENGINE

VOLTAGE

4 .1 L A u to m a tic Trans.

0.255 A t Curb Idle

4 .1 L M anual Trans.

0 .8 6 H igh Step o f F ast Idle Cam

5.0L

0.41 A t Curb Idle

5.7L

0.41 A t Curb Idle

6E8-164 DRIVEABILITY AND EMISSIONS ■CARBURETED

SPECIAL TOOLS FUSE

Replace w ith 2 amp 3AG fast blow (BUSS AGC 2, Littlefuse 312002 or equivalent). Verily that (use holder cap is securely snapped into place

POWER

HIGH IMPEDANCE

MULTIMETER J 29125-A

0.00

V O L T M E T E R -V o ltag e Position Measures amount of voltage. Connected parallel to exiting circuit. A digital high impedance voltmeter is used because some circuits require accurate low voltage readings, and some circuits have a very high resistance in the ECM. This meter also accurately measures extremely low current flow. Refer to meter for more information. •

Both function and range switch must be set properly, and the DC or AC position selected. DC is used for most measurements.

OFF DC |

■ m m

OHMMETER-Resistance Position Measures resistance of circuit directly in ohms. Refer to meter for more information. • |1 . I display in all ranges indicates open circuit.

| AC

W HE NffNO IN SN Eto PIAE CL*IM S W IT IN O PT OS ITU IO IN A TC EH e*TTE«YDRAINAGE

PROBE

Function

To replace probe leads, remove strain relief clamp and pull out leads

s w itc h

Range switch

•

Zero display in all ranges indicates a short circuit.

Power switch

•

Intermittent connection in circuit may be indicated by digital reading that will not stabilize on circuit.

•

Range Switch.

HIGH IMPEDANCE MULTIMETER J29125-A

VACUUM PUMP (20 IN. HG. MINIMUM) J23738/B T7517

Use gage to m onitor m anifold engine vacuum. Check vacuum sensors, solenoids and valves w ith hand pump.

WEATHER PACK TERMINAL REMOVER Used to rem ove term inals from W eather Pack connectors. Refer to w irin g harness service for removal procedure.

J28742/B T8234-A ECM CONNECTOR TERMINAL REMOVER Use to extract a term inal from connectors at the ECM.

J33095/B T8234-A UNPOWERED TEST LIGHT Used to check w iring for com plete circuit. Connect lead w ire to good ground. Probe w ith test prod to connector or com ponent term inal. Bulb w ill light if voltage is present.

JUM PER WIRES (#16, 18 OR 20 GAGE WIRE) • •

Clip ju m p er w ire used to com plete a circuit by bypassing an open. Set o f ju m p er wires used to insert between W eather Pack connectors to perm it access to the connector term inals for circuit checking. Six wires approxim ately 6" long. Use term inals 12014836 and 12014837. One set - fem ale term inals both ends, one set - male at both ends and four sets - m ale term inals at one end and fem ale term inals at the opposite end.

TACHOMETER Use either a crankshaft harm onic balance pickup type or electronic coil trig g er signal pickup type

F igure 1 85 S p e cia l T o o ls

DRIVEABILITY AND EM ISSIO NS - CARBURETED 6E8-165

SP EC IA L TO O LS CARBURETOR

Pr\ o tJ o ©

DWELLMETER

CARBURETOR GAGE SET

USED TO M O N IT O R TH E F U E L CON­ T R O L D E L IV E R Y D E T E R M IN E D BY T H E ECM C O M M A N D . (SET ON 6 C Y L . SCALE)

USED TO PER FO R M C A R B U R E TO R G AG E A N D A N G L E S E T TIN G

J9789-C /B T3005

OXYGEN SENSOR WRENCH

BENDING TOOL (PART OF J9789-C)

USED TO R E M O VE OR IN S T A L L TH E O X Y G E N SENSOR J 2 9 5 3 3 A /B T 8 1 27

USED TO BEND C A R B U R E TO R L IN K A G E . J9789-111 /B T 8 2 3 1C

M/C SOLENOID GAGING TOOL

CHOKE ANGLE GAGE (PART OF J9789-C)

USED TO A D JU S T T H E M IX T U R E C O N T R O L S O LE N O ID P LU N G E R ON E2ME OR E4ME C A R B U R E TO R

USED TO SET C H O KE A N G L E TO A D JU S T M E N T S P E C IF IC A T IO N J26 701-A /B T 770 4

J33815-1/B T8253-A

AIR BLEED VALVE GAGING TOOL

X

USED TO A D JU S T ID LE A IR B LE E D V A L V E ON E2ME OR E4ME C A R B U ­ RETOR

J33815-2/B T8253-A

J9789-130/B T 7720 /" \ 'y / \

HEI SPARK TESTER USE TO CHECK HEI SPARK VO LTAG E.

J26795/BT7220-1

X

X

J286968/B T7928

CARBURETOR FLOAT LEVEL GAGE (PART OF J9789-C)

\

r T------- . V fc-= 3 'v

""1

FLOAT LEVEL GAGE SET USED TO C H EC K F L O A T L E V E L ON 2SE OR E2SE C A R B U R E TO R

J97 89-1 35/B T 8104

MIXTURE ADJUSTMENT TOOL

IDLE MIXTURE SOCKET

USED TO A D JU S T LE A N M IX T U R E A N D R ICH M IX T U R E STOP SCREWS ON E2SE, E2ME OR E4ME C A R B U ­ RETOR

USED TO A D JU S T ID LE M IX T U R E N E E D LE ON A E2SE C A R B U R E TO R

J29030-B/BT7610B

PUMP LEVER PIN PUNCH

ISC ADJUSTING WRENCH

USED TO D R IV E PUMP LE V E R PIN IN W A R D TO A L L O W R E M O V A L OF TH E PUMP LE V E R .

USED TO A D JU S T ISC P LU N G E R TO O B T A IN M A X IM U M S P E C IF IC A T IO N RPM SPEED.

J25322/B T 7523

“ V

.

J29607/B T 8022

CARBURETOR ADJUSTMENT WRENCH

J 22646-02

USED TO CHECK F L O A T L E V E L ON M /C S O LE N O ID PLU N G E R T R A V E L ON E 2 M E O R E4ME C A R B U R E TO R

USED TO R EM O TE A D JU S T ID LE M IX T U R E N E E D LE ON TH E V E H IC L E .

ISC MOTOR TESTER

J3 4 025/B T 825 6A

84SM 1 SR 846E0589 Figure 1 8 6 S p e cia l T ools

USED TO TE S T O P E R A T IO N OF ISC M OTOR IN E ITH E R D IR E C T IO N A N D C O N D IT IO N OF T H E IN T E R N A L SWITCH

6.2L DIESEL

6E9-1

SECTION 6E9

DIESEL EMISSIONS 6.2L DIESEL ENGINE ALL N E W G ENERAL MOTORS VEHICLES ARE CERTIFIED BY TH E U N IT E D ST A T E S E N V IR O N M E N T A L PR O TEC TIO N A G E N C Y A S C O N FO R M IN G TO THE R EQ U IR EM EN TS OF THE A G E N C Y AS C O N FO R M IN G TO THE R EQ U IR EM EN TS OF THE R EG U LA TIO N S FOR THE CONTROL OF AIR PO LLUTIO N FROM NEW M OTOR VEH IC LES. TH IS C E R T IFIC A T IO N IS C O N T IN G E N T O N C E R T A IN A D JU S T M E N T S BE IN G SET TO FACTORY ST A N D A R D S. IN MOST CASES, THESE A D JU ST M E N T PO INTS EITHER HAVE BEEN PE R M A N E N T L Y SEALED A N D /O R M A D E IN A C C E SSIB L E TO PR E V E N T IN D IS C R IM IN A T E OR R O U TIN E A D JU ST M EN T IN THE FIELD, FOR TH IS R EA SO N , TH E FACTORY PROCEDURE FOR TEM PORARILY REM O VING PLUGS, CAPS, ETC., FOR THE PURPOSES OF SER V IC IN G THE PRO DUCT, M U ST BE STRICTLY FOLLOWED A N D , W H EN EV ER PRACTICABLE, R E TU R N ED TO THE O RIG INAL IN T E N T OF THE D ESIG N .

CONTENTS General Description......................................................... Vacuum Pum p................................................................ General........................................................................... CK Series....................................................................... GP S eries....................................................................... On-Vehicle Service...................................................... Crankcase Ventilation S ystem ...................................... Diagnosis.......................................................................... On-Vehicle Service........................................................ Vacuum Regulator Valve-LL4...................................... Diagnosis.......................................................................... On-Vehicle Service........................................................ Exhaust Gas Recirculation-Fed.................................... Diagnosis.......................................................................... On-Vehicle Service........................................................ TPS Adjustment.......................................................... Diesel Electronic Control System-Cal......................... ALDL Connector........................................................... Diesel Diagnostic Check T o o l..................................... Electronic Control M odule.......................................... Wiring Schem atic.......................................................... ECM Terminal Voltage................................................

6 E 9 -1 6E9-2 6E9-2 6E9-2 6E9-2 6E9-2 6E9-6 6E9-6 6E9-7 6E9-7 6E9-7 6E9-7 6E9-8 6E9-9 6E9-10 6E9-10 6 E 9 -1 1 6E9-12 6E9-12 6E9-12 6E9-13 6E9-13

Exhaust Gas Recirculation.............................................6E9-17 General............................................................................ ..6E 9-17 EG R/EPR Solenoid.....................................................6E9-18 D iagnosis...........................................................................6E9-18 Diesel Diagnostic Circuit C heck..............................6E 9-20 DDC Tool C heck....................................................... ..6E 9-22 ECM C heck...................................................................6E 9-24 Engine Speed Sensor C heck......................................6E 9-26 EG R/EG R Vent Check..............................................6E9-28 M AP Sensor C heck.....................................................6E 9-30 TPS C heck................................................................... ..6E 9-32 EPR Solenoid Electrical C h eck ............................. ..6E 9-34 EPR Vacuum Check....................................................6E 9-36 On-Vehicle Service...................................................... ..6E9-38 Transmission Converter Clutch.....................................6E9-39 D iagnosis...........................................................................6E 9-40 On-Vehicle Service...................................................... ..6E 9-40 Cold Advance Control C ircuit...................................... ..6E9-43 General.............................................................................. ..6E 9-43 Diagnosis.............................................................................6E9-43 On-Vehicle Service........................................................ ..6E9-43

GENERAL DESCRIPTION The 6.2L diesel engine has controls to reduce exhaust emissions while maintaining good driveability and fuel economy. The 6.2L (RPO LH 6) diesel engine (Figs. 6E9-1 and 3) with Federal light duty emission regulations has the following controls: • Crankcase Ventilation • Exhaust Gas Recirculation The 6.2L (RPO LH 6) diesel engine (Figs. 6E9-2 and 4) with California light duty emission regulations has the following controls:

• Crankcase Ventilation • Diesel Electronic Control - which controls: • Exhaust Gas Recirculation • Transmission Converter Clutch • Cold Advance Control The 6.2L (RPO LL4) diesel engine (Fig. 6E9-5) with heavy duty emission regulations has the following controls: • Crankcase Ventilation • Vacuum Regulator Valve

6E9-2

6.2L DIESEL

[7\ EGR V A L V E [~2~| V A C U U M PUM P T |

EPR SO LE N O ID

|T |

EPR V A L V E

|~5~1 EGR S O LEN O ID |~6~| IN JE C TIO N PU M P [7 1

F A S T IDLE S O LEN O ID

m

O IL FILL PIPE T H R O T TLE P O S ITIO N S W IT C H

10 C R A N K C A S E DEPRESSION R E G U LA TO R V A L V E FRONT OF VEHICLE

Fig. 6E9-1--Emission Systems-Federal CK (LH6 Engine)

VACUUM PUMP

2. Air Cleaner. Cover intake manifold 3. Electrical connector to engine

General

(California) 4. Vacuum hose 5. Clamp 6. Vacuum pump and gasket

Since the air crossover and intake manifold on a diesel engine are unrestricted, no vacuum source is available as there is with a gasoline engine. A vacuum pump, driven by the engine, provides a vacuum source to operate the EGR system (L H 6), the vacuum regulator valve (L L 4), air conditioning servos (if used) and cruise control servo (if used).

CK Series Fig. 6E9-6

1. N ew gasket on pump

2. Vacuum pump 3. Clamp 4. 5. 6. 7.

Vacuum hose Engine speed sensor electrical connector (California) Air cleaner Batteries

GP Series (Fig. 6E9-8)

GP Series

Remove or Disconnect

The vacuum pump is located on the front right side of the engine. It is a diaphragm pump which requires no periodic maintenance.

On-Vehide Service CK Series (Fig. 6E9-6) Remove or Disconnect

1. Batteries

sensor

Connector or In s ta ll

The vacuum pump is located at the top rear of the engine. It is a diaphragm pump which requires no periodic maintenance. A drive gear on the lower end of the drive housing assembly powers the engine oil lubricating pump.

Fig. 6E9-7

speed

1. Belt 2. Vacuum hose 3. Vacuum pump 4. Pulley assembly Connect or In s ta ll

1. Pulley on pump

2. Vacuum pump 3. Vacuum hose 4. Belt-tighten to specs.

6.2L DIESEL

6E9-3

ECM (UNDER D A S H ) COLD A D V A N C E C O N TR O L R ELAY

0

A L D L C O N N EC TO R

0

TC C S O LEN O ID

0

V E N T FILTER M A N IF O L D

0

EGR V E N T SOLEN O ID

0

EPR V A L V E

0

EGR SOLEN O ID EPR SOLEN O ID IN JE C TIO N P U M P F A S T IDLE SO LE N O ID OIL FILL PIPE

EGR V A L V E

T H R O T TLE P O SITIO N SENSOR

V A C U U M PU M P A N D ENGINE SPEED SENSOR

C R A N K C A S E DEPRESSION R EG U LA TO R V A L V E

M A P SENSOR

Fig. 6E9-2--Emission Systems-California CK (LH6 Engine)

0 0

0

V A C U U M PUM P C R A N K C A S E DEPRESSION R EG U LATO R V A L V E EGR V A L V E ENGINE SPEED SENSOR

0

EPR SOLEN O ID EPR V A L V E

0

EGR SOLEN O ID

0

IN JE C TIO N PUM P FA S T IDLE S O LEN O ID

0 0

OIL FILL PIPE TH R O TTLE P O S ITIO N S W ITC H

FRONT OF VEHICLE

Fig. 6E9-3--Emission Systems-Federal G (LH6 Engine)

6E9-4

6.2L DIESEL

0

ENGINE SPEED SENSOR

m

ECM (UNDER D R IV E R 'S SEA T)

0

TC C SOLEN O ID

0 0

V E N T FILTER A L D L C O N N EC TO R M A N IF O LD EGR V E N T SO LENOID EPR V A L V E EGR S O LEN O ID EPR SO LEN O ID IN JE C TIO N PUM P FA S T IDLE SOLEN O ID OIL FILL PIPE TH R O TTLE POSITIO N SENSOR COLD A D V A N C E C O N T R O L RELAY

2

C R A N K C A S E DEPRESSION R E G U LATO R V A L V E

3

EGR V A L V E

M A P SENSOR

Fig. 6E9-4--Emission Systems-California G (LH6 Engine)

IT ]

C R A N K C A S E DEPRESSION R E G U LA TO R V A L V E

0

IN JE C TIO N PUMP

1~3"| FA S T IDLE S O LEN O ID |~4~| O IL FILL PIPE

pT| V A C U U M R E G U LATO R V A L V E V A C U U M PUM P

FRONT OF VEHICLE

Fig. 6E9-5--Emission System-LL4 Engine

6.2L DIESEL 6E9-5

BASE

P H GENERATOR PULLEY

[~4~1 FIRST TRACK

|~2~[ WATER PUMP PULLEY

[~5~1 CRANKSHAFT PULLEY

f~3~l POWER STEERING PULLEY

0

VA C U U M PUMP

0

AC COMPRESSOR PULLEY

SECOND TRACK

THIRD TRACK

Fig. 6E9-7--Vacuum Pump-GP

PART INFORMATION PART N A M E .................................................. ........... GROUP Valve, Drive and V a c ....................................................... 3.280

VACUUM PUMP VA C U U M SOURCE TO VACUUM LINE BOLT (TIGHTEN to 42 N-m (30 ft. lbs.) CLAMP GASKET

f i~ | NUT - TIGHTEN TO 42 N-m (30 ft. lbs.)

VA C U U M PUMP

[~6~1 PUMP PULLEY

[~2~| PIPE

Fig. 6E9-6--Vacuum Pump-CK

5

[~3~] VACUUM HOSE

| T | BOLT - TIGHTEN TO 42 N ’ m (30 ft. lbs.)

[~4~] SUPPORT BRACKET

|~8~| BOLT - TIGHTEN to -2 7 N-m (20 ft. lbs.)

Fig. 6E9-8--Vacuum Pump-GP Series

6E9-6

6.2L DIESEL

CRANKCASE VENTILATION SYSTEM into the engine. The valve is designed to limit vacuum in the crankcase as the gases are drawn from the oil fill pipe through the valve and into the intake m anifold (air cross­ over) on tw o sides. The intake manifold vacuum acts against a spring loaded diaphragm to control the flow of crankcase gases (Fig. 6E 9-11). Higher intake vacuum levels pull the diaphragm closer to the top of the outlet tube. This reduces the amount of gases being drawn from the crankcase and decreases the vacuum level in the crankcase. As the intake vacuum decreases, the spring pushes the diaphragm away from the top of the outlet tube allowing more gases to flow to the intake manifold. Refer to Section OB for diesel crankcase ventilation system maintenance requirements.

NOTICE: Do not allow any solvent to come in contact with the diaphragm of the Crankcase Depression Regulator Valve because the diaphragm will fail. DIAGNOSIS The crankcase ventilation system (Figs. 6E9-9 and 10) is used on all 6.2L (L H 6 and LL4) diesel engine and is designed to reduce the the crankcase pressure at idle. This reduced pressure reduces engine oil leaks. The system consists of a crankcase depression regulator valve located at the front right cylinder head. The crankcase depression regulator (C D R ) valve is used to regulate (meter) the flow of crankcase gases back

CDR Valve Test The purpose of the CDR valve is to maintain 3-4 inches of water on a manometer (vacuum in the crankcase). Too little vacuum will tend to force oil leaks. Too much vacuum will pull oil into the air crossover. -The CDR valve is checked with a water manometer. The U-tube manometer (Fig. 6E9-12) indicates pressure or vacuum by the difference in the height of two columns of

m

COVER

|~2~| DIAPHRAGM PH

CRANKCASE VAPORS TO INDUCTION SYSTEM

1~2~| INLET MANIFOLD RUNNERS [~3~| BLOWBY LEAKAGE AT VALVES AND PISTON [ T | CRANKCASE DEPRESSION REGULATOR VALVE [\|

CRANKCASE VAPORS

Fig. 6E9-10--Crankcase Vapor Flow

|~3~1 BODY |~4~| SPRING |~5~1 OUTLET TUBE (GASES TO INTAKE M ANIFOLD) [~6~1 MOUNTING BRACKET [ T | INLET PORT (GASES FROM CRANKCASE)

Fig. 6E9-11-CDR Valve Operation

6.2L DIESEL 6E9-7

Connect one end of the manometer to the engine oil dip stick hole. The other end of the manometer is vented to atmosphere. Install air cleaner and run engine at idle. CDR V alve S pecification

One inch (1") water pressure @ idle to approximately 3-4 inches water vacuum at full load. Add the amount that the manometer column travels up, to amount column travels down to obtain total PSI/Vacuum . An example (Fig. 6E912) of a manometer reading is as follows: One-half inch above zero plus one-half inch below zero equals one inch vacuum reading ( 1 / 2 " + 1 / 2 " = 1 ").

ON-VEHICLE SERVICE Fig. 6E9-9 The crankcase depression regulator valve is replaced as an assembly. R eplace hoses as required if inspection indicates cracks or decay.

PART INFORMATION PART N A M E .............................................................. GROUP Bracket, C/C ase Depr Reg V lv ..................................... 1.745 Hose, C/C ase Depr Reg V lv........................................... 1.762 Tube, C/C ase Depr Reg V lv........................................... 1.745 Fig. 6E9-12--CDR Valve Test

Valve, C/Case Depr Reg V lv.........................................

1.745

VACUUM REGULATOR VALVE 400 automatic transmission. It is mounted to the injection pump and vacuum is supplied from the vacuum pump.

DIAGNOSIS Refer to the 400 Autom atic Transmission for the diagnosis of the vacuum modulator and the vacuum signal to the modulator.

ON-VEHICLE SERVICE Adjustment (Figs. 6E9-14 and 15)

A vacuum regulator valve (Fig. 6E 9-13) used on engines with heavy duty emission regulations (LL4 engine) regulates the vacuum signal to the vacuum modulator of a

1. Attach the vacuum regulator valve snugly to the fuel injection pump. The switch body must be free to rotate on the pump. 2. Attach vacuum source o f 67 ± 5 kPa (20" Hg. ± 1.5" H g.) to the bottom vacuum nipple. Attach vacuum gage to the top vacuum nipple. 3. Insert vacuum regulator valve gage block between the gage boss on the injection pump and the wide open stop screw on the throttle lever (Switch on position). 4. Rotate and hold the throttle shaft against the gage block. 5. Slowly rotate the vacuum regulator valve body clockwise (facing valve) until vacuum gage reads 27 ± 2 kPa (8 ± . 6" H g .). H old valve body at this po­ sition and tighten mounting screws to 5-7 N -m (4-5 ft. lbs.).

6E9-8 6.2L DIESEL

|T1

|~4~| MOUNTING SCREWS

VACUUM GAGE

[~2~| VACUUM REGULATOR VALVE

[~5~| CLOCKWISE ROTATION

[~3~1 INJECTION PUMP

~6~| VACUUM SOURCE

Fig. 6E9-14--Vacuum Regulator Valve Adjustment m

NOTICE: Valve must be set while rotating valve body in clockwise direction only.

INJECTION PUMP

PH T H R O TT LE

LEVER

I 4 1 GAGE BAR (J-33043-2) I 5 | GAGE BOSS

I T I W IDE OPEN STOP SCREW

6. Check by releasing the throttle shaft allowing it to

09-13-83 6E9 SR 84 6E 0971

Fig. 6E9-15--Gage Block

return to the idle stop position. Then rotate throttle shaft back aganist the gage block to determine if vacuum gage reads within 27 ± 2 kPa (8 ± .6" H g .). If vacuum is outside lim its, reset valve.

PARTS INFORMATION PART N A M E .............................................................. GROUP Valve, Trans Vac R e g ...................................................... 4.205

EXHAUST GAS RECIRCULATION SYSTEM LH6-FEDERAL The exhaust gas recirculation (EGR) system (Fig. 6E9-16) consists of: • EGR valve • Exhaust Pressure Regulator (EPR) • • • •

EGR Solenoid EPR Solenoid Throttle Position Switch (TPS) Vacuum Pump The EGR system is not used on the LL4 with heavy duty emission requirements. To lower the formation of nitrogen oxides (N O x), it is necessary to reduce combustion temperatures. This is done by introducing exhaust gases into the cylinders. The exhaust gases take the place of fresh air that contains nitrogen and oxygen. With a lesser quantity of nitrogen and oxygen, less N O x is formed during combustion. The EGR valve (Fig. 6E9-17) installed on the intake manifold, introduces the exhaust gases to the incoming fresh air at the engine air crossover. The EPR valve (Fig. 6E9-18) installed between the exhaust manifold and exhaust pipe, is used to increase exhaust backpressure during idle which increases the

exhaust flow through the EGR system. The EPR valve is normally open. The Throttle Position Switch (TPS) is mounted on the throttle shaft of the injection pump. As the throttle is opened, one switch contact opens a circuit and another switch contact closes a circuit at a calibrated throttle angle. At idle, the EPR solenoid (Fig. 6E9-19) is energized through the TPS and this allows vacuum from the vacuum pump to close the EPR valve which causes exhaust backpressure. At a calibrated throttle angle, the EPR solenoid is de-energized and the EPR valve opens. At idle, vacuum from the vacuum pump passes through the EGR solenoid (Fig. 6E9-19) to the EGR valve which open the valve. At a calibrated throttle angle, the EGR solenoid is energized, vacuum is cut off to the EGR valve, and the EGR valve closes. There are three different cams used to change the calibrated angle switch point to delay the time when the EPR valve opens and the EGR valve closes. • Blue Cam - 0° Difference • Black Cam - 5° Difference • Red Cam -1 0 ° Difference Refer to Figure 6E9-20 for a summary of EGR and EPR solenoid and EGR and EPR valve operations.

6.2L DIESEL 6E9-9

m

EGR VALVE

0

INTAKE RUNNER

0

EXHAUST GASES

0

EPR VALVE

0 0 0 0

TO 7 0 0 R4 TRANSM ISSION CONVERTER CLUTCH INJECTION PUMP + 12 VOLTS (PINK) THROTTLE POSITION SWITCH EPR SOLENOID

10 V A C U U M PUMP

11

EGR SOLENOID

12

EPR WIRE (BLUE) EGR WIRE (YELLOW)

Fig. 6E9-16--EGR System-Federal (LH6)

3. With engine at idle, the EGR valve should be open. (Observe valve head in up position and noticeable exhaust noise intake.) If not, check and correct any electrical and hose connection which may be loose and/ or disconnected. 4. Remove vacuum hose from EGR valve. The valve head should drop with a noticeable reduction in noise. Reconnect hose. 5. At idle, the hose to the EGR valve should have approximately 6.75 kPa (20 inches of vacuum). If

JT|

ENGINE INTAKE MANIFOLD

f~2~| STUD TIGHTEN TO

0

EGR VALVE

|~4~| VA C U U M HOSE (TO AIR CLEANER)

Fig. 6E9-17-EGR Valve

Diagnosis Heavy black exhaust smoke upon acceleration generally indicates a malfunction in the EGR system.

Functional Operation 1 . Start engine and operate to open thermostat

m

EPR SOLENOID

|_3_

[ T | VACUUM PIPE 1~3~[ STUD - TIGHTEN TO 20 N m (15 ft. lbs.) PH

EPR VALVE AND ACTUATOR

temperature. 2. Remove air cleaner cover to observe operation of EGR valve.

Fig. 6E9-18--EPR Valve and Solenoid

6E9-10

6.2L DIESEL

12. If vacuum is present at the solenoid assembly and the solenoids are receiving an electrical signal as previously mentioned and operation of the TPS through the calibrated points does not operate the EGR and/or EPR valves, the solenoid assembly is inoperative and should be replaced.

On-Vehicle Service EGR VALVE Refer to diagnosis and replace EGR Valve (Fig. 6E917) if required.

EPR VALVE Refer to diagnosis and replace EPR Valve (Fig. 6E918) if required.

EGR/EPR SOLENODIS The EGR A N D EPR solenoid (Fig. 6E9-19) are replaced as an assembly. Refer to diagnosis to determine if replacement is required.

VACUUM PUMP Refer to Figures 6E9-6 or 6E9-8 for replacement of the vacuum pump.

THROTTLE POSITION SWITCH Refer to diagnosis and adjust or replace. The throttle position switch if required.

TPS Adjustment LH6 Engine vacuum is not present, check output of the vacuum pump at the pump. The pump should produce a minimum of 67.5 kPa (20 inches of vacuum.)

6. If vacuum is present at the EGR valve but the valve does not open and close as the hose is put on and taken off, the EGR valve is stuck and should be checked and replaced if necessary. 7. Manually operate the throttle lever at the injection pump through approximately 15° to 20° of travel. The EGR valve should close when the TPS reaches the calibrated point.

8. Check the pink wire to the TPS for 12 volts (key on). If 12 volts is not present, check for any loose connections, open wire, and a blown 20 amp gage fuse (View D). 9. Correct any lose wire connections and change fuse. With key on, the blue wire from the TPS switch should also have 12 volts. The blue wire feeds the EPR solenoid. At idle if the pink wire has 12 volts but the blue one does not, the TPS is inoperative and should be changed. 10. With engine off, but key on, operate the throttle through 20° travel. A t approximately 15°, the TPS will cut out the 12 volts to the blue wire (EPR). At approximately 20°, the TPS will cut in 12 volts to the yellow wire (EGR). If not, the TPS is inoperative.

1 1. Check to see that the electrical connections are made at the EGR-EPR solenoid assembly and that the hoses are routed correctly and connected to the solenoids.

Figs. 6E9-15 and 21 1. Disconnect connectr to throttle position switch (TPS). 2. Loosen the mounting screws retaining the TPS. 3. Connect an ohmmeter or test light to the IGN (pink) and EGR (yellow) terminals at the TPS. 4. Insert proper “ switch closed” gage block between the gage boss on the injection pump and the wide open stop screw on the throttle shaft. 5. Rotate the throttle lever and hold the wide open stop screw against the gage block. 6. Rotate the TPS until there is continuity or test lamp lights. 7. Hold TPS at this position and tighten the mounting screws to 6 N-m (53 in. lbs.).

ENGINE

EGR

EGR

EPR

EPR

SPEED

VALVE

SOLENOID

VALVE

SOLENOID

Idle to 15° Throttle

Open

Not Energized (Vacuum to Valve)

Closed

Energized Vacuum To Valve)

15° to 20° Throttle

Open

Not Energized (Vacuum to Valve)

Open

Not Energized (No Vacuum to Valve)

20° to Full Throttle

Closed

Energized (No Vacuum to Valve)

Open

Not Energized (No Vacuum to Valve)

Fig. 6E9-20--EGR System Operation

6.2L DIESEL 6E9-11

□ THROTTLE POSITION SWITCH

|~7~| IGN-PINK WIRE

m

MOUNTING SCREW

[~8~1 EGR - YELLOW WIRE

IT)

E

CLOCKWISE ROTATION

[~9~| TEST WIRES • OPTIONAL

m

TEST LIGHT OR OHMMETER

Tol

EPR-BLUE WIRE

[7]

CLOCKWISE ROTATION

|~2~| THROTTLE POSITION SWITCH

|T |

TEST LIGHT OR OHMMETER

[~3~1 MOUNTING SCREWS

[1 ]

TEST WIRES

INJECTION PUMP

Fig. 6E9-22--TPS Adjustment (LL4 Engine w /7 0 0 R4)

Fig. 6E9-21--TPS Adjustment (LH6 Engine)

8. Return throttle lever to idle position and remove gage

6. Rotate the TPS until there is continuity or test lamp

block. 9. Insert "switch open" gage block and rotate throttle lever against block. There should be no continuity or test light which means the switch is adjusted correctly. If there is continuity, repeat Steps 1 through 9. 10. Remove gage block and ohmmeter. 11. Connect TPS connector.

lights. 7. Hold the TPS at this position and tighten the mounting screws to 6 N-m (53 in. lbs.).

TPS Adjustment LL4 Engine w /7 0 0 R4 AT

8. Return throttle lever to idle position and remove gage block. 9. Insert "switch open" gage block (0.773) and rotate throttle lever against block. There should be no continuity or test light which means the switch is adjusted correctly. If there is continuity, repeat Steps 1 through 9. 10. Remove gage block and ohmmeter.

Figs. 6E9-15 and 22 1. Disconnect connector to throttle position switch (TPS). 2. Loose the mounting screw retaining the TPS. 3. Connect an ohmmeter or test light to the TPS terminals. 4. Insert the "switch closed" gage block (0.751) between the gage boss on the injection pump and the wide open stop screw on the throttle shaft. 5. Rotate the throtte lever and hold the wide open stop screw against the gage block.

11. Connect TPS connector.

PARTS INFORMATION PART N A M E .............................................................. GROUP Solenoid, EGR Valve and Exh Press R e g .................. 3.670 Switch, Throttle Position............................... .................. 3.440 Valve, E G R .......................................................................... 3.670 Valve, w/Actuator Exh Press R e g ................................ 3.640

DIESEL ELECTRONIC CONTROL SYSTEM RPO LH6-CALIFORNIA The Diesel Electronic Control (DEC) System is used on a 6.2L diesel engine in California to electronically control the exhaust gas recirculation system and the transmission converter clutch. The DEC system has the following components: • Diesel Electronic Control Module (ECM ) • Absolute Pressure (M A P) Sensor • EGR Solenoid • EGR Vent Solenoid • EGR Valve • EPR Solenoid

• • • • •

EPR Valve Throttle Position Sensor Engine Speed Sensor ALDL Connector TCC Solenoid The Diesel Electronic Control Module (ECM ) (Figs. 6E9-23 and 24) is a computer that controls: • Exhaust Gas Recirculation (EGR) System • Exhaust Pressure Regulation (EPR) - Part of EGR system. • EGR System Diagnosis

6E9-12

6.2L DIESEL

an Assembly Line Diagnostic Link (ALDL) that is used by the assembly plant for a computerized check-out of the system. This connector is also used in service to help diagnose the EGR system and TCC.

Diesel Diagnostic Check Tool There is no "CHECK E N G IN E " lamp on the instrument panel of a 6.2L engine vehicle in California. The ECM can detect a fault in the EGR System but there is no Trouble Code in the circuit. A Diesel Diagnostic Check (DD C ) Tool (Fig. 6E9-26) is connected into the ALDL connector and cigar lighter or BAT terminal on the fuse panel.

Fig. 6E9-23--Electronic Control Module (CK Series)

• Transmision Converter CLutch (TCC) The ECM monitors the following inputs to control EGR and TCC: • Engine RPM - Engine Speed Sensor • EGR V acuum -M A P Sensor • Throttle Position-TPS

ALDL Connector Under the instrument panel on a series CK (Fig. 6E925) or under the driver’s seat on a series GP (Fig. 6E9-24) is

When the ECM detects a fault with the engine running, the Check Engine Light (CEL) will be illuminated on the DDL tool. If the condition is corrected, the CEL will go off. The DDC tool is also used to determine whether or not a driveability problem is the result of a fault in the EGR system. All diagnosis using this tool should start with the Diesel Diagnostic Circuit Check.

Electronic Control Module The Electronic Control Module (EC M ) (Fig. 6E9-27) is serviced in two parts. Inside the ECM is a replaceable component called a calibrator (Fig. 6E9-28). The calibrator is referred to as a PROM (Program mable Read Only Memory) because information can be programmed into the unit for specific calibrations required for a specific vehicle/ engine combination. The ECM is supplied without a calibrator for service and is called a Controller. This allows one controller to be used with several different calibrators. Diagnosis

Refer to diagnosis in the exhaust gas recirculation system or transmission converter clutch to determine if the ECM needs to be replaced.

V IE W [ a ]

O n-V ehicle Service (Fig. 6E9-28.1)

The ECM is located under the instrument panel on a CK Series (Fig. 6E9-23) and under the driver’s seat on a G or P Series (Fig. 6E9-24).

L F o

[T|

E

D

C

B

A

G

ALDL CONNECTOR - LOCATED UNDER LEFT SIDE OF INSTRUMENT PANEL TERMINAL IDENTIFICATION

|T |

ALDL CONNECTOR

[T|

0

DIAGNOSTIC TEST TERMINAL

[ T ] SEAT RISER

ECM

0

GROUND

\T \

T.C.C.

I B 1 DIAGNOSTIC

[~3~| GROUND TERMINAL

Fig. 6E9-24--ECM and ALDL Connector (GP Series)

TEST TERMINAL

0

OTHER TERMINALS ARE NOT USED

ALDL DATA

Fig. 6E9-25--ALDL Connector (CK Series)

6.2L DIESEL

6E9-13

( T ]P R O M ACCESS COVER 4S 1601-6E

Fig. 6E9-27--Electronic Control Module

fT~|

DIESEL D IAG NO STIC CHECK TO O L DDC TO O L J-34750 OR E Q U IV A L E N T

[T l

CHECK ENGINE L IG H T (CEL)

2. Access cover. 3. Connector to ECM. 4. ECM with mounting hardware.

|~3~| A L D L DIAG NO STIC MODE SELECTOR SWITCH

PART INFORMATION

[~4~| A L D L CONNECTOR | 5 1 CIGAR LIG H TE R PLUG-IN [~6~| BAT CONNECTOR

SR 84

6E

1095

Fig. 6E9-26-DDC Tool

PART N A M E .............................................................. GROUP Controller, ECM ................................................................. 3.670 Calibrator, P R O M ............................................................ 3.670

Im po rtan t

Wiring Schematic

When replacing a production ECM with a service controller, transfer the Production Broadcast Code and Production ECM Number to the service controller label. Do not record on the removable cover. This provides identification of the ECM throughout the service life of the vehicle.

Refer to Figure 6E9-29 for the wiring schematic of the Diesel Electronic Control System.

Remove or Disconnect NOTICE: To prevent internal ECM damage, the ignition must be off when disconnecting or reconnecting the ECM connector. 1. ECM mounting hardware. 2. Connector from ECM.

ECM Terminal Voltage Refer to Figure 6E9-30 for the voltages at the ECM connector or terminal and wires. Voltage values that are taken at the ECM terminals should be very close to the chart. There may be a slight variation due to low battery.

3. ECM 4. Calibrator access cover. 5. Calibrator. Grasp the calibrator carrier and gently rock from side to side and upward. In s ta ll or Connect

Record Production Broadcast Code and Production ECM Number from removed ECM to service controller. Any time a calibrator is installed backwards and the ignition is turned on, the calibrator will be destroyed. 1. Calibrator removed from previous ECM . Position carrier squarely over the socket and press down firmly on the top of the carrier. While pressing down on carrier, use a narrow blunt tool and alternately pressing down on either end of the calibrator body to seat into socket.

m

ECM

[ T ] PR0M (ENGINE C A LIB R A T O R ) Q H PROM CAR RIER

Fig. 6E9-28--Calibrator

4S 1184-6EA

6E9-14

6.2L DIESEL

NOTICE: To prevent internal damage, the ignition must be o ff when disconnecting or reconnecting the ECM connector.

[T J P R O M CARRIER

m pR Q M l~3~! HALF ROUNDED

1. Remove ECM mounting hardware.

MOLDED DEPRESSION

2. Disconnect the connector from the ECM.

r~4~! REFERENCE END

3. Remove ECM. 4. Remove calibrator access cover. 7. If a service controller is to be installed, check the service part number to make sure that it is the correct controller for the replaced ECM. SCREW

8. Position the carrier squarely over the PROM socket with the squared o ff symmetrical end of the carrier aligned with the small notch in the socket at the pin 1 end. A N Y T IM E THE PROM IS IN S T A L L E D BACKW ARDS A N D THE IG N IT IO N SWITCH IS T U R N E D ON, THE PROM IS DESTROYED. CALIBRATOR (PROM) MOUNTED IN A CARRIER

PROM C AR R IER REFERENCE END PIN 1 OF PROM

SO C KET A T REFERENCE END

5. Remove calibrator. Grasp the calibrator carrier and gently rock from side to side and upward.

9. Press down firm ly on the top of the carrier. 10. While firm ly pressing down on the carrier, take a narrow blunt tool and press down on the body o f the PROM. Try to seat the PROM in the socket squarely by alternately pressing on either end of it.

•

Replacement ECM (called controller) is supplied w ithout a PROM. Care should be taken when re­ moving a PROM from an ECM that is being replaced as this PROM w ill be used in a service controller. 6. A correct PROM in a carrier is where the squared o ff symmetrical end of the carrier is at the same end as the half-rounded molded depression on the PROM. If a new PROM is to be installed, check to see that the installation of the PROM to-carrier is correct. Check for correct PROM part number.

11. Install access cover. *12. Install mounting hardware. 13. Install ECM and connect the connector. 5S 1345-6 E

Fig. 6E6-28.1-ECM o r C alibrator Replacement

6.2L DIESEL 6E9-15

ABBREVIATIONS A L D L ................................................................. Assembly Line Diagnostic Link C E L ........................................................................... "CHECK EN G IN E" Light CKT................................................................................................................... Circuit D D C ....................................................................... Diesel Diagnostic Check Tool D E C ....................................................................... Diesel Engine Control System D V M ........................ Digital Volt-Ohm Meter with 10 meg-ohm impedence E C M ............................................................... Electronic Control Module-Diesel E G R ............................................................................. Exhaust Gas Recirculation E P R ............................................................................ Exhaust Pressure Regulator I P .................................................................................................... Instrument Panel M A P ............................................................................... Absolute Pressure Sensor P W M ................................................................................. Pulse Width Modulated R P M .................................................................................. Revolutions Per Minute T C C ..................................................................... Transmission Converter Clutch T P S .................................................................................... Throttle Position Sensor V -R ef..................................... ECM Reference Voltage (Approximately 5.3v) W O T......................................................................................... Wide Open Throttle

6E9-16

6.2L DIESEL

Fig. 6E9-29--Diesel Electronic Control System W iring Schematic

6.2L DIESEL 6E9-17

ECM TERMINAL VOLTAGE 6.2L D IESEL (RPO LH6) C A L IF O R N IA THIS ECM VOLTAGE CHART IS FOR USE WITH A DIG ITAL VOLTMETER TO FURTHER A ID IN DIAGNOSIS. THE VOLTAGES YOU GET MAY VARY DUE TO LOW BATTERY CHARGE OR OTHER REASONS, BUT THEY SHOULD BE VERY CLOSE. THE FOLLOWING CONDITIONS MUST BE MET BEFORE TESTING: • • • •

VOLTAGE KEY ENG. OPEN "O N " RUN CRT.

EGR SOLENO ID

A1

B1

IG N ITIO N

12

14

*.5

*.5

TCC SO LENO ID

A2

B2

EPR SO LENO ID

12

* 1.0

*.5

*.5

EGR V E N T SO LENOID

A3

B3

NOT USED

-

-

-

-

NOT USED

A4

B4

NOT USED

-

-

-

*.5

12

14

-

-

CIRCUIT

PIN

14

14

VOLTAGE

KEY ENG. OPEN "ON" RUN CRT.

PIN

* 1.0

* 1.0

ENGINE AT OPERATING TEMPERATURE BATTERIES FULLY CHARGED AND GLOW PLUGS NOT CYCLING TEST TERMINAL NOT GROUNDED DDC. TOOL NOT INSTALLED

CIRCUIT

12

14

*.5

IG N ITIO N

A5

B5

NOT USED

-

-

-

12

*.5

*.5

ALDLDATA

A6

B6

NOT USED

-

-

-

5.01

5.01

5.01

5V REFERENCE

A7

B7

NOT USED

-

-

-

*.5

*.5

SENSOR G ROUND

A8

B8

NOT USED

-

-

-

+ T

A9

B9

NOT USED

-

-

-

B10

NOT USED

-

-

-

B11

DIAG NO STIC TEST T E R M IN A L

5.01

5.01

B12

NOT USED

-

-

*.5

.22

ENGINE SPEED SENSOR

*.5

var.

*.5

.57 var.

.57 var.

*.5

TPS SIG N A L

A 10

MAP S IG N A L

A11

GROUND

A 12

4.83 var.

.45

3.0

*.5

*.5

-

t

var. -

24 PIN A-B CONNECTOR

AC V O L T SCALE R E A D IN G V O L T A G E LESS T H A N T H A T V A L U E V A R IE S W ITH ENGINE SPEED, T H R O TT LE PO SITION, OR A L T IT U D E

5.01 -

4S 1258-6E9

Fig. 6E9-30--ECM Terminal Voltage

EXHAUST GAS RECIRCULATION (EGR) SYSTEM GENERAL

[ 7]

ENGINE SPEED SENSOR

[~2~| SENSOR CONNECTOR [~3~| VACUUM PUMP (CK ONLY)

Fig. 6E9-31--Engine Speed Sensor

The EGR system lowers the formation of nitrogen oxides by reducing combustion temperature. This is done by introducting exhaust gases into the cylinders through an EGR valve. The ECM controls the amount of EGR to meet emission control requirements and maintain good driveability through an EGR solenoid which regulate the vacuum to the EGR valve. Two main sensor inputs to the ECM are used to calculate the amount of EGR. The EGR Valve (Fig. 6E9-17), installed on the intake manifold, introduces the exhaust gases to the incoming fresh air at the engine air crossover. The EPR valve (Fig. 6E918), installed between the exhaust manifold and the exhaust pipe, is used to increase exhaust backpressure during idle which increases the exhaust flow through the EGR system. The EPR valve is normally open.

6E9-18

C-K -G -P TRUCK

6.2L DIESEL

A vacuum pump is required to provide a vacuum source to operate the EGR system. Refer to the beginning of Section 6E9 for additional information. Engine Speed Sensor (Fig. 6E9-31) - mounted at the center rear of the engine it is used as an input to the ECM to measure the RPM of the engine. Refer to Figure 6E9-40 for additional information. Throttle Position Sensor (Fig. 6E9-32) - mounted to the injection pump throttle valve is used as an input to the ECM to measure the degree of throttle angle. Refer to Figure 6E9-46 for additional information. MAP Sensor (Fig. 6E9-33) - mounted on the right side of the cowl is used to measure the amount of absolute pressure in the ECM vacuum line. Refer to Figure 6E9-44 for additional information.

sensor inputs. To monitor the ECM control o f EGR, a M AP sensor is used to measure the amount o f absolute pressure in the EGR vacuum line. If a minor variation is calculated EGR and actual EGR as monitored by the MAP sensor exists, the ECM makes a correction. If the varia­ tion exceeds an amount in excess o f what the ECM can correct for, an error is detected by the ECM and the sys­ tem w ill go into default. When the ECM recognizes the operating range for no EGR, the EGR vent solenoid operates to allow rapid venting of vacuum to the EGR valve. Refer to Figure 6E9-42 for additional information. The ECM signal energizes the EPR solenoid at idle which allows vacuum to close the EPR valve. Refer to Figure 6E9-48 for additional information.

DIAGNOSIS EGR/EPR Solenoid Assy. The E G R /E P R Solenoid Assem bly (Fig. 6E 9-34) mounted on top rear of the engine is controlled by the EGR. The ECM controls the EGR solenoid to regulate the vac­ uum to the EGR valve. By controlling the time the EGR solenoid is “ O N ” or “ O F F ” regulates the amount o f EGR. The ECM calculates the amount o f EGR based on inputs from the engine speed sensor and the throttle posi­ tion sensor. The ECM is programmed to vary the “ O N ” and “ OFF” time o f the EGR solenoid based on these two

The diagnosis of the DEC system should always start with the Diesel Diagnostic Circuit Check (Fig. 6E9-35). This will determine if the system is operating correctly. If the DEC system is not working properly, the Diesel Diagnostic Circuit Check will direct diagnosis to another DEC system circuit. The circled numbers on the chart refer to facing page step information. These steps explain why the circuit is being checked at this point.

6.2L DIESEL

6E9-19

f9~ l EGR/EPR SOLENOID ASSY SR 84 6 E 1026A

Fig. 6E9-34--EGR/EPR Solenoid Assembly

CIRCUIT CHECKS Diesel Diagnostic Circuit C heck....................................................Figure DDC Tool C heck...............................................................................Figure ECM C heck...................................................................................... ..Figure Engine Speed Sensor C heck............................................................Figure EG R /EG R Vent Check....................................................................Figure M AP Sensor C heck...........................................................................Figure TPS C heck...........................................................................................Figure EPR Solenoid Electrical C h eck .....................................................Figure EPR Vacuum Check....................................................................... ..Figure

6E9-35 6E9-37 6E9-39 6E9-41 6E9-43 6E9-45 6E9-47 6E9-49 6E9-51

6E9-20

6.2L DIESEL

DIESEL DIAGNOSTIC CIRCUIT CHECK The ECM provides the diagnostic logic to detect faults in the systems the ECM monitors or controls. The ECM, when it recognizes a fault, has he capability of turning a "Check Engine" Light (CEL) "ON" but does not store or flash a trouble code. Furthermore, if the condition corrects itself, the CEL signal will be turned "OFF" immediately following the correction. The ECM recognizes errors in Engine Speed, Vacuum errors in the EGR vacuum loop via the M AP sensor, and electrical faults involving the 5 volt reference circuit. The ECM is a m ultifuction engine controller that controls the following: 1. Exhaust Gas Recirculation (EGR) 2. Exhaust Pressure Regulation (EPR) 3. Transmission Converter Cluth Control (TCC) 4. System Diagnosis The ECM monitors the following inputs to allow proper engine control of the above.

1. Engine RPM 2. Absolute Pressure (M A P ) used to monitor EGR vacuum 3. Throttle Position (TPS) Since the vehicles which use the 6.2L engine are not equipped with a "Check Engine" Light, a Diesel Diagnostic Check (DD C ) Tool is used whenever the need for service diagnostics occurs. This allows the ability to quickly recognize that a driveability problem is due to the ECM being in default by either the CEL being "ON" or one of the selectable diagnostic modes indicating a fault is present. All diagnosis should start with the Diesel Diagnostic Circuit Check on the facing page. After any repair to the D iesel Electronic Control System , the D iesel D iagnostic Circuit C heck must be repeated. A brief description of operation is included with each System Check Chart.

6.2L DIESEL 6E9-21

1984 DEC

6 .2 L (L H 6) D IE S E L D IA G N O S T IC C IR C U IT C H EC K Make physical inspection o f engine com partm ent. Make certain all electrical components are co rre ctly attached. Check all vacuum lines fo r hoses o ff, pinched or burned through. Check EGR valve fo r vacuum leak and free movement. Check fo r plugged EGR vent filte r. Install Diesel Diagnostic Check Tool (DDC) into cigar lighter. (Normal mode). Note "C heck Engine” lig h t (CEL). Connect DDC Tool in to A L D L and observe CEL. Key " O N " , engine not running and observe CEL. CEL " O N " all steps.

CEL " O F F " any step.

I

I

CEL " O F F " . • •

~

See DDC Tool Check.

Install vacuum gage in place o f EGR valve. Start engine. Note CEL im m ediately.

CE L ''O N ". •

Idle fo r 15 seconds. Note CEL.

See ECM Check.

CEL "O N ". • • •

Set parking brake, block drive wheels. Run engine at 850 rpm in drive. Note CEL after 15 seconds.

•

Light "O F F ".

Light "O N ".

Run engine at 850 rpm in park. Note vacuum gage.

See EGR Check.

Vacuum steady

• • •

Vacuum pulses.

Vehicle in Park. Q uickly flash th ro ttle . Observe vacuum gage movement.

Vacuum gage drops from above 20 " to near zero.

See Engine Speed Sensor Check.

No vacuum.

See EGR Check.

Vacuum gage drops o n ly about V2 distance fro m fu ll vacuum.

Reconnect EGR vacuum hose. Connect vacuum gage in place o f EPR valve. Start engine. Observe vacuum in 3.9k and 10k mode o f DDC to o l. Vac. should be 0 " in 3.9k and between 1 5 "-2 0 " in 10k.

Normal vac. in 3.9k and 10k modes.

•

Move DDC Tool to 10k mode. Note vacuum.

Full vacuum, no movement. See TPS Check.

See EGR Check.

1 0 " Vacuum.

2 5 ” or no vacuum.

See TPS check.

See MAP check.

Vac not norm al in either test mode.

ECM controls O K, no electrical faults. See Section 6 Engine Diagnosis if d rive a b ility problem exists.

See EPR Check. 8-19-83 SR 84

Fig. 6E9-35--Diesel Diagnostic Circuit Check

6E 0970A

6E9-22

6.2L DIESEL

I.P. HARNESS CONNECTOR 488 451

m

150

DIESEL DIAGNOSTIC CHECK TOOL DDC TOOL J-34750 OR EQUIVALENT

[ 2 ] CHECK ENGINE LIGHT (CEL)

ECM SIDE

[T " l A LD L DIAGNOSTIC MODE SELECTOR SWITCH I T l ALDLCONNECTOR I 5 | CIGAR LIGHTER PLUG-IN |~6~| BAT CONNECTOR I.P. HARNESS CONN.

ECM CONN.

ECM GROUND

A12

150

ENGINE GROUND

B12 A LD L DATA

A6

DIAGNOSTIC TEST TERM

B11

488 451

—

F E D C B A A LD L CONNECTOR

4S 1144 6E9

Fig. 6E9-36-DDC Tool Check (1 of 2)

DDC TOOL CHECK (6.2L LH6) The Diesel D iagnostic Check (D D C ) Tool is a combination "Check Engine" Light (CEL) and diagnostic mode selector. The tool allows a check on the ECM ’s ability to detect a fault and set a CEL. The mode selector assists diagnostics if a fault is present, even if there was no CEL. Prior to any diagnostics, it must be verified that the DDC tool is functioning. 1. Checks to see if the DDC tool is supplied with 12 volts. Light should be "ON" with only the power cord installed.

2. Checks to see if ALDL circuit is grounded or faulty. Normally when connection is made to ALDL, the CEL should remain "ON". 3. W hen ignition is turned " O N " , the CEL should remain "O N ". If CEL goes "OFF", ECM may be shorted internally. Note: When using the DDC tool in any of the diagnostic modes (3.9K or 10K), the CEL will flicker. This is normal. Also, when going from any diagnostic mode to either Normal or Ground, the CEL will come on solid for 10 seconds, then go off. This is the normal ECM reset time.

6.2L DIESEL 6E9-23

1984 DEC

6.2L (LH 6) DDC TO O L CHECK

8-10-83 SR 84

Fig. 6E9-37-DDC Tool Check (2 of 2)

6E 1055

6E9-24

6.2L DIESEL

I.P. HARNESS CONNECTOR

PH

439 488 451

RH

CHECK ENG INE L IG H T (CEL)

tn

A LD L DIAGNOSTIC

150

DIESEL D IAG NO STIC CHECK T O O L DDC T O O L J-34750 OR E Q U IV A L E N T

MODE SELECTOR SWITCH l~4~l A L D L CONNECTOR

ECM SIDE

I 5 1 CIGAR LIGHTER PLUG-IN |~6~~| B A T CONNECTOR

4S 1143 6E9

Fig. 6E9-38-ECM Check (1 of 2)

ECM CHECK (6.2L LH6) The ECM check is made to determine why the "Check Engine" Light remains "ON" after the engine is started. Normally, the ECM will not recognize a fault for at least 10 seconds after start-up. If the CEL remains "O N ", the ECM has lost power, ground or the signal that turns the CEL "OFF" has been lost. Since the the CEL is remote from the ECM, it can recognize faulty ECM power or ECM. 1. Checks for proper CEL signal at ALDL. It should normally be about battery voltage until the vehicle is started.

2. Checks for 12 volts at ECM ignition feed terminals. Battery voltage should normally be present at both terminals. 3. Checks for good ECM ground. Light should normally be "O N ". If ECM power and ground terminals are OK, check for good ECM to connector terminal contact. 4. When the vehicle is started, the ECM turns the CEL

"OFF" and voltage at ALDL should normally drop under 6 volts.

6.2L DIESEL 6E9-25

1984 DEC

6 .2 L (L H 6 ) ECM C H EC K

• •

CEL remains " O N " after engine start-up. Check PROM fo r proper installation.

10-20-83

SR 84

Fig. 6E9-39--ECM Check (2 of 2)

6E 1054A

6E9-26

6.2L DIESEL

ba ck v ie w

A

ENG. SPEED SENSOR

a

OF

ABC MAP/TPS CONNECTOR (FR O N T VIEW )

□ c □C □C □C □C □El □ IZ □ c □ c

ENG. SPEED SENSOR CONN.

sr 4 A B ENGINE SPEED SENSOR CONNECTOR (FR O N T VIEW )

□

5V REFERENCE

A7

SENSOR GROUND

A8

ENGINE SPEED SENSOR 5V • ---- WP-

416

452 a

A9

□

2 4 P IN A -B ECM C O N N E C TO R

ECM CONN.

ECM

if

1

121

—- « B

{ >A

m p . INE i m c SPEED o p p p n ENG SENSOR

]

b

|c

MAP

c|

b

|a

TPS

4S 1142 6E9

Fig. 6E9-40--Engine Speed Sensor Check (1 of 2)

ENGINE SPEED SENSOR CHECK (6.2L LH6) The Engine Speed Sensor is a camshaft driven pick-up mounted at the center rear of the engine. It is sourced by 5 V-reference and allows the ECM to measure engine RPM by the number of times the voltage is pulsed. The Engine Speed Sensor pulses 4 times per revolution. 1. Checks for a good 5 V-reference. Normally, the ECM should be at about 5 volts for fully charged batteries.

2 . Checks for proper ECM voltage to the Engine Speed Sensor. If the circuit to the ECM is complete, normal voltage will be about 5 volts with the harness disconnected from the sensor. 3. Checks for a good sensor ground circuit (CKT 452) from sensor to ECM. Since Step 2 indicated an open, the results of this step indicates whether the open is in the wire or at the ECM.

6.2L DIESEL 6E9-27

1984 DEC

6 .2 L (L H 6) E N G IN E SPEED SENSOR CHECK

•

CEL " O N " after 15 seconds at idle.

SR 84

Fig. 6E9-41 --Engine Speed Sensor Check (2 of 2)

8-10-83 1053

6E

6E9-28

6.2L DIESEL

2 4 P IN A - B ECM C O N N EC TO R

4 S 1141 6E9

Fig. 6E9-42-EGR/EGR Vent Check (1 of 2)

EGR/EGR VENT CHECK (6.2L LH6) The EGR solenoid controls the amount of vacuum to the EGR valve. The signal from the ECM is Pulse Width Modulated (PW M ) which varies the cycle ("O N " time) from 0 % to 100 %. As the EGR solenoid cycles, vacuum to the EGR valve is controlled. When the EGR solenoid is "‘O N " , there is no EGR vacuum. The EGR Vent Solenoid operates to allow rapid venting of EGR vacuum to improve driveability and performance when the ECM recognizes the operating range for no EGR. When the solenoid is "O N ", EGR vacuum is vented. Both solenoids operate on 12 volts supplied by ignition. The ECM supplies the ground to turn the solenoids "O N ".

1. Checks for EGR vacuum at idle. Norm ally, there should be full EGR vacuum at idle (above 68 kPa/20" vacuum). 2 . Checks for a ground in the circuit that would energize either solenoid. At idle, neither solenoid should be "O N". A test light "ON" indicates a faulty ground in the circuit. 3. Checks for complete circuits to both solenoids. The test light should be "ON" normally. 4. Using the DDC tool in the 3.9k mode should turn the vacuum "OFF" to the EGR valve by ECM activation of the EGR vent solenoid. If vacuum is present, the ECM was not able to energize the EGR vent solenoid.

6.2L DIESEL 6E9-29

1984 DEC

6 .2 L (L H 6 ) E G R /E G R V E N T C H E C K From Diesel Diagnostic C ircuit Check •

Check fo r plugged EGR vent filte r.

A P rio r to replacing ECM,check resistance of applicable solenoid. If less than 20 ohms, replace solenoid also.

8-19SR 84

Fig. 6E9-43--EGR/EGR Vent Check (2 of 2)

6E 10f

6E9-30

6.2L DIESEL

A

COWL

A

A B C

B

ENG INE SPEED SENSOR CONNECTOR (FR O N T VIEW )

VAC/ V \

HOSE

MAP CONN. C

TO EGR SO LENO ID ASSEMBLY bly AC AND VA C PUMP

back view of

----r

PV A C U U M

MAP/TPS CONNECTOR (FR O N T VIEW )

EGR VALVE

I

HOSE ECM

ECM CONN.

5V REFERENCE

A7

MAP S I G N A L - ^ — A11

MAP SENSOR

■SI

416

1

TPS MAP CONN.

a

|

b

|c

ENG INE SPEED A | B 1

432

B10 SENSOR G RO UND

A8

452 4S1140 6E9

Fig. 6E9-44--MAP Sensor Check

MAP SENSOR CHECK (6.2L LH6) A M anifold Absolute Pressure Sensor is used to monitor the amount of vacuum in the EGR circuit. It senses the actual vacuum in the EGR vacuum line and sends a signal back to the ECM. The signal is compared to the EGR duty cycle calculated by the ECM. If there is a difference in the ECM command and what is at the EGR valve sensed by the MAP, the ECM makes minor adjustments to connect. When a major difference is sensed, the ECM recognizes a fault and sends a full EGR signal.

1. Checks for 5-volt reference signal to M AP Sensor. Normally, about 5 volts should present with the key "ON" at Terminal "C". 2. Checks for a complete circuit from M AP sensor back through the sensor ground wire. As in Step 1, this should be about 5 volts. 3. Checks for normal response from the M AP to an external vacuum signal. There should be be an immediate voltage as vacuum is applied.

6.2L DIESEL 6E9-31

1984 DEC

6 .2 L (L H 6 ) M AP SENSOR CHECK From Diesel Diagnostic C ircuit Check

8 -1 f

SR 84

Fig. 6E9-45--MAP Sensor Check (2 of 2)

6E

6E9-32

6.2L DIESEL

J S f H A

ABC

B

MAP/TPS CONNECTOR (FR O N T VIEW )

EN G INE SPEED SENSOR CONNECTOR (FR O N T VIEW )

H I INJECTION PUMP [T l THROTTLE POSITION

2 4 P IN A - B ECM C O N N EC TO R

ECM

MAP SENSOR

ECM CONN.

Cl B 1A 5V REFERENCE

A7

SENSOR GROUND

A8

T H R O T T L E POSITION A10 SENSOR S IG N A L

MAP CONN.

416 452 417

\ 4TH GEAR SW. (N.O.)

1 B j C

TPS CONN.

tm WOT

ID LE TPS

n

ENG INE SPEED

ENG INE SPEED CONNECTOR 4S 1139 6E9

Fig. 6E9-46--TPS Check (1 of 2)

TPS CHECK (6.2L LH6) The Throttle Position Sensor (T P S) is a variable resistor that signals the ECM the degree of throttle opening. The sensor is connected to 5-volt reference and has the highest resistance at closed throttle. At wide open throttle, the resistance is lowest and output to the ECM will be near 5 volts. 1. Checks for complete 5-volt reference circuit. If the circuit is com plete from V-ref and back to sensor ground in ECM, DVM will read about 5 volts.

2. Checks for a shorted or stuck 4th gear switch. When the transmission shifts to 4th gear, this switch will close and signal the ECM to turn "OFF" EGR. If the 4th gear switch is not faulty, there could be a short to V-ref or a faulty TPS adjustment or switch. 3. Checks for normal response at ECM from TPS. Voltage should be normally less than 1 volt at closed throttle and go to about 5 volts at WOT. If voltage change is OK, circuit is complete.

6.2L DIESEL 6E9-33

1984 DEC

6 .2 L (L H 6 ) TPS C H E C K From Diesel Diagnostic Circuit Check

8-19-83 SR 84

Fig. 6E9-47--TPS Check (2 of 2)

6E V'nr)

6E9-34

6.2L DIESEL

A

back v ie w A of / B1\ ' CONNECTOR/

24 PIN A-B ECM CONNECTOR B U L K H E A D CONNECTOR IGN. s —**

rG; A AU i i //ID i n iL E

FUSE EGR VALVE

4S 1138 6E9

Fig. 6E9-48--EPR Solenoid Electrical Check (1 of 2)

EPR SOLENOID ELECTRICAL CHECK (6.2L LH6) The E PR solenoid controls vacuum to the E P R valve. The E PR solenoid, when energized, allows vacuum pum p vacuum to close the E P R valve and increase exhaust back pressure for proper E G R operation. The solenoid is supplied 12 volts by the ignition and the E C M completes the ground to energize the solenoid and tu rn E P R " O N ".

1. Checks for a short to ground or a faulty E C M signal to E P R solenoid. Test light should norm ally be " O F F " . 2. Checks for signal to energize E P R solenoid with engine at idle. If the test light is " O N " , electrical circuits to the solenoid are OK.

6.2L DIESEL 6E9-35

1984 DEC 6 .2 L (L H 6 ) EPR S O LE N O ID E L E C T R IC A L CH EC K

• •

Perform Diesel Diagnostic Check First. Check for plugged EGR vent filter.

A Prior to replacing ECM , check resistance of applicable solenoid. If under 20 ohms, replace solenoid also. Fig. 6E9-49--EPR Solenoid Electrical Check (2 of 2)

8-10-83 SR 84 6E 1056A

6E9-36 6.2L DIESEL

m TO EPR m VENT FILTER QjTO MAP m TO EGR SOLENOID m EGR m EGR VENT SOLENOID m EPR SOLENOID m FROM VACUUM PUMP SOLENO ID CONNECTORS (FR O NT VIEW )

24 PIN A-B ECM CONNECTOR

EGR VALVE

4S 1137 6E9

Fig. 6E9-50--EPR Vacuum Check (1 of 2)

EPR V A C U U M CHECK (6.2L LH6) The E P R Solenoid controls vacuum to the E PR valve. The E P R solenoid, when energized, allows vacuum pump vacuum to close the E P R valve and increase exhaust back pressure for proper E G R operation. The E P R valve is a combination vacuum , actuator and exhaust restrictor plate. W hen vacuum is applied to the actuator, the restrictor plate closes to increase exhaust system back pressure to allow the E G R valve to function more efficiently. 1. Checks for norm al E P R vacuum a t idle. Since electrical circuit was verified as O K on prior chart, if no

vacuum is present, it is due to no source vacuum (vacuum pum p) or a restriction or leak in vacuum lines to valve including the solenoid. 2. C hecks to see if solenoid will respond to E C M com m and. In 3.9K m ode, E P R solenoid is d e­ energized, so no vacuum should be present if the solenoid did close. 3. C hecks for norm al op eratio n of E P R valve. W hen vacuum is applied to vacuum , valve actuator should move and hold.

6.2L DIESEL 6E9-37

1984 DEC 6 .2 L (L H 6 ) EPR V A C U U M CH EC K

• Perform EPR Solenoid Electrical Check first. • Check for plugged EGR vent filter.

8-10-83 SR 86 6E 1057A

Fig. 6E9-51-EPR Vacuum Check (2 of 2)

6E9-38

6.2L DIESEL

jum pers or their equivalent will be necessary (Fig. 6E952). 3. Key " O N " , engine not running. 4. Install T P S /V R V gage block to J-33043-2 or equivalent using the .646 side of the block. Position tool between gage boss on injection pum p and the wide open stop screw on throttle shaft (Fig. 6E9-53). 5. R otate the throttle lever and hold the wide open stop screw against the gage block.

m

HARNESS CONNECTOR

6. Using a DVM J-29124 or equivalent, m easure voltage from T PS connector term inals "A " to " C " . This is V-ref. Record the voltage reading (Fig. 6E9-54).

[ 5 | TPS

f~2~| JUMPER WIRES

m

dvm

| 3 | TPS CONNECTOR

m

SCREW—T IG H T E N TO 6 N-m (53 IN. LBS.)

[ T 1 INJECTION PUMP

09-14-83 6E9 SR 84 6E 0972

Fig. 6E9-52--TPS Adjustment

ON-VEHICLE SERVICE EGR V a lv e Refer to diagnosis th at checks EG R system and replace E G R Valve (Fig. 6E9-17) as required.

EPR V a lv e R efer to diagnosis th at checks E PR system and replace EPR valve (Fig. 6E9-18) as required.

V acuum Pum p R efer to Figures 6E9-6 or 6E9-8 for replacem ent of the vacuum pump.

E n g in e S p e e d S en so r (Fig. 6 E 9-31)

RemoveorDisconnect 1. Batteries 2. Air cleaner. Cover intake manifold. 3. Engine speed sensor electrical connector. 4. Vacuum hose (C K only)

7. Now m easure and record voltage between term inals " B " to " C ". This is the TPS voltage (Fig. 6E 9-54). 8. C om pare the voltage recorded in Step 7 under the corresponding V-ref. recorded in Step 6 against the d ata in TPS table (Fig. 6E9-54). T he T PS v o ltage should be w ithin ± 1% o f voltage show n. E xam ple: A V -referen ce o f 4 .6 - the TPS voltage m ay be 2 .8 7 to 2 .9 3 volts and be w ithin tolerance. 9. If no adjustm ent is necessary, proceed to Step 12. 10. To adjust T PS, loosen the two attaching screws and rotate T PS until the correct T PS voltage is obtained as per TPS T able (Fig. 6E9-54). 11. W hen the correct TPS value is obtained, tighten the TPS attaching screws to 6 N-m (53 in. lbs.). 12. C heck T P S voltage by releasing the th ro ttle lever alllowing it to return to the idle stop position m easuring voltage from term inals " B " to " C " . R etu rn lever against gage block. Voltage should be less than 1 volt at closed throttle and return to TPS voltage within ± 1% o f the adjusted voltage w hen throttle is again opened against gage block. If voltage does not return to TPS voltage, rep eat Steps 10, 11 and 12. If at closed throttle, v oltage is not less than 1 volt or adjustm ent cannot be m ad e, replace T P S .

5. Clam p 6. Engine speed sensor with vacuum pump (C K only)

Connect orInstall 1. Engine speed sensor assembly and gasket. 2. Clam p 3. Vacuum hose (C K only) 4. Electrical connector 5. Air cleaner 6. Batteries

T h ro ttle Position S en sor A d ju stm en t

1. Remove A ir C leaner Assembly and related hoses. 2. D isconnect T PS connector. Install ju m p e r wires between T PS and harness. Jum pers can be m ade using term in als P /N 12014836 and 12014837. T hree

r n

INJECTION PUMP

[ T ] T H R O TT LE LEVER

m

GAGE BAR (J-33043-2)

{ 5 j GAGE BOSS

f~3~] W IDE OPEN STOP SCREW

Fig. 6E9-53--Gage Block

09-13-83 6E9 SR 84 6E 0971

6.2L DIESEL 6E9-39

V-R EFER E N C E----------- ►

4.5

4.6

4.7

4.8

4.9

5.0

5.1

5.2

5.3

5.4

5.5

TPS VO LTAG E ------------► (w ith gage to o l installed)

2.84

2.90

2.96

3.02

3.09

3.15

3.21

3.28

3.34

3.40

3.47 SR 84 6E 0973

Fig. 6E9-54-TPS Voltage Table

13. Remove gage block tool. 14. T urn ignition " O F F " . 15. R em ove ju m p e r w ires and reconnect T P S harness connector. 16. R einstall A ir Cleaner Assem bly and related hoses.

RemoveorDisconnect 1. A ir cleaner and related hoses. 2. T PS connector. 3. T PS attaching screws.

M A P S en so r Refer diagnosis th at checks M A P sensor circuit and replace sensor (Fig. 6E9-33) as required.

EG R /EG R S o len o id A ssy. T he E G R solenoid, E G R vent solenoid and E P R solenoid are replaced as an assembly. The vent filter can be replaced as required. If diagnosis has determ ined th a t any solenoid does not operate, replace with complete assembly (Fig. 6E9-34).

PARTS INFORM ATION

4. TPS

Connect orInstall 1. T PS and attaching screws. 2. A djust T PS voltage following procedure above. 3. T PS connector. 4. A ir cleaner and related hoses.

PA R T N A M E ................................................................ G R O U P Controller, E C M .................................................................. 3.670 C alibrator, P R O M ............................................................. 3.670 Sensor, M A P ........................................................................ 3.682 Sensor, T hrottle Position................................................... 3.440 Sensor, Veh. S p d ................................................................. 3.682

TRANSMISSION CONVERTER CLUTCH (TCC) will stall im m ediately, ju st as in a m anual transm ission with the clutch applied. If the converter clutch does not apply, fuel economy may be lower than expected. The Transm ission Converter Clutch (T C C ) system has different operating ch a ra c teristic s th an an au to m atic transm ission w ithout TC C . If the driver complains of a "chuggle" or "surg e" condition, the vehicle should be road tested and com pared to a sim ilar vehicle to see if a real problem exists. T he O w n er’s M anual section on T C C operation should be reviewed with the driver. A nother TC C com plaint may be a downshift felt when going up a grade, especially with cruise control. This m ay not be a downshift, but a clutch disengagem ent due to the change in T PS to m aintain cruising speed. m

TCC SOLENOID

PH

CHECK B A L L

H I CHECK B A L L SEAT SR 84 6 E 0548

DIAGNOSIS Refer to Figures 6E9-56 and 57 for a check of the transm ission converter clutch circu it controlled by the ECM .

Fig. 6E9-55--TCC Solenoid

ON-VEHICLE SERVICE The Transmission Convert Clutch (T C C ) System uses a solenoid operated valve (Fig. 6E9-55) in the autom atic transm ission to couple the engine flywheel to the output shaft of the transm ission through the torque converter. This reduces the slippage losses in the converter, which increases fuel economy. Refer to TC C check for additional information. Results of Incorrect T C C O p eratio n

If the converter clutch is applied a t all tim es, the engine

• See Section 7A for TC C Solenoid replacem ent. • See Section 8C for brake switch replacem ent. • R efer to Diesel E lectronic C ontrol System replacem ent of the ECM .

for

PARTS INFORMATION PA R T N A M E ............. Solenoid kit, with seal

GROUP .... 4.122

6E9-40

6.2L DIESEL

rJOL

I.P. HARNESS CONNECTOR

B

E

or

422

TCCBRAKE SW. CONN. (FR O N T VIEW )

TRANSM ISSIO N CONNECTOR (FRO NT VIEW )

ECM SIDE (FRO NT VIEW )

24 PIN A-B ECM CONNECTOR

ECM

I.P. HARNESS

IG N '

G A U /ID L E FUSE 39

ALD L CONNECTOR

F

E

D

C

B

A

SR 84 6E 1084

Fig. 6E9-56-TCC Check (1 of 2)

TCC CHECK The purpose of the T C C is to elim inate power loss during highway cruise driving conditions. W hen the Torque Converter Clutch is applied, the conventional fluid coupling between engine and transm ission is replaced by a straight through m echanical coupling. The heart of the system is a solenoid located inside the transm ission and is controlled by the EC M . Ignition to the solenoid passes through a brake switch which opens when the brake is applied. The E C M completes the ground to activate the T C C solenoid for clutch engagem ent. The E C M completes the circuit whenever the TPS exceeds a calibrated valve for throttle opening. 1. C hecks for com plete circu it from ignition th ro ugh solenoid up to test point. Test light should be " O N " normally since E C M has not com pleted circuit yet.

2. Checks for E C M to com plete circuit to ground to energize T C C solenoid and engage TC C . T est light should norm ally go out when E C M com pletes circuit. 3. Checks for T PS signal. If signal to E C M is correct, fault is in E C M connection or E C M . If T PS signal to E C M is incorrect (voltage) proper operation will not occur. 4. Checks for ground in circuit to E C M T erm inal A-2. N orm ally, light should be " O F F " . 5. Checks for ignition voltage to T erm inal " A " of TC C conn. Light should norm ally be " O N " . 6. Checks for com plete circuit from ignition to ground via TC C test term inal in A LD L. N orm ally, light should go " O N " if harness is good.

6.2L DIESEL 6E9-41

1984 DEC 6.2L (LH6) TCCCHECK

• •

Check for proper TPS adjustment. Check fo r proper brake switch adjustment.

8-30-83 4S 1146 6E9

Fig. 6E9-57-TCC Check (2 of 2)

6E9-42 6.2L DIESEL

COLD ADVANCE CONTROL CIRCUIT LH6-CALIFORNIA DIAGNOSIS Refer to Figure 6E9-60 for checking procedures to diagnosis the cold advance control circuit.

ON-VEHICLE SERVICE C old A d v a n c e C ontrol R elay Refer to Figure 6E9-33 for location and replacem ent of the cold advance control relay.

C old A d v a n c e S olenoid Figure 6E9-58

Remove orDisconnect

□ 0 0 0 0 0 0

0

COVER SCREW PUMP COVER TERMINAL CONTACT NUT RETAINING NUT INSULATING WASHER COLD ADVANCE SOLENOID SHUTDOW N SOLENOID ASSY. COVER GASKET

1. Pum p cover - refer to S ection 6C 6, Diesel Fuel Injection for removal procedure. 2. Term inal contact nut and retaining nut. 3. Cold advance solenoid.

Install orConnect 1. Cold advance solenoid m aking certain th a t the plunger is centered so th a t it will contact the fitting check ball. 2. Insulating washer, plain w asher and lockwasher. 3. R etaining nut - tighten to 1.2 N-m (11 in. lbs.). 4. T erm inal contact nut and lockwasher. 5. Check operation of solenoid using 12 volt source. 6. Pum p cover, follow procedure in Diesel Fuel Injection Section 6C6.

F ast Idle S olenoid Fig. 6E9-58--Cold Advance Solenoid

GENERAL The cold advance control circuit is designed to advance the injection tim ing about 4° during cold operation. This circuit is activated by a tem perature switch through a cold advance control relay and to a cold advance solenoid (Fig. 6E9-58). The switch is calibrated to open the circuit above coolant tem perature of 95°F (35°C). Below the switching point and with ignition switch " O N " , the cold advance solenoid is continuously energized w ithout th e engine running. Below the switching point and engine running, a tim er in the relay starts to operate and closes the circuit to the cold advance solenoid for 35 seconds (4 seconds). W hen the cold advance solenoid is energized and the engine is running, the housing pressure is decreased from 69 kPa (10 psi) to zero which advances the tim ing 4°. A fter 35 seconds, the cold advance solenoid is de­ energized and the housing pressure is returned to 69 kPa (10 psi). The tem perature switch also energizes the fast idle solenoid (Fig. 6E 9-59) below 95°F (35°C ). W hen the coolant tem perature is above 95°F (35°C) is the fast idle solenoid is de-energized.

R efer to the Vehicle Emission Control Inform ation label on the vehicle for specifications and ad ju stm en t procedure to set the fast idle speed by adjusting the fast idle solenoid (Fig. 6E 9-59).

6.2L DIESEL 6E9-43

1984 DEC 6 .2 L (L H 6 ) C A L IF O R N IA O N L Y C O LD A D V A N C E C O N T R O L (CAC) C H EC K Check for blown fuse, repair for short if blown. Engine coolant temperature below 95°F. • • •

Key "O N” , engine not running. Connect test light from Cold Advance Solenoid conn, to ground, (leave harness connected to solenoid). Note light.

Light "OFF'

Light "O N”

•

Start engine. Light should remain "O N " for approx. 35 sec. then go "O FF" with a drop in engine RPM.

•

Remove and jumper Cold Advance Coolant temperature switch connector. Note test light at relay Terminal "A ".

1 Light "O FF "

•

Repair open in CKT 39 to ign. orCKT 534 to CAC relay.

No trouble found.

Light remains "O N " or not "O N " for 35 sec. Remove CAC relay conn. Connect test light across Terms. "A and G". Start engine and note light.

Light "O N "

OK

Not OK

Light goes "OFF". No drop in RPM.

•

It is a faulty temperature switch connection or temperature switch. (Switch should be closed below 95°F).

It is faulty CAC solenoid.

534 150 531 25

Light "O N "

Light "O FF"

Check for open to ground in CKT 150 or open to generator in CKT 25. (CKT 25 will have system voltage only while genera­ tor is operating).

•

CAC RELAY CONN. (FRONT VIEW)

It is faulty relay connections or relay.

FAST IDLE SOL.

« ui CO A

G A U G E /ID L E FUSE

IGIM 1'

39

534

531

534.

TEMP SW. (OPEN ABOVE 9 5 ° F)

COLD ADVANCE CONTROL RELAY

COLD ADVANCE SOL.

■ »

25 GENERATOR

Fig. 6E9-60--Cold Advance Control Check

6-29-83 SR 84 6E 0968

ENGINE EXHAUST

6F-1

SECTION 6F

ENGINE EXHAUST SYSTEM GENERAL DESCRIPTION The Exhaust System is suspended by hangers attached to the fram e members. Annoying rattles and noise vibrations in the E xhaust System are usually caused by m isalignm ent of parts. W hen aligning the system, leave all bolts or nuts loose until all parts are properly aligned, then tighten, working from front to rear. W hen replacing a muffler, the tailpipe(s) should also be replaced. Sealer such as 1051249, or equivalent, should be used at all clamped joint connections.

CATALYTIC CONVERTER The catalytic converter is an emission control device added to a gasoline engine light duty emission exhaust system to reduce hydrocarbon and carbon m onoxide pollutants from the exhaust gas stream (Figs. 6F-1 6F-2). The catalyst in the converter is not serviceable. T H E C A T A L Y T IC C O N V E R T E R R E Q U IR E S T H E U SE O F U N L E A D E D FU E L O N L Y . Periodic m aintenance of the exhaust system is not required; however, if the vehicle is raised for other service, it is advisable to check the general condition of the catalytic converter, pipes and muffler(s).

N O T IC E: W hen jacking or lifting vehicle from fram e side rails, be certain lift pads do not contact catalytic converter as dam age to converter will result.

V IE W a

&M40

Fig. 6F-1--Catalytic Converter-CK Series

6F-2

ENGINE EXHAUST

CONDITION Leaking Exhaust Gases

Exhaust Noises

POSSIBLE CAUSE

CORRECTION

Leaks at pipe joints.

Tighten U-bolt nuts at leaking joints to 30 lb. ft. (40 N -m ).

Damaged or improperly installed seals or packing.

Replace seals or packing as necessary.

Loose exhaust pipe heat tube extension connections.

Replace seals or packing as required. Tighten stud nuts or bolts to specifications.

Burned or rusted out exhaust pipe heat tube extensions.

Replace heat tube extensions as required.

Leaks at manifold or pipe connections.

Tighten clamps at leaking connections to specified torque. Replace gasket or packing as required.

Burned or blown out muffler.

Replace muffler assembly.

Burned or rusted out exhaust pipe.

Replace exhaust pipe.

Exhaust pipe leaking at manifold flange.

Tighten attaching bolts nuts to 17 lb. ft. (23 N-m )

Exhaust manifold cracked or broken.

Replace manifold.

Leak between manifold and cylinder head.

Tighten manifold to cylinder head stud nuts or bolts to specifications.

Loss of engine power and/or internal rattles in muffler.

Dislodged turning tubes and or baffles in muffler.

Replace muffler.

Loss of engine power.

Imploding (inner wall collapse) of exhaust pipe (except" P" Truck)

Replace exhaust pipe.

ENGINE EXHAUST

6F-3

Fig. 6F-2--Catalytic Converter-G Series

ON-VEHICLE SERVICE BOTTOM COVER If, for any reason, the bottom cover of a single bed converter is torn or dam aged, it can be replaced with a repair kit.

BOTTOM COVER REPLACEMENT 1. Remove bottom cover by cutting close to the bottom outside edge, Fig. 6F-3. Do not remove the fill plug. The depth of the cut m ust be very shallow to prevent dam age to the inner shell of the converter. 2. Remove insulation.

3. Inspect inner shell of the converter for dam age. If there is dam age in the inner shell, the converter assembly must be replaced. 4. Place new insulation in the replacem ent cover (Fig. 6F4). Apply sealing compound, 8998245 or equivalent, all around the cover after the insulation is in position. Apply extra sealer at the front and rear opening for the pipes (Fig. 6F-5). 5. Install replacem ent cover on converter (Fig. 6F-6). 6. Install cover retaining channels on both sides of the converter (Fig. 6F-7). 7. A ttach 2 clamps over retaining channels at each end of the converter (Fig. 6F -8).

C A T A L Y T IC C O N V E R T E R IN S U L A T IO N

Fig. 6F-3--Removing Bottom Cover

Fig. 6F-4--Catalytic Converter Insulation

6F-4

ENGINE EXHAUST

CATALYTIC CONVERTER IN N E R SHELL

Fig. 6F-5--Catalytic Converter Inner Shell

Fig. 6F-7—Installing Bottom Cover Retaining Channels

Fig. 6F-8—Installing Bottom Cover Clamps

VACUUM PUMP

6H-1

SECTION 6H

VACUUM PUMPS CONTENTS G eneral D escrip tio n .......................................................................................... G ear D riven...................................................................................................... Belt D riv en ....................................................................................................... D iagnosis............................................................................................................. G ear D riven...................................................................................................... Belt D riv e n ....................................................................................................... U nit R e p a ir......................................................................................................... G ear D riven...................................................................................................... Belt D riv en .......................................................................................................

GENERAL DESCRIPTION The vacuum pump is designed to aid the engine in m aintaining a proper vacuum level for accessories. This is accomplished by using either an electric or a m echanical vacuum pump.

GEAR DRIVE VACUUM PUM P T he gear driven vacuum pum p is a diaphragm pump which requires no periodic m aintenance. It is driven by a cam inside the drive assem bly to which it m ounts. The drive housing assembly has a drive gear on the lower end which meshes with the cam shaft gear in the engine. This drive gear causes the cam in the drive ousing to rotate. The drive gear also powers the engine oil lubricating pump.

6 H -1 6H-1 6 H -1 6H-2 6H-2 6H -2 6H -4 6H -4 6H -4

3. C arefully lift the pum p and drive assembly out of engine block. 4. Cover hole in engine block with a cloth to prevent foreign m aterial falling into the engine block. Installation

1. Remove protective cloth from engine. 2. Insert pum p and drive assembly in engine, m aking sure th a t the gears on the drive assembly mesh with the gears on the engine cam shaft. 3. R otate the pum p into position so the bracket and bolt can be installed. 4. Install clam p and bolt. 5. Install vacuum hose to pump.

BELT DRIVEN V A C U U M PUM P (F igure 6 H -2) BELT DRIVEN VACUUM PUM P (F igure 6H -2) The belt driven vacuum pum p is a diaphram pum p which requires a belt adjustm ent at regular intervals. It is driven by the alternator belt.

UNIT REPAIR GEAR DRIVEN V ACUU M PUM P (F igure 6H -1) Rem oval

1. Remove vacuum hose from vacuum pum p inlet. 2. Rem ove bolt and clam p holding drive assem bly to engine block.

Rem oval

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Disconnect battery. D rain engine coolant. Remove windshield w asher reservoir. Remove coolant reservoir and hose. Loosen alternator belt. Remove attaching bolts. Raise vehicle. Remove lower radiator hose. Disconnect vacuum hose. Remove lower pum p bolt and vacuum pump. For installation, reverse removal procedure.

6H-2

VACUUM PUMP

VA CUUM PUMP D IAG NO SIS EXCESSIVE BRAKE PEDAL EFFORT, BRAKE WARNING LIGHT ON (BRAKES WITH VACUUM ASSIST). BLOCK WHEELS, APPLY PARKING BRAKE AND PLACE TRANSMISSION SELECTOR LEVER IN “ PARK” OR “ NEUTRAL” BEFORE STARTING ENGINE.

VACUUM PUMP, NO-LEAK VACUUM MINIMUM ACCEPTABLE vs. ALTITUDE

VACUUM, (INCHES Hg)

VACUUM PUMP

STEP 2

VEHICLE VACUUM SYSTEM DIAGNOSIS

6H-3

6H-4

VACUUM PUMP

VACUUM PUMP (OIL PUMP DRIVE)

20 FT. LBS (27 N-m)

” 0 " RING (APPLY LUBE TO " 0 " RING BEFORE INSTALLING)

NOTICE: DO NOT OPERATE ENGINE WITHOUT VACUUM PUMP AS THIS IS THE DRIVE FOR THE ENGINE OIL PUMP AND ENGINE DAMAGE WOULD OCCUR.

Fig. 6H-1-Gear Driven Vacuum Pump

Fig. 6H-2--Belt Driven Vacuum Pump

AUTOMATIC TRANSMISSIONS

7A-1

SECTION 7A

AUTOMATIC TRANSMISSION CONTENTS G eneral Description............................................................ 7A-1 Diagnosis............................................................................... 7A-1 Prelim inary Checking P ro ced u re................................. . 7A-1 R.T.V. Silicone S ealan t.................................................. 7A-2 M aintenance and A d ju stm en ts....................................... 7A-2 M aintenance S chedule.................................................... 7A-2 Fluid Drain Intervals............................................... ........ 7A-2 Fluid Level and C apactiy............................................... ,7A-3 Checking and Adding Fluid ( H o t) .............................. 7A-3 Checking and Adding Fluid (C o ld )............................. 7A-3 C hanging Fluid................................................................. 7A-4 Adding Fluid to Dry Transmission and C o nv erter....................................... 7A-4 M anual L in kage............................................................... 7A-4 Checking Transmission M o u n t..................................... 7A-4 T.V. Cable S y stem ........................................................... 7A-4 Diagnosis Procedure........................................................ 7A-5 Downshift (D etent) Cable System ............................................................................... 7A-6 T .V /D etent Cable A d ju stm e n t..................................... 7A-6 Vacuum M o dulator......................................................... 7A-7 Vacuum M odulator D iagnosis...................................... 7A-7 Vacuum D iaphragm C h e c k ........................................... 7A-7 Atm ospheric Leak C heck............................................... 7A-7 Load C heck........................................................................ 7A-8 Sleeve Alignm ent C h eck................................................ 7A-8 Causes of Im proper Vacuum A t M odulator........................... ...................................... 7A-8 G eneral D escription............................................................ 7A-8 Torque C o n v e rte r............................................................. 7A-8

Torque Converter C lu tc h ............................................... .7A-8 Leak Checking C o n v e rte r.............................................. .7A-9 Converter End C learance C h e c k ................................. ..7A-9 Stator Assembly Freew heels...........................................7A-9 Stator Assembly Rem ains Locked u p ........................ ..7A -10 Checking for Converter V ib ratio n ............................... ..7A-10 Converter Flushing P ro ced u re ...................................... .7A-10 Torque C onverter Evaluation........................................ .7A-10 G eneral Service P ro ced u res............................................. .7A -11 Engine C oolant in T ransm ission....................................7A-11 Clutch Plate D iagnosis.................................................... .7A -11 Causes of Burned C lutch P la te s ....................................7A-12 Case Porosity R ep a ir....................................................... ..7A-12 Service M eth o d s............................................................... ..7A-12 Parts Cleaning and Inspection...................................... ..7A-12 Oil Cooler Pipes................................................................ ..7A-13 Cooler Line Flushing....................................................... ..7A-13 Shift Linkage A d ju stm e n t...............................................7A-13 Servo A ssem bly....... :..........................................................7A-13 Speedom eter Driven G e a r .............................................. ..7A-13 R ear Oil S e a l..................................................................... ..7A-15 G overnor............................................................................. ..7A-15 Pressure R egulator Valve............................................... ..7A-17 Control Valve Assem bly....................................................7A-17 Vacuum M o d u lato r............................................................7A-17 T .V ./D etent C able..............................................................7A-18 T.C.C. D iagnosis........ ..................................................... ..7A-21 Transm ission...................................................................... .7A-18 Torque Specification........................................................ ..7A-22

GENERAL DESCRIPTION The service procedures contained in this section are common to the autom atic transm ission sections contained in this m anual. R efer to the proper autom atic transm ission section for specific service procedures.

oil im parts a milky, pink cast to the oil and can cause spewing. W ater in the oil can also cause swelling of nylon parts.

P re lim in a ry C h eck in g P ro c e d u re

DIAGNOSIS Before diagnosis of any transm ission com plaint is attem pted, there m ust be understanding of oil checking procedure and w hat appearance the oil should have. M any times a transm ission m alfunction can be traced to low oil level or im proper reading of dipstick. D ue to the transm ission fluid th at is now being used it m ay appear to be darker and have a stronger odor. This is norm al, and not a positive sign of required m ain ten an ce or transm ission failure. Also when the dipstick is removed, it should be noted w hether the oil is devoid of air bubbles or not. Oil with air bubbles gives an indication of an air leak in the suction lines, which can cause e rratic operation and slippage. W ater in the

1. C heck and correct oil level (see fluid level and capacity). 2. Road test vehicle to verify transm ission problem using all selective ranges, noting discrepancies in operation. 3. If engine perform ance indicates an engine tune-up is required, this should be perform ed before road testing is com pleted or transm ission correction a tte m p te d . Poor engine perform ance can result in transm ission problems. 4. Check T .V ./detent cable adjustm ent. 5. Check and correct vacuum lines and fittings. 6. Check and correct m anual linkage. 7. Install oil pressure gage and com pare with pressure readings in the appropriate transm ission section. 8. Isolate the unit or circuit involved in the m alfunction.

7A-2

AUTOMATIC TRANSMISSIONS

M O D EL

Application Oil Pan Side Cover

125 125C

200 200C

X X

200-4 R X

X

400 X

Fig. 7A-1 - R.T.V. Usage Chart

Fluid D rain In te rv a ls The transm ission operating tem perature resulting from the type of driving conditions under which the vehicle is used, is the main consideration in establishing the proper frequency of transm ission fluid changes. C hange the transm ission fluid and filter every 15,000 miles (24 000 km) if the vehicle is usually driven under one or more of the following conditions which are considered severe transm ission service. 1. In heavy city traffic. W here the outside tem perature regularly reaches 90°F (32°C). 2. In very hilly or m ountainous areas. 3. Frequent trailer pulling.

R.T.V. Siiicone S e a la n t Various transm ission models may be built with R.T.V. (room tem perature vulcanizing) Silicone Sealant in place of some gaskets - i.e., oil pan and side cover. Refer to specific transmission model section for removal procedure if R.T.V. Sealant has been used as a gasket on any part. Sealant Application

1. R.T.V. Sealant is an effective gasket substitute for the following applications, depending on pan design. Refer to Fig. 7A -1. If R.T.V. is used on an oil pan or side cover, the flange surface m ust be either flat or have depressed stiffening ribs. Do not use R.T.V. on pans which have raised stiffening ribs. Refer to Fig. 7A-2. 2. Before applying R.T.V. Sealant, the m ating surfaces of both parts m ust be cleaned with solvent and air dried. 3. Apply a (1/16 in.) bead of R.T.V. Sealant to the part flange and assemble wet. The bead of R.T.V. should be applied around the inside of the bolt holes. If the part has depressed stiffening ribs, the bead of R.T.V. must be installed on the high portion of the surface, not in the groove. Refer to Fig. 7A-3.

MAINTENANCE SCHEDULE The fluid level should be checked at each oil change (see below). W hen adding or changing fluid, use D E X R O N -II or equivalent autom atic transmission fluid. U nder rftirmal driving conditions, change transm ission fluid every 100,000 miles (160 000 km).

AUTOMATIC TRANSMISSIONS

7A-3

4. If additional fluid is required, add sufficient fluid to bring to the " FU L L H O T " m ark on the dipstick.

C h eck in g a n d A d d in g Fluid (T ransm ission a t Room T e m p e ra tu re 6 5 ° to AUTOMATIC 350C TRANSMISSION Pan R em oval...........................................6.3 pts. (3.3 liters) Overhaul................................................20.0 pts. (9.5 liters) AUTOMATIC 400 TRANSMISSION Pan R em oval.......................................... 9.0 pts. (4.0 liters) Overhaul............................................. 22.0 pts. (10.0 liters) AUTOMATIC 700-4R TRANSMISSION Pan R em oval........................................10.0 pts. (4.7 liters) Overhaul.............................................23.0 pts. (10.9 liters)

Fig. 7A-4--Transmission Fluid Capacity

4. Commercial use, such as taxi, police car, or delivery service. If the vehicle is not used under any of these conditions, change the fluid and filter every 100,000 miles (160 000 km).

Fluid Level a n d C a p a c ity To bring fluid level from A D D m ark to FU LL m ark requires one pint (.5 liters) of fluid. Fluid level should be checked at every engine oil change. Fluid level should be to F U L L M ark with transm ission fluid at normal operating tem perature 200°F (93°C). W ith fluid at room tem p eratu re, 70°F (21°C ) level will be betw een the two dim ples on the dipstick. T he norm al operating tem perature is obtained only after at least 15 miles (24 km) of highway type driving.

8 5 °F, 18° to 2 9 °C) A utom atic transm ission are freq uen tly overfilled because the fluid level is checked when the fluid is cold and the dipstick indicates fluid should be added. However, the low reading is normal since the level will rise as the fluid tem perature increases. A level change of over 19.05mm (3/ 4 " ) will occur as fluid tem perature rises from 60° to 180°F (16° to 82°C) (Figure 7A-5). Overfilling can cause foaming and loss of fluid through the vent. Slippage and transmission failure can result. Fluid level too low can cause slipping, particularly, when the transm ission is cold or the vehicle is on a hill. Check the transm ission fluid level with the engine running, the shift lever in park, and the vehicle level. If the vehicle has recently been o perated for an extended period at high speed or in city traffic in hot w eather or the vehicle is being used to pull a trailer, an accurate fluid level cannot be determ ined until the fluid has cooled down, usually about 30 minutes after the vehicle has been parked. Remove the dipstick and touch the transmission end of the dipstick cautiously to find out if the fluid is cool, warm or hot. W ipe it clean and re-insert until cap seats. Remove dipstick and note reading. 1. If the fluid feels cool, about room tem perature, (65° to 85°F or 18° to 29°C), the level should be between the two dimples below the "a d d " m ark. 2. If it feels warm, the level should be close to the " A D D !I m ark (either above or below). 3. If it feels hot (cannot be held com fortably), the level should be between the "A D D " and "F U L L " marks.

C heck ing a n d A d d in g Fluid (T ransm ission a t O p e ra tin g T e m p e ra tu re ) The autom atic transmission is designed to operate at the "F U L L H O T " m ark on the dipstick a t norm al operating tem peratures of 190° - 200°F (88°C - 93°C) and should be checked under these conditions. T he norm al operating tem perature is obtained only after at least 15 miles of highway type driving. To determ ine proper level, proceed as follows:

( 1 8 ° - 3 0 ° C .)

r A D D .5 LITER L (1 PT.) ~

1. Park vehicle on level surface and apply parking brake and block vehicle wheels. 2. W ith the selector lever in the PA R K position, start engine. DO N O T R A C E E N G IN E . Move selector lever through each range. 3. Im m ediately check fluid w ith the selector lever in PA R K , engine running at SLO W ID L E and the car on a LEVEL surface. The fluid level on the dipstick should be at the “ FULL HOT” mark. Recheck fluid 1 to 3 min­ utes after adding fluid, engine running.

HOT (?90C-200°F.) (88c-93°C.)

COOL ( 6 5 ° - 8 5 ° F .) -

----- FULL HOT

M NOTE: DO NOT OVERFILL.

(

W ARM

IT T A K E S O N L Y O N E PINT TO

RAISE LEVEL F R O M " A D D " T O " F U L L " W IT H A H O T T R A N S M IS S IO N .

102971

Fig. 7A-5 -- Transmission Dipstick

7A-4

AUTOMATIC TRANSMISSIONS

C h a n g in g Fluid 1. Raise vehicle. 2. W ith drain pan placed under transm ission oil pan, remove oil pan attaching bolts from front and side of pan. 3. Loosen rear pan attaching bolts approxim ately four (4) turns. 4. C arefu lly pry transm ission oil screwdriver, allowing fluid to drain.

pan

loose

w ith

5. Rem ove rem ain in g bolts and rem ove oil pan and gasket. 6. D rain fluid from oil pan. Clean pan with solvent and dry thoroughly with clean compressed air. 7. If required, remove screen/filter-to-valve body bolts. Remove screen/filter and gasket. 8. Thoroughy clean screen assembly in solvent and dry thoroughly with clean compressed air. P aper or felt type filters should be replaced. 9. Install as required, a new gasket or "O " ring onto the screen /filter assem bly. L u b ric a te " O " rings w ith petrolatum . If required, install screen/filter attaching bolts and torque bolts as specified in each transm ission section. 10. Install new gasket on oil pan and install oil pan. Torque attach in g bolts as specified in each transm ission section. 11. Lower vehicle and add the proper am o u n t of D E X R O N ® -II au to m atic transm ission fluid or its equivalent through filler tube (Figure 7A-4). 12. W ith selector lever in P A R K position, apply parking brake, start engine and let idle (carburetor off fast idle step.) DO N O T R A C E E N G IN E . 13. Move selector lever thro u g h each ran g e and, w ith selector lever in P A R K range, check fluid level. 14. Add additional fluid to bring level between the dimples on the dipstick (cool level).

A d d in g Fluid To Fill Dry T ran sm issio n a n d C o n v e rte r In cases of transm ission overhaul, when a com plete fill is required, including converter, proceed as follows: 1. Add the proper am ount of transm ission fluid through filler tube. See Figure 7A-4 for proper amount. 2. W ith m anual control lever in park (P) position, depress accelerator to place carburetor on fast idle cam . DO N O T R A C E E N G IN E . Move m anual control lever through each range. 3. Check fluid level with selector lever in park (P ), engine running at idle (1-3 m inutes) and vehicle on LE V EL surface and add additional fluid to bring level to a point betw een th e two dim ples on th e dipstick. Do not overfill.

M a n u a l L in k ag e M anual linkage should be adjusted so th at the engine will start in the P ark and N eu tral positions only. W ith the selector lever in the P ark position, the parking pawl should freely engage within the rear/reactio n internal gear lugs or output ring gear lugs. The pointer on the

indicator quad ran t should line up properly with the range indicators in all ranges. If the linkage is not adjusted properly, an internal leak could occur at the m anual valve which could cause a clutch an d /o r band failure. C A U T IO N : W ith th e selector lever in the " P a rk " position, the parking p a w l should freely e n g a g e w ith in th e r e a r/ re a c tio n in te rn a l g e a r lu g s or output ring g ea r lug s a n d p reven t th e v eh icle from rolling, w h ich could ca u se p erso nal injury.

C h eck in g T ran sm issio n M o u n t Raise vehicle. Push up and pull down on transmission ta ilsh a ft w hile observing transm ission m ount. If rub b er separates from m etal plate of m ount or if tailshaft moves up but not down (m ount bottom ed out) replace m ount. If there is relative movement between a m etal plate of m ount and its attaching point, tighten screws or nuts attaching m ount to transm ission or crossmember.

T.V. C a b le S y ste m T he T.V . C able used w ith the A u to m atic 700-4R transm ission should not be thought of as an autom atic downshift cable. The T.V. cable used on the A utom atic 700R4 controls line pressure, shift points, shift feel, part throttle downshifts and detent downshifts. The function of the cable is sim ilar to the com bined functions of th e vacuum m odulator and the downshift (detent) cable used on 350C transm ission. The T.V. cable operates the th rottle lever and bracket assembly (Figures 7A-6 and 7A-7). The T hrottle Lever and Bracket Assembly serves two (2) basic functions: 1. Th prim ary function of this assem bly is to transfer the carburetor throttle plate movement to the T.V. plunge in the control valve assembly as related by the T.V. cable and linkage (Figure 7A -6). This causes T.V. pressure and line pressure to increase according to engine throttle opening and also controls p art throttle and detent downshifts. The proper adjustm ent of the T.V. cable is based on the T.V. plunger being fully depressed to flush with the T.V. bushing at engine wide open throttle. 2. The second function of the assem bly involves the T.V. exhaust valve lifter rod, spring and the T.V. exhaust ball. The function of this system is to prevent the transm ission from op eratin g a t low (idle position) pressures, if the T.V. cable should become broken or disconnected. If the cable is not connected or broken, the T.V. lifter rod will not move from its norm al, spring loaded, up position which holds the T.V. exhaust check ball off its seat. The T.V. lifter rod will drop down to allow the T.V. exhaust ball to seat only if the cable is broken, disconnected or extrem ely out of adjustm ent. W ith th e transm ission pan rem oved, it should be possible to pull down on the T.V. exhaust valve lifter rod and the springs should return the rod to its norm al up position. If the throttle lever and bracket assembly or lifter rod binds or sticks so th a t the T.V. lifter rod cannot lift the exhaust ball off its seat, high line pressures and delayed upshifts will result. The normal shape of the T.V. lifter rod is shown in Figure 7A-9. The right angle leg m ust not be bent to any other angle or it will not function properly.

AUTOMATIC TRANSMISSIONS

7A-5

1. S harp bends or a dam aged T.V. cable housing. Correct by rerouting the cable or replace it if required. 2. S harp end or burr on the T.V. link, dragging in the T.V. cable housing. C orrect by m aking end smooth, using a file or stone. DO N O T S H O R T E N LIN K .

D iag n o sis P ro ce d u re If the T.V. cable is broken, sticky, m isadjusted or incorrect part for the model, the vehicle m ay exhibit various malfunctions. Sticking or binding T.V. linkage can result in delayed or full throttle shifts. The T.V. cable m ust be free to travel to the full throttle position and return to the closed throttle position without binding or sticking. Som e binding or sticking o f th e T.V. cable and associated parts may only occur with the engine running and will not be noted or obtained w ith the engine off. Inspection of the T.V. linkage for sticking or binding should be m ade with engine running at idle speed, with the transm ission selector in N eu tral and the parking brakes set. Pull the T.V. cable full travel through the cable term inal and then release the cable; it should return to the closed throttle position against the cable term inal (Figure 7A-10). If the T.V. cable sticks, and rem ains ahead of the cable term inal (Figure 7A -11), it m ay be caused by one or more of the following:

THRO TTLE LEVER SPRING

3. Bent T.V. link. C orrect by straightening or replace as required. 4. M isalignm ent of th e th ro ttle lever and brack et assembly on the coiled pin in the control valve assembly (Figure 7A-12). 5. D am aged or binding th ro ttle lever and brack et assem bly. C o rre ct by straig h te n in g or replace as required. 6. T hrottle lever spring unhooked or dam aged. C orrect by assembling the spring properly or replace the throttle lever and bracket assembly as required. If the T.V. cable is adjusted too long, it may result in one of the two following conditions: a. E arly and downshifts.

slipping

shifts

a n d /o r

T.V. PLUNGER T.V. BUSHING 101091

Fig. 7A-7--Throttle Lever and Bracket Assembly

deten t

b. D elayed or full th ro ttle shifts by causing the transm ission to operate in the high pressure mode. The transm ission senses a m alfunction of the T.V. cable and associated parts; and to prevent burning the clutches and band due to low line pressures, it will go into the high pressure mode. Line pressures checked under the m inim um T.V . conditions in N eutral and Drive will be in the range of the "fu ll" T.V. pressures if the transm ission is in high pressure mode. T he com plaint could be

T.V. LEVER PADDLE

T.V. EXHAUST V A LV E LIFTER ROD

no

Fig. 7A-9--Throttle Valve Lifter Rod

7A-6

AUTOMATIC TRANSMISSIONS

A d ju s tm e n t P ro c e d u re fo t T.V. a n d D e te n t C a b le Prelim in ary C h eck s

1. Check transm ission oil level and correct as required. 2. Be sure engine is operating properly and brakes are not dragging. 3. Check for correct cable, according to the parts catalog. 4 . Check tghat the cable is connected at both ends. 5. A djust the cable as follows: A d ju sting C a b le (Diesel En g in e O nly)

Fig. 7A-10-T.V. Cable at Carburetor Lever (Typical)

described as no upshifts, delayed or sharp upshifts.

D o w n sh ift (D eten t) C a b le S y ste m fo r 3 5 0 C T ran sm issio n s The detent valve is activated by the downshift (detent) cable which is connected to the carburetor linkage. W hen the throttle is half open, the detent valve is actuated, causing a part throttle downshift at speeds below 50 mph (80 km /h). W hen the th ro ttle is fully opened, the d eten t valve is actuated causing the transm ission to downshift. The 3-1 detent downshift m ay be obtained when vehicle speed is approxim ately 6 to 12 mph (9 to 19 km /h ) below the m axim um tjiro ttle 1-2 u p sh ift point. T he 3-2 d eten t dow nshift m ay be obtained when vehicle speed is approxim ately 4 to 8 m ph (6 to 13 k m /h ) below the m aximum throttle 2-3 upshift point.

1. Stop Engine. 2. Remove cruise control rod (if so equipped). 3. Disconnect transm ission T.V. or detent cable term inal from throttle assembly. 4 . Loosen lock nut on pum p rod and shorten several turns. 5. R otate the lever assembly to the full throttle position and hold. 6. Lengthen pump rod until the injection pum p lever contacts the full throttle stop. 7. Release tghe lever assembly and tighten pum p rod lock nut. 8. Remove the pum p rod from the lever assembly. 9. R econnect the transm ission T.V . or deten t cable term inal to throttle assembly. 10. Depress and hold the m etal re-adjust tab on the cable upper end. Move the slider through the fitting in the direction away from the lever assembly until the slider stops against the fitting. 11. Release the tab, rotate ghe lever assembly to the full throttle stop and release the lever assembly. 12. Reconnect the pump rod (and cruise control throttle rod if so equipped). 13. If equipped with cruise control, adjust the servo throttle rod to m inim um slack (engine off) then put clip in first free hole closet to th e bellcrank, but CONTROL V A LV E ASM.

THRO TTLE LEVER & BRACKET ASM. T.V. EXHAUST V A LV E LIFTER ROD & SPRING

COILED PIN 101092

Fig. 7A-12--Alignment of Throttle Lever and Bracket Assembly

AUTOMATIC TRANSMISSIONS

7A-7

V a c u u m M o d u la to r D iag n o sis A failed vacuum m odulator can cause one or more of the following complaints. 1. Harsh upshifts and downshifts. 2. Delayed upshifts. 3. Soft upshifts and downshifts. 4. Slips in low, drive and reverse. 5. Transm ission overheating. 6. Engine burning transm ission oil. If any one of the above complaints are encountered, the m odulator must be checked.

V a c u u m D ia p h ra g m C heck within the servo bail. A d ju sting Self-Adjusting Type C a b le (G a s Engine)

1. Stop engine. 2. Depress re-adjust tab. Move slider back through fitting in direction away from throttle body until slider stops against fitting. 3. Release re-adjust tab. 4. Open carburetor lever to "full throttle stop" position to autom atically adjust cable. Release carburetor lever. 5. Check cable for sticking and binding. Road test vehicle - if OK, return to owner. If delayed or only full throttle shifts still occur, proceed with the following: Remove the oil pan and inspect the throttle lever and bracket assembly (See Figure 7A-12). Check th at the T.V. exhaust valve lifter rod is not distorted and not binding in the control valve assem bly or spacer plate. The T.V. exhaust check ball m ust move up and down as the lifter does. Also, be sure lifter spring holds the lifter rod up against the bottom of the control valve assembly. M ake sure T.V . plunger is not stuck. Inspect transm ission for correct throttle lever to cable link (See Figure 7A-13). If the T.V. cable is adjusted too short or not adjusted at all, it will result in raising the line pressure and shift points. It may also limit the carburetor opening to prevent full throttle operation.

DETENT DOWNSHIFT SWITCH (Fig. 7 A -1 4 ) A d ju stm e n t (400)

1. Preset switch by pressing the plunger as far forward as possible. 2. Press accelerator pedal down to a wide open throttle position and the switch will self adjust.

V a c u u m M o d u la to r S y ste m A vacuum m odulator is used to autom atically sense any change in torque input to the transm ission. The vacuum m odulator transm its this signal to the pressure regulator, which controls line pressure, so th a t all torque requirem ents of the transmission are m et and smooth shifts are obtained at all throttle openings.

T urn m odulator so vacuum line stem points downward. If transm ission oil comes out, the vacuum diaphragm is bad. Gasoline an d /o r w ater vapor may settle in the vacuum side of the m odulator. If this is found in a vehicle which may be exposed to 10°F (-12°C) tem peratures or below, the m odulator must be changed. Check solution th at comes out of the m odulator for evidence of lubricity. If the solution does not have the feel of oiliness, it can be assum ed the solution is a m ixture of gas an d/or w ater. The only way transm ission oil can be on the vacuum side of the m odulator is by a leak in the vacuum diaphragm . If oil is found, the m odulator must be replaced. If oil is not found in the vacuum side of the m odulator, but the transmission oil level is continually low, and no external leaks are found, .there is a possibility th at a pin hole leak exists in the d iap h rag m and the m odulator should be replaced.

A tm o sp h eric Leak C heck 1. Apply a liberal coating of soap bubble solution to the vacuum connector pipe seam, the crim ped upper to lower housing seam. 2. U sing a short piece of ru b b er hose, apply air

7A-8

AUTOMATIC TRANSMISSIONS

b. Loose vacuum fittings or improperly routed hoses/ lines. c. V acuum o p erated accessory leak (hoses, vacuum valve, etc.). d. Engine exhaust system restricted. e. Diesel - V acuum R egulator Valve adjustm ent (See Section 6C6). 2. Vacuum line to m odulator. a. Leak. b. Loose fitting. c. Restricted orifice or incorrect orifice size. d. Carbon build up at m odulator vacuum fitting. e. Pinched line. f. G rease in pipe (delayed or no upshift-cold).

GENERAL DESCRIPTION T o rq u e C o n v e rte r

pressure to the vacuum pipe by blowing into the tube and looking for bubbles. If bubbles appear, replace the modulator. Do not use any method other than hum an lung power for applying air pressure, as pressures over 6 psi may dam age the m odulator.

Load C heck This check is m ade using an available tool, J-24466. The gage com pares the load of a known good m odulator with a m odulator being checked. !. Install the m odulator th at is known to be acceptable on either end of the gage. 2. Install the m odulator in question on the opposite end of the gage (Figure 7A -15). 3. Holding the m odulators in a horizontal position, bring them slowly together under pressure. If the m odulator in question is bad, the gage line will rem ain blue. If the m odulator is good, the gage line will be white. W hen m aking the com parison, m ake sure th a t both modulators are of the same type. The part num bers are stam ped on the dome of the m odulator.

The torque converter is filled with oil and is attached to the engine crankshaft by a flex plate and always rotates at engine speed. T he torque converter couples th e engine to the planetary gears through oil and provides hydraulic torque m ultiplication when required. The 3-element torque converter consists of a pump or driving m em ber, a turbine or driven mem ber, and a stator assembly.

T o rq u e C o n v e rte r C lutch The Torque Converter Clutch Assembly consists of a 3-element torque converter with the addition of a converter clutch. T he converter clutch is splined to the tu rb in e assembly, and when operated, applies against the converter cover providing a m echanical direct drive coupling of the engine to the planetary gears. C onverter clutch operation determ ined by a series of controls and by drive range selection. T he transmission m ust be in drive range, and the vehicle m ust have obtained a preset speed depending on engine and transm ission com bination.

S leev e A ig n m e n t C heck Roll the m ain body of the m odulator on a flat surface and observe the sleeve for concentricity to the can. If the sleeve is concentric and the plunger is free, the m odulator is acceptable. If the m odulator passes the above checks, the following items should also be checked as a possible cause of the problem. 1. Check freeness of m odulator valve in transm ission case. 2. Check the vacuum line from the m anifold to m odulator for holes, cracks or dents. C heck the ru b b er hose connection at the m odulator and a t the intake m anifold for leaks.

C a u s e s of Im p ro p e r V a c u u m A t M o d u la to r 1. Engine, a. Tune up.

THM 125C & 180C will require a J-2136940 Rubber Seal in addition to J-21369-B Fig. 7A-16--lnstalling Tool J-21369

102924

AUTOMATIC TRANSMISSIONS

*

7A-9

c. Loosen hex nut while holding cap nut stationary. W ith hex nut loose and holding tool J - 2 1371-3 firmly against the converter hub, the reading obtained on the dial indicator will be the converter end clearance. End clearance should be less than 0-1.27 mm (0.050"). If the end clearance is greater, the converter m ust be replaced (Figure 7 A -18). For all other converters a. Install dial indicator J-8001, (Fig. 7A-19) and set it at zero while its plungers rests on the converter. b. Lift up the arm on the tool handle. C onverter end clearance should be 0-1.2mm (0-.050". If the end clearance is greater, the converter m ust be replaced (Fig. 7A-19). 3. W ith the transm ission in cradle or portable jack, install the converter assem bly into the pum p assem bly, making sure th at the converter hub drive slots are fully engaged w ith the pum p drive gear tangs and the converter installed fully tow ards the re a r of the transm ission. The converter will be properly installed if the distance is 25.4 mm (1 .0 0 " ) m inim um betw een th e engine mounting face of the case and the front face of the converter cover drive straps. 4. Retain converter with J - 2 1366.

J-28538 - THM 125 J-25020 - THM 200 J-29060 - THM 200C (298 mm); 2004R; 350C;250C J-21371 - THM 325; 350; 400 J-29830 - THM 125C; 180C; 700R4; 200C (245 mm)

C o n v e rte r S ta to r O p e ra tio n Stator A ssem b ly Fre e w h e e ls 102929

Fig. 7A-1/--Installing Tools

DIAGNOSIS Leak C h eck in g C o n v e rte r 1. Check converter for leaks as follows: a. Install J - 2 1369-2 and J - 2 1369-6 and tighten hex nut on J -2 1369-2 (Figure 7A-16). b. Fill converter with air; 551 kilopascals (80 psi). c. Subm erge in w ater and check for leaks. C A U T IO N : After leak testing , bleed pressurized air from J - 2 1 3 6 9 -2 before rem o vin g tools from co n verter. E sca p in g h ig h p re ssu re m a y c a u se personal injury.

2. Check converter hub surfaces for signs of scoring or wear.

C heck C o n v e rte r End C le a ra n c e a s Follow s: 1. Fully release collet end of required end play tool. See Fig. 7A-17. 2. Install collet end of tool into converter hub until it bottoms; then tighten cap nut to 6.7 N-m (5 ft. lbs.). (Figure 7A -17). For THM 400 converter a. Install tool J -2 1371-3 and tighten hex nut to 4.0 N-m (3 ft. lbs.) Figure 7A -18). b. Install dial indicator and set it at zero while its plunger rests on the cap nut of tool (Figure 7A-18).

If the stator roller clutch becomes ineffective, the stator assembly freewheels at all tim es in both directions. W ith this condition, the vehicle tends to have poor acceleration from a standstill. A t speeds above 48 to 56 k m /h (30-35 m ph), the vehicle may act norm al. If poor acceleration problems are noted, it should first be determ ined th at the exhaust system is not blocked, the engine is running properly and the transm ission is in first (1st) gear when starting out. If the engine will freely accelerate to high rpm in N eutral (N ), it can be assum ed th a t the engine and exhaust

7A -10

AUTOMATIC TRANSMISSIONS

a. Drill the hole to apprixm ate completion. b. Remove the drill bit from the started hole and coat it with grease to hold any metal chips. c. Com plete drilling the hole at low drill speed.

2. 3.

4.

5. Fig. 7A-19--Checking End Clearance

system are normal.

S ta to r A ssem b ly R em ain s Locked Up If the stator assembly rem ains locked up at all times, the engine rpm and vehicle speed will tend to be lim ited or restricted at high speeds. The vehicle perform ance when acceleratin g from a stan d still will be norm al. Engine overheating m ay be noted. V isual ex am ination o f the converter may reveal a blue color from the overheating that will result. U nder conditions above, if th e converter has been removed from the transm ission, the stator roller clutch can be checked by inserting a finger into the splined inner race of the roller clutch and trying to tu rn th e race in both directions. The inner race should turn freely in the clockwise direction, but not turn or be very difficult to turn in the counterclockwise direction. Do not use such items as the pum p cover or stator shaft to turn the race as the results may be misleading.

6. 7.

N O T IC E: To prevent converter dam age, drill at right angles to the surface and sleeve the drill bit so it can enter no deeper than 1/ 4 " . Apply grease to a 1/8 x 27 N P S F tap and thread the hole. Drain fluid by propping converter in a drain pan with the drilled hole at the bottom. D rain approxim ately 15 minutes. C harge converter hub with air to remove as much co n tam in ated transm ission fluid as possible. Set converter on pilot, pour in two q u arts of cleaning solvent and agitate. R edrain converter and use air to blow dry. C oat a 1/8 x 27 N P T F pipe plug with teflon pipe sealant or equivalent and install. Use pipe plug part num ber 9427882 or equivalent. Torque to 8 ft. lbs. Pressure test the converter for leaks at 80 psi using tool J-21369. Put liquid soap or leak-detecting solution on the pipe plug and watch for bubbles.

T orque C o n v e rte r E v a lu a tio n The converter should only be replaced if one of the following conditions exist: 1. Either the front oil pump cover or body are badly scored, which results in cast iron grindings entering the converter and thus, the oil circuit. This could be a result of the drive gear wearing into the crescent, or down into the pocket, or the outer gear w earing in the pocket or some o th er condition such as a cracked flexplate, causing the drive lugs on the drive gear to become badly dam aged. 2. Internal converter failure, such as the stator overrun clutch not locking, thrust bearing failure, etc. Such failures are also norm ally associated w ith

C h ecking For C o n v e rte r V ib ra tio n 1. Inspect for missing or loose converter-to-flywheel bolts. Tighten or replace as necessary. 2. Inspect converter for dam age or m issing balance weights. If the converter is dam aged or balance weights are missing, replace the converter. 3. Change position of converter-to-flywheel 120 degrees at a tim e to cancel out engine and converter unbalance. Recheck in each position for vibration improvements. 4. If the unbalanced condition still exists, leave the converter-to-flyw heel in th e best balanced position. Install longer flywheel-to-converter bolts adding and removing washers until the best balance is achieved. Be sure the bolts are not bottom ing in the holes. Always rotate the converter by hand after adding washers to check for clearance.

CONVERTER FLUSHING PROCEDURE (Fig. 2 0 th ru

22 ) 1. Drill an 11/32" hole in the converter between the two vane extrusions and adjacent to the converter weld seam edge. See Figure 20.

Figure 20--Converter Drilling

AUTOMATIC TRANSMISSIONS

7A-11

GENERAL SERVICE PROCEDURES E n g in e C o o la n t In T ran sm issio n

"alum inized" oil in the converter. 3. End play in the converter exceeds 1.27 mm (.0 5 0 "). This m easurem ent cannot be estim ated, but m ust be m ade with tool J - 2 1371. 4. Leaking externally, such as at the hub weld area. A converter th at has been in service and which did not leak, very likely never will. 5. A scored, or otherw ise d am aged hub, which could cause a front seal failure or front pum p bushing failure. 6. A broken, dam aged, or even possibly a bad fitting converter pilot, which could cause the converter to either not fit into the crankshaft bore properly or not be correctly aligned with the crankshaft. 7. The converter has an unbalance which results in a vibration th at cannot be corrected. M ost such problems are m inim al and m ost tim es can be corrected by following Converter V ibration Procedure. A secondary balance procedure is to balance flywheel. If the original balance weights have broken loose and the procedure discussed does not co rrect th e condition, then the converter should be replaced. The converter should not be replaced for one of the following conditions: 1. The oil has an odor, is discolored, and there is no evidence of m etal particles. T here is no indication th at there is internal dam age, nor any front pump dam age. Dump out as much oil as possible from the converter and replace only the oil filter in the pan. 2. T he oil cooler was defective w hich allow ed engine coolant to en ter th e transm ission. D rill, d rain and repair the converter as described in converter flushing procedure. (Including T.C .C. Converters). 3. A small am ount of wear (sometimes referred to as fretting wear) appears on the hub where the oil pump drive gear locates. A certain am ount of such wear is normal for both the hub and oil pump gear. N either the converter nor th e front pum p assem bly should be replaced. 4. The threads in one or more of the three converter bolts holes are dam aged. C orrect such conditions with the use of a Heli-Coil or its equivalent.

If the transm ission oil cooler, located in the radiator assembly, has developed a leak allowing engine coolant to enter the transm ission, use the following procedure: 1. Remove transm ission from vehicle. 2. Disassemble transm ission and replace all rubber type seals. (The coolant will attack the seal m aterial causing leakage.) 3. Replace the composition-faced clutch plate assemblies. (The facing m aterial may become separated from the steel center portion). 4. Replace the nylon washers, speedom eters gears and governor gear. (T he nylon can swell and becom e dam aged.) 5. Flush the converter, including T.C .C . types. 6. Thoroughly clean and rebuild transm ission, using new gaskets and oil filter. 7. Flush the cooler lines after the transm ission cooler has been properly repaired or replaced.

C lutch P la te D iag n o sis 1. Com positioned Plates. a. Dry plates and inspect for pitting, flaking, wear, glazing, cracking, c h a rrin g and chips or m etal particles imbedded in lining. b. If a compositioned plate shows any of the above conditions, replacem ent is required. 2. Steel Plates. a. W ipe plates dry and check for discoloration. If the surface is smooth and even color sm ear is indicated, the p late should be reused. If severe heat spot discoloration or surface scuffing is indicated, the plate m ust be replaced. 3. C lutch Release Spring. a. Evidence of extrem e heat or burning in the area of the clutch m ay have caused the springs to take a heat set and would require rep lacem en t of the

USING TOOL J-21369, CHECK CONVERTER FOR LEAKS AT 80 PSI OF AIR PRESSURE

A

APPLY LIQUID SO A P OR LEAK DETECTING SOLUTION TO POP RIVET VISE

2 B7 A1 7

Figure 22--Pressure Testing Converter

7A-12

AUTOMATIC TRANSMISSIONS

springs.

C a u s e s of B urned C lutch P la te s 1. Forward C lutch a. Check ball in clutch housing dam aged, stuck or missing. b. Clutch piston cracked, seals dam aged or missing. c. Low line pressure. d. Pum p cover oil seal rings m issing, broken or undersize, ring groove oversize. e. Case valve body face not flat or porosity between channels. 2. Interm ediate C lutch a. Interm ediate clutch piston seals dam aged or missing. b. Low line pressure. c. Case valve body face not flat or porosity between channels. 3. Direct C lutch a. Clutch piston seals dam aged or missing. b. Case valve body face not flat or porosity between channels. Burned clutch plates can be caused by incorrect usuage of clutch plates. Also, engine coolant in transm ission fluid can cause severe dam ag e, such as large pieces of composition clutch plate m aterial peeling off.

C a se P orosity R ep air E xternal leaks caused by case porosity have successfully been repaired w ith the transm ission in the vehicle by using the following recom m ended procedures: 1. Road test and bring the transm ission to operating tem perature, approxim ately 93°C (200°F). 2. Raise vehicle on a hoist or jack stand, engine running and locate source of oil leak. Check for leak in all operating positions. A m irror may be helpful in finding leaks. 3. S h u t engine off and th oroughly clean area to be repaired with a cleaning solvent and air dry. 4. Using instructions of the m anufacturer, mix a sufficient am ount of epoxy, N o. 1052533, or equivalent to make repair. Observe cautions of m anufacturer in handling. 5. While the transm ission case is still H O T, apply the epoxy to the area to be repaired. A clean, dry soldering acid brush can be used to clean the area and also to apply the epoxy cem ent. M ake certain the area to be repaired is fully covered. 6. Allow cem ent to cure for three hours before starting engine. 7. Road test and check for leaks.

S ervice M e th o d s W hen servicing the transm ission, it is recom mended th at upon disassembly of a unit, all parts should be cleaned and inspected as o u tlined u nder C L E A N IN G A N D IN S P E C T IO N . The unit should be reassem bled before disassem bly of oth er u n its to avoid confusion and interchanging of parts.

1. Before disassembly of the unit, thoroughly clean the exterior. 2. D isassem bly and reassem bly of the unit and the subassemblies must be m ade on a clean bench. As in repairing any hydraulically operated unit, cleanliness is of the utm ost im portance; therefore, the bench, tools, and parts m ust be kept clean a t all times. 3. Before installing cap screws into alum inum p arts, A L W A Y S D IP SC R E W S IN T O T R A N S M IS S IO N O IL to prevent cap screws from galling the alum inum threads and also to prevent the screws from seizing. 4. Always use a torque wrench when installing cap screws into alum inum p arts to prevent the possibility of stripping the threads. 5. If tapped, threads in alum inum parts are stripped or dam aged, the part can be m ade serviceable by the use of Heli-Coils or equivalent. 6. Seal protecting tools must be used when assembling the units to prevent dam age to the seals. The slightest flaw in the sealing surface of the seal can cause an oil leak. 7. The alum inum castings and the valve parts are very susceptible to nicks, burrs, etc., and care should be exercised when handling them. 8. The internal snap rings should be expanded and the external snap rings compressed if they are to be reused. This will insure proper seating when installed. 9. Replace all " O " rings, gaskets and oil seals th at are removed. Oil seal rings should not be removed unless dam aged. 10. D uring assembly of each unit, ail internal parts m ust be lubricated with oil.

P a rts C le a n in g a n d Insp ectio n Cleanliness is an im portant factor in the overhaul of the transm ission. Before atte m p tin g any disassem bly operation, the exterior of the transm ission should be thoroughly cleaned to prevent the possibility of dirt entering the transm ission internal m echanism. D uring inspection and reassembly, all parts should be thoroughly cleaned with cleaning fluid and then air dried. W iping cloths or rags should not be used to dry parts. Do not use solvents on neoprene seals, composition-faced clutch plates or thrust washers. All oil passages should be blown out and checked to make sure th a t they are not obstructed. Sm all passages should be checked w ith tag wire. All p arts should be inspected to determ ine which parts are to be replaced. The various inspections of parts are as follows: 1. Inspect linkage and pivot points for excessive wear. 2. Bearing and thrust surfaces of all parts should be checked for excessive wear and scoring. 3. Check for broken seal rings, dam aged ring lands and dam aged threads. 4. Inspect seals and "O " rings. 5. M ating surfaces of castings and end plate should be checked for burrs and irregularities may be removed by lapping the surface with crocus cloth. The crocus cloth should be laid on a flat surface, such as a piece of plate glass. 6. Castings should be checked for cracks and sand holes.

AUTOMATIC TRANSMISSIONS

BUSHING

7A-13

WASHER

CLAMP

WASHER

RETAINER

GROMMET COLUMN SHIFT LEVER SWIVEL

SHIFT LEVER

LEVER ASM RETAINER

SHAFT ASM

GROMMET

B

B

GROMMET G -A LL

TRANS LEVER

LIN K A G E A D JU ST M EN T

1. SET TRANS LEVER (A) IN "NEUTRAL" POSITION BY M O V IN G TRANS LEVER (A) CLOCKWISE TO THE "PARK" DETENT THEN COUNTERCLOCKWISE TWO DETENTS TO "NEUTRAL". 2. SET THE COLUMN SHIFT LEVER NOTCH. THIS IS OBTAINED BY LEVER DROPS INTO "NEUTRAL" NOT USE INDICATOR POINTER POSITION THE SHIFT LEVER.

IN "NEUTRAL" GATE ROTATING UNTIL SHIFT GATE NOTCH. fN O T E l DO AS A REFERENCE TO

A

C K-A LL

4. SLIDE SWIVEL AN D CLAMP ONTO ROD (C) ALIGN WITH COLUMN SHIFT LEVER AN D COMPLETE ATTACHMENT. 5. HOLD COLUMN LEVER AGAINST NEUTRAL STOP "PARK POSITION SIDE". 6. TIGHTEN NUT USING RECOMMENDED TORQUE.

3. ATTACH ROD (C) TO TRANS SHAFT ASM (B) AS SHOW N.

102923

Fig. 7A-23--Column Shift Linkage Adj.

Oil C ooler P ipes If replacem ent of transm ission steel tubing cooler lines is required, use only double w rapped and brazed steel tubing meeting G M specification 123M or equivalent. U nder no condition use copper or alum inum tubing to replace steel tubing. Those m aterials do not have satisfactory fatigue d u rab ility to w ithstand norm al vehicle v ibrations. Steel tubing should be flared using the double flare method.

C ooler Line Flushing In a m ajor transm ission failure, where particles of m etal have been carried with the oil throughout the units of the transm ission, it will be necessary to flush out the oil cooler and connecting lines. To flush the oil cooler and lines, use the following procedure: 1. Disconnect both cooler lines from the transmission. 2. Place a hose over the end of the cooler inlet line (from the bottom of the cooler) and insert the hose into an em pty container. 3. Flush clean oleum solvent or equivalent through the return line (from the top of the cooler) using an oil suction gun until clean solvent comes out of the hose. This will "b ack flush" the cooler. 4. Remove the hose from the inlet cooler line and place it on the return line. 5. Flush clean oleum solvent or equivalent through the inlet line until clean solvent comes out the return line. Remove rem aining solvent from cooler w ith

compressed air applied to the return line and flush with transm ission fluid. 6. Reconnect oil cooler lines and torque nuts to 17 N-m (12 ft. lbs.).

SERVO ASSEMBLY Rem oval a n d Installatio n 70 0-R -4

1. Disconnect b attery cable. 2. Raise the vehicle. 3. U sing tool J-29714, rem ove 2-4 servo cover and retaining ring. 4. Remove 4th gear apply piston and " O " ring. 5. Remove 2nd gear servo piston assembly. 6. Remove the inner servo piston assembly, oil seal and spring. 7. Check the apply pin using Tool J-33037. 8. To install, ju st reverse Steps 1 through 6. 9. Lower the vehicle, check and fill transm ission fluid.

SPEEDOMETER DRIVEN GEAR (3 5 0 C , 4 0 0 , 7 0 0 R4) Rem o val a n d Installatio n

1. Disconnect speedom eter cable. 2. Rem ove re ta in e r bolt, re ta in e r, speedom eter driven gear and " O " ring seal. 3. To install, reverse removal procedure, using new "O " ring seal (if required) and adjust fluid level.

7A-14

AUTOMATIC TRANSMISSIONS

THE FO LLO W IN G PARTS CAN BE SER VIC ED W ITH THE TR AN SM ISS IO N IN TH E V E H IC LE . FOR R E M O V A L A N D IN S T A L L A T IO N PROCEDURES NOT LISTED IN T H IS SECTION REFER TO THE APPR O PRIATE U N IT REPAIR SECTION.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 1 1. 1 2. 13. 14. 1 5. 16. 17. 18. 19. 20. 21. 22.

Governor Cover and Seals Governor Assembly Governor Pressure S w itch (Diesel only) Governor Pipes Interm ediate Servo Cover and Seal Interm ediate Servo Piston Assem bly Rear Servo Assem bly Front Servo Assem bly 3rd A ccu m ulator Check Valve Assem bly Oil Pan and Oil Screen (Intake Pipe) Assem bly C ontrol Valve Assem bly (Valve Body) A u xilia ry Valve Body Assem bly Check Balls and Valve Body Space Plates and Gaskets Pressure Regulator Parts Inside D etent/R ange Lever M anual D etent Roller and Spring Assem bly T hro ttle Lever and Bracket Assem bly T V /D e te n t Cable and 'O ' Ring TV Boost Valve and Bushing Parking Pawl A ctu a to r Rod Parking Pawl Bracket Parking Pawl Manual S h aft and Seal Manual Valve Manual Valve Link Extension Housing and Gasket Rear Seal

23. 24. 25. 26 27. 28. 1-2 Accum ulator Assembly 29 3-4 Accum ulator Assembly 30. Low and Reverse C lutch Cup Plug 31. Reverse Boost Valve and Bushing 32. S top Valve 33 Interm ediate Band Anchor Pin 34 4 -3 Pressure S w itch 35. 4 th C lutch Pressure S w itch 36. Vacuum M odulator 37. Cooler F ittings 38. Oil Filter Pipe and 'O ' Ring 39. S peedom eter Driven Gear Assem bly 4 0. S peedom eter Drive Gear 4 1. D ow n S h ift Solenoid 4 2 . C onverter C lutch Valve and Springs 4 3 . C onverter C lutch Solenoid 44. Solenoid W ire Clips 4 5. Electical C onnectors 4 6 . Governor Feed Screen 4 7 . Pump Pressure Screen 4 8 . M odulator Valve 49 Interm ediate Band A djustm ent

350 C X X

400 X X

700-R4 X X X

X X X X X X X X X X X X

X X

X X X

X X

X X

X

X X X

X X X X X X X X X X

X X

x X X X X X X X X X

X X X X X X X X X X

X

X X X X

X X X X

X X X X

X X X X X X X X 2B7A11A

Fig. 7A-24--On-Vehicle Service Items

X X X X X

X X

j

AUTOMATIC TRANSMISSIONS

7A-15

7 0 0 -4 R 1. Raise vehicle. 2. Remove governor cover from case using a screwdriver. Use extrem e care not to dam age cover. If cover is dam aged, it must be replaced. 3. Remove governor. 4. Refer to the O verhaul Section for inspection procedure. 5. Install governor. 6. Apply anaerobic sealant, such as Loctite Cup Plug Sealant II, or equivalent, to cover, then install governor cover using a brass drift around the outside flange of the cover. Do not distort cover on installation. 7. Lower vehicle and check transm ission fluid level. 3 5 0 C , 70 0 -R 4 a n d 4 0 0 G overn o r Repair

REAR OIL SEAL (3 5 0 C , 4 0 0 , 70 0 -R 4 ) Rem oval a n d Installation

1. Remove propeller shaft as outlined in Section 4A. 2. Pry out lip oil seal with suitable tool. 3. C oat outer casing of new lip oil seal w ith a nonhardening sealer and drive it into place with Installer J-21426 (700-R4) J-21359 or J-24057 (400). 4. Install propeller shaft as outlined in Section 4A and adjust fluid level.

GOV ERN OR Rem oval a n d Installation

All parts of the governor assembly, w ith the exception of the driven gear, are a select fit and each assembly is ca lib ra ted . T he governor, including the driven gear, is serviced as a com plete assembly. However, the driven gear can also be serviced separately. It is necessary to disassem ble the governor assembly in order to replace the driven gear. Disassembly m ay also be necessary due to foreign m a te rial causing im proper operation. In such cases, proceed as follows: 1. C ut off one end of each governor weight pin and remove pins, governor th ru st cap, governor w eights, and springs. Governor weights are interchangeable from side to side and need not be identified. (Fig. 7A -25). 2. Rem ove governor valve from governor sleeve. Be careful not to dam age valve. 3. Perform the following inspections and replace governor driven gear, if necessary.

350C 1. Remove governor cover and " O " ring seal from case. Aid removal of cover with screwdriver. Use extrem e care not to dam age cover. If cover is dam aged, it must be replaced. 2. W ith d raw governor assem bly from case. C heck governor bore and governor sleeve for scoring. T h e governor should be replaced only if the O .D . surface of the sleeve is scored, the carriger is loose on the sleeve, or the valve is sticking in the sleeve, after a thorough cleaning has been attem pted. 3. W hen installing governor cover, uniform ly apply Locite Cup Plug Sealer # 2 or equivalent to governor cover.

400 1. Raise vehicle. 2. Remove governor cover attaching screws, cover and gasket. D iscard gasket. 3. Remove governor assembly from case. 4. R efer to th e O verhaul Section for inspection procedures. 5. Install governor. 6. Using a new gasket, install cover and retaining bolts. Torque bolts to specifications. 7. Lower vehicle and adjust fluid level.

Inspection

1. W ash all parts in cleaning solvent, air dry and blow out all passages. 2. Inspect governor sleeve for nicks, burrs, scoring or galling. 3. Check governor sleeve for free operation in bore of transm ission case. 4. Inspect governor valve for nicks, b u rrs, scoring or galling. 5. Check governor valve for free operation in bore of governor sleeve. 6. Inspect governor driven gear for nicks, b u rrs, or dam age. 7. Check governor driven gear for looseness on governor sleeve. 8. Inspect governor w eight springs for d isto rtio n or dam age. 9. Check governor weights for free operation in their retainers. 10. Check valve opening a t entry 5.1mm (.0 2 0 ") m inim um with a feeler gage, holding governor as shown with governor weights extended completely outw ard (Fig. 7A-26). 11. C heck valve opening a t exhaust 5.1 m m (.0 2 0 " ) minim um with a feeler gage, holding governor as shown

7A-16

AUTOMATIC TRANSMISSIONS

Fig. 7A-26--Check Valve Opening (Entry)

with governor weights completely inw ard (Fig. 7A-27). Sleeve must be tight in carrier. G overnor Driven G e a r R ep lacem en t

To facilitate governor rep air in the field, governor driven gear and replacem ent pins are available for service use. The service package contains a nylon driven gear, two governor w eight retain in g pins and one governor gear retainer split pin. R eplacem ent of gear m ust be perform ed with care in the following m anner: 1. Drive out governor gear retaining split pin using small punch or 1/8" drill rod. 2. Support governor on 7 /6 4 " plates installed in exhaust slots of governor sleeve, place in press, and with a long punch, press gear out of sleeve. 3. Carefully clean governor sleeve of chips th at rem ain from original gear installation. 4. Support governor on 7 /6 4 " plates, installed in exhaust slots of sleeve, position new gear in sleeve and, with a suitab le socket, press gear into sleeve u n til nearly seated. C arefu lly rem ove any chips th a t

Fig. 7A-27--Check Valve Opening (Exhaust)

5.

6. 7. 8.

may have shaved off gear hub and press gear in until it bottoms on shoulder (Fig. 7A-28). A new pin hole must be drilled through sleeve and gear. Locate hole position 90° from existing hole, center punch, and then while supporting governor in press, drill new hole through sleeve and gear using a standard 1/8" drill (Fig. 7A-29). Install retaining pin, m aking sure each end is slightly below top of hole. S take both ends of pin hole, two places. W ash governor assembly thoroughly to remove any chips th a t may have collected.

A ssem b ly

1. Install governor valve in bore of governor sleeve. 2. Install governor weights and springs, and thrust cap on governor sleeve. 3. A lign pin holes in th ru st cap, governor w eight assemblies and governor sleeve, and install new pins. C rim p both ends of pins to prevent them from falling

Fig. 7A-29—Drilling Hole in Driven Gear

AUTOMATIC TRANSMISSIONS

7A-17

5. Remove m anual valve and link assembly from valve body assembly. 6. R efer to the O verhaul S ection for inspection procedures. 7. Installation of control valve assembly is the reverse of removal. Torque valve body bolts to 17 N-m (12 ft. lbs.). R efer to Refilling of T ransm ission portion of this section for correct fluid level.

400

4. Check governor weight assemblies for free operation on pins, and governor valve for free operation in governor sleeve.

PRESSURE REGULATOR VALVE (4 0 0 ) Rem oval a n d Installation

1. Raise vehicle. 2. Referring to draining procedures, drain transmission fluid from oil pan. 3. Remove oil pan, gasket and screen.

1. Refer to draining procedures, drain transm ission fluid from oil pan. 2. Remove oil pan, gasket and filter. 3. Disconnect lead wire from pressure switch assembly. 4. Remove control valve body attaching bolts and detent roller spring assembly. 5. Rem ove control valve body assem bly and governor pipes. 6. Remove the governor screen from end of governor feed pipe or from the feed pipe hole in the case. Clean governor screen in clean solvent and air dry. 7. R efer to th e O verhaul Section for inspection procedures. 8. Installation of control valve assembly is the reverse of removal. Torque valve body bolts to 10 N -m (8 ft. lbs.). R efer to R efilling of T ransm ission portion of this section for correct fluid level.

7 0 0 -R 4

C ontrol V a lv e A ssem b ly

1. Refer to draining procedures, drain transm ission fluid from oil pan. 2. Remove oil pan, gasket and filter. 3. Disconnect electrical connectors at valve body. 4. Remove detent spring and roller assembly from valve body and remove valve body-to-case bolts. 5. Rem ove valve body assem bly while disconnecting m anual control valve link from range selector inner lever and removing the throttle lever bracket from T.V. link. 6. R efer to the O verhaul Section for inspection procedures. 7. Installation of control valve assembly is the reverse of removal. Torque valve body bolts to 11 N-m (8 ft. lbs.). R efer to Refilling of T ransm ission portion of this section for correct fluid level.

350C

V ACUU M MODULATOR (3 5 0 C , 4 0 0 )

4. C om press reg u lato r boost valve bushing ag ain st pressure regulator spring and remove snap ring, using J-5403. 5. Remove regulator boost valve bushing and valve. 6. Remove pressure regulator spring. 7. Remove spring retainer, w asher spacer(s), if present, and regulator valve. 8. Installation of pressure regulator valve is the reverse of the removal. Install new gasket on oil pan and adjust fluid level. 9. Lower vehicle.

CONTROL VALVE ASSEMBLY

1. Refer to draining procedures, drain transm ission fluid from oil pan. 2. Remove oil pan, gakset and filter. Disconnect electrical connectors at valve body. 3. Remove detent spring and roller assem bly from valve body and remove valve body-to-case bolts. 4. Rem ove valve body assem bly w hile disconnecting m anual control valve link from range selector inner lever and removing detent control valve link from the detent actuating lever.

Rem o val a n d Installatio n

1. Disconnect vacuum hose from vacuum m odulator stem and remove vacuum m odulator attaching screw and retainer. 2. Remove m odulator assembly and its "O " ring seal from case. 3. Remove m odulator valve from case. 4. Installation of the m odulator and m odulator valve is the reverse of R E M O V A L . Install a new " O " ring seal and adjust the fluid level.

7A -18

AUTOMATIC TRANSMISSIONS

A D JU STM EN T PR O CED U R E

1. AFTER INSTALLATION OF CABLE TO THE TRANSM ISSION ENGINE BRACKET, A N D THROTTLE LEVER, CHECK TO ASSURE THAT THE CABLE SLIDER IS IN THE ZERO OR FULLY READJUSTED POSITION (IF NOT, REFER TO RE­ ADJUSTMENT PROCEDURE). 2. ROTATE THE THROTTLE LEVER TO THE 'FULL TRAVEL STOP" POSITION. 3. RELEASE THROTTLE LEVER. READJUST TAB

FITTING READJUST y ^ D IR E C T IO N

THROTTLE LEVER SLIDER

DETENT CABLE

R EA D JU ST M EN T PR O CED U R E

IN CASE READJUSTMENT IS NECESSARY BECAUSE OF IN ADVERTANT ADJUSTMENT BEFORE OR DURING ASSEMBLY, OR FOR REPROCESSING, PERFORM THE FOLLOWING: 1. DEPRESS A N D HOLD METAL READJUST TAB. 2. M O VE SLIDER BACK THROUGH FITTING IN DIRECTION A W A Y FROM THROTTLE LEVER UNTIL SLIDER STOPS A G A IN ST FITTING. 3. RELEASE METAL READJUST TAB. 4. REPEAT STEP 2 OF ADJUSTMENT PROCEDURE.

102932

Fig. 7A-31--T.V./Detent Cable Adj. Diesel Engine

T.V./DETENT CABLE Rem oval a n d Installation

1. Remove air cleaner, if necessary. 2. Push in on re-adjust tab and move slider back through fitting in direction aw ay from throttle lever. 3. Disconnect cable term inal from throttle lever, see Figs. 7 A -3 1 ,32 and 33. 4. Compress locking tabs and disconnect cable assembly from bracket. 5. Remove routing clips or straps (if used), remove screw and w asher securing cable to transm ission and disconnect cable from link. 6. Install new seal into transm ission case h o le . 7. C onnect transm ission end of cable and secure to transm ission case with bolt and w asher tightened to 10 N-m (8 lb. ft.). 8. Route cable as removed and connect clips or straps. 9. Pass cable through bracket and engage locking tabs of cable on bracket. 10. Connect cable term inal to throttle lever. 11. A djust cable - see "A djustm ent P ro c e d u re ". 12. Install air cleaner, if removed.

TRANSMISSION Generally, pressure testing should be perform ed before transmission removal.

R em oval (Except

K

M odel)

1. Open hood and place protectors on both fenders. 2. Remove air cleaner assembly. 3. Disconnect T .V ./detent cable a t its upper end - see "T .V ./D eten t C ables". 4. Remove transm ission oil dipstick (and bolt holding dipstick tube if accessable.) 5. Raise vehicle. 6. Remove propeller shaft as outlined in Section 4A. 7. Disconnect speedom eter cable a t the transm ission. 8. Disconnect shift linkage a t transm ission. 9. Disconnect all electrical leads at the transm ission and any clips th a t retain the leads to the transm ission case. 10. Rem ove transm ission support braces and flywheel cover. M ark flywheel and torque converter to m aintain original balance. 11. Remove torque converter to flywheel bolts a n d /o r nuts. 12. Disconnect the catalytic converter support bracket if equipped. 13. Remove transm ission m ount attaching bolts. 14. Position a transm ission jack under the transm ission oil pan and raise the transm ission slightly. 15. Rem ove transm ission support to fram e bolts (and insulators if used). 16. Slide the transm ission support rearw ard and remove from vehicle.

AUTOMATIC TRANSMISSIONS

7A-19

DETENT CABLE ADJUSTMENT PROCEDURE 1. AFTER INSTALLATION INTO TRANSMISSION, IN­ S T A L L C A B LE F IT T ING IN T O E N G IN E BRACKET ICAUTIONI S LID E R MUST NOT RATCHET THROUGH THE FITTING BEFORE OR DURING ASSEMBLY INTO BRACKET. USE THE RE­ ADJUSTMENT PROCEDURE TO CORRECT THIS CONDITION. 2. INSTALL CABLE TERMINAL TO CARBURETOR LEVER. 3. OPEN CARBURETOR LEVER TO "FULL THROTTI F STOP" POSITION TO AUTOMATICALLY ADJUST S L ID E R ON CA B L E TO CORRECT SETTING. ICAUTIONI LOCK TAB MUST NOT BE DEPRESSED DURING THIS OPERATION. 4 RELEASE CARBURETOR LEVER.

DETENT CABLE RE-ADJUSTMENT PROCEDURE IN CASE RE-ADJUSTMENT IS NECESSARY BECAUSE OF INADVERTENT ADJUSTMENT BEFORE OR DUR­ ING ASSEMBLY, OR FOR REPAIR. PERFORM THE FOLLOWING: 1 DEPRESS AND HOLD METAL LOCK TAB 2. MOVE SLIDER BACK THROUGH FITTING IN DIREC­ TION AWAY FROM CARBURETOR LEVER UNTIL SLIDER STOPS AGAINST FITTING.

TRANSMISSION ASSEMBLY

3. RELEASE METAL LOCK TAB. REPEAT STEPS 2, 3 & 4 OF ADJUSTM ENT PROCEDURE. LINK — TRANSMISSION I VIEW A | BRACKETENGINE

LEVER CARBURETOR

|VIEW Bj 1------------

Fig. 7A-32--T.V./Detent Cable Adj. Gasoline Engine

17. Lower the transm ission to gain access to the oil cooler lines and T .V ./detent cable attachm ents. 18. Disconnect the oil cooler lines and T .V ./detent cable. C ap all openings. 19. Support engine with a suitable tool and remove the transm ission to engine bolts. 20. Disconnect the transm ission assembly, being careful not to dam age any cables, lines or linkage. 21. In stall torque converter holding tool J-21366 and remove the transm ission assembly from the vehicle. Rem oval (K Model)

1. Open hood and place protectors on both fenders. 2. Remove air cleaner.

3. 4. 5. 6. 7. 8. 9.

Disconnect T .V ./detent cable at its upper end. Remove transfer case shift lever knob and boot. Raise vehicle Remove propeller shafts as outlined in Section 4A. Disconnect speedom eter cable at transmission. Disconnect shift linkage a t transmission. D isconnect all electrical leads at the transm ission, transfer case and any clips th at retain the leads. 10. Disconnect transfer case shift linkage. 11. Remove transm ission support strut rods and flywheel cover. M ark flywheel and torque converter to m aintain original balance. 12. Remove torque converter to flywheel bolts an d /o r nuts.

7A-20

AUTOMATIC TRANSMISSIONS

DETENT CABLE ADJUSTM ENT PROCEDURE 1. AFTER INSTALLATION INTO TRANSMISSION, IN­ STALL CABLE FITTING INTO ENGINE BRACKET. C A U T IO N SLIDER MUST NOT RATCHET THROUGH THE FITTING BEFORE OR DURING ASSEM BLY INTO BRACKET. USE THE READJUST­ MENT PROCEDURE TO CORRECT THIS CONDI­ TION. 2. INSTALL CABLE TERMINAL TO CARBURETOR LEVER. 3. OPEN CARBURETOR LEVER TO “ FULL THROTTLE STOP” POSITION TO AUTOMATICALLY ADJUST SLIDER ON CABLE TO CORRECT SETTING. C A U T IO N LOCK TAB MUST NOT BE DE­ PRESSED DURING THIS OPERATION. 4. RELEASE CARBURETOR LEVER.

DETENT CA BLE RE-ADJUSTM ENT PR O C ED U R E IN CASE RE-ADJUSTMENT IS NECESSARY BECAUSE OF INADVERTENT ADJUSTMENT BEFORE OR DURING ASSEMBLY, OR FOR REPAIR, PERFORM THE FOLLOWING: 1. DEPRESS AND HOLD METAL LOCK TAB. 2. MOVE SLIDER BACK THROUGH FITTING IN DIRECTION AWAY FROM CARBURETOR LEVER UNTIL SLIDER STOPS AGAINST FITTING. 3. RELEASE METAL LOCK TAB. 4. REPEAT STEPS 2, 3 & 4 OF ADJUSTMENT PRO­ CEDURE.

Fig. 7A-33--T.V./Detent Cable Adj. Gasoline Engine

13. D isconnect transm ission oil cooler lines a t the transmission. 14. Support transm ission and transfer case with a jack. 15. Remove transfer case to fram e bracket bolts. Remove m ount bolts and crossm em ber. 16. D isconnect transm ission to engine bolts, rem ove transm ission and transfer case, being careful not to dam age any cables, lines or linkage. To install, reverse the removal procedure and include the following: Before installing the flex plate to converter bolts, make certain th a t the weld nuts on the converter are flush with the

flex plate and the converter rotates freely by hand in this position. H and sta rt the three bolts and tighten finger tight, then to rq u e to specifications. T his will insure proper converter alignm ent. Install new oil seal on oil filler tube before installing tube. T orque all fasteners to specifications - See "Specifications". A djust shift linkage - see "S h ift Linkage A djustm ents*. A djust T .V ./D etent Cable - See "T .V ./D eten t Cable A d ju stm e n t". Refill transm ission w ith fluid - See " Checking and A dding Fluid ".

AUTOMATIC TRANSMISSIONS

7A-21

TRANSMISSION CONVERTER CLUTCH (TCC) ELECTRICAL DIAGNOSIS M E C H A N IC A L C H E C K S , S U C H A S L IN K A G E , O IL LE V E L. E T C .. S H O U L D BE P E R F O R M E D P R IO R TO U S IN G T H IS C H A R T .

• C O N N E C T TEST LIG H T F R O M TCC TEST P O IN T IN FUSE BLOCK TO G R O U N D . • S T A R T EN G IN E A N D R U N A T 1500 R P M IN PA R K . • NOTE L IG H T .

L IG H T OFF

L IG H T O N

H O LD THRO TTLE P O S IT IO N . TEST LIG H T S H O U LD GO O U T A S BRAKE P E D A L IS M O M E N T A R IL Y D EP R E S S E D .

C H ECK FOR B LO W N FUSE. CHECK O P E R A T IO N OF BRAKE S W IT C H . CH ECK O P E R A T IO N OF LO W V A C U U M S W IT C H S W IT C H O P E N -W IT H EN G IN E OFF. S W IT C H C L O S E D -A T IDLE ft PA R T TH R O TTLE S W IT C H O P E N -A T H E A V Y FULL T H R O TTLE . C H E C K FOR O PENS IN H A R N E S S . C H E C K O P E R A T IO N OF V R V C L O S E D -A T IDLE A N D P A R T TH RO TTLE O P E N -A T H E A V Y FULL T H R O TT LE

N O T OK

IT IS F A U LT Y BRAKE S W IT C H OR A D J .

D IS C O N N E C T TEST LIG H T F R O M G R O U N D ft C O N N E C T TO 12 V O LT SO URC E AT FUSE BLOCK & NO TE L IG H T W IT H E N G IN E N O T R U N N IN G .

L IG H T O N

L IG H T OFF

W IT H D R IV E W H E ELS OFF FLOOR. R U N ENG INE W IT H T R A N S M IS S IO N IN G EAR A T 50 55 M P H . M O M E N T A R IL Y D EPRESS BRAKE PE DAL £r NO TE TEST L IG H T .

L IG H T OFF

O PEN IN IN T E R N A L T R A N S M IS S IO N C IR C U IT R Y -C H E C K W IR IN G . S O L E N O ID f t G O V E N O R PRESSURE S W IT C H

IN T E R N A L T R A N S M IS S IO N W IR IN G & /O R S W IT C H E S & /O R S O L E N O ID G R O U N D E D .

L IG H T O N

E L E C TR IC A L F U N C T IO N O K A Y . C H E C K M E C H A N IC A L F U N C T IO N OF S O L E N O ID b TCC V A L V E .

Fig. 7A-34--T.C.C. Diagnosis

7A-22

AUTOMATIC TRANSMISSIONS

Transmission to Engine Attachment

50 N-m

( 35 ft. lbs.)

Transmission Support Brace Attachments

90 N-m

( 65 ft. lbs.)

Control Rod Linkage Adjustment Bolt

30 N-m

( 20 ft. lbs.)

TV/Detent Cable to Case

10 N.m

(

7 ft. lbs.)

Converter Housing Cover (Except K-Series)

10 N-m

(

7 ft. lbs.)

Converter Housing Cover (K-Series)

35 N-m

( 25 ft. lbs.)

Oil Cooler Lines to Transmission

15 N-m

( 10 ft. lbs.)

Oil Cooler Lines to Radiator

30 N-m

( 20 ft. lbs.)

Transfer Case Adapter to Transmission

35 N-m

( 25 ft. lbs.)

Transfer Case Adapter to Transfer Case

35 N-m

( 25 ft. lbs.)

175 N-m

(130 ft. lbs.)

50 N-m

( 35 ft. lbs.)

Transfer Case Support Strut to Transfer Case Transfer Case Support Strut to Engine

102927

Fig. 7A-SP Specifications

AUTO M ATIC TRANSMISSION 350C-1

SECTION 350C

AUTOMATIC 350C TRANSMISSION CONTENTS G e n e ra l D e s c r ip tio n ................................................350C-1 D ia g n o s is .................................................................... ..350C-1 U n it R e p a ir ..................................................................350C-14

Forw ard C lutch................. ...................................... ..350C-25 Sun G e a r ................................................................... ..350C-26 Low and Reverse Roller C lu tc h ......................... ..350C-28 Valve B ody..................................................................350C-28 Internal Parts - Installation.........................................350C-31 External Parts - Installation........................................350C-35 B u s h in g R e p a ir ........................................................ ..350C-39 T o rq u e S p e c if ic a t io n s ......................................... ..350C-45 C lu tc h P la te C h a r t ......... ...................................... ..350C-45 S p e c ia l T o o ls ...............................................................350C-46

External Parts - Removal and Inspectio n............ ..350C-14 Internal Parts - Removal and Inspection................350C-17 Internal Parts - Disassembly and In sp ectio n.........350C -21 R eassem bly.................................................................... ..350C -21 Internal Parts Reassem bly........................................350C-22 Oil P u m p ................................................................... ..350C-22 D irect C lu tc h ........................................................... ..350C-23

INTERM EDIATE CLUTCH INTERM EDIATE O IL PUMP BAND [ V

i

/ DIRECT CLUTCH

FORWARD CLUTCH

LOW & REVERSE CLUTCH

LOW REVERSE ROLLER CLUTCH

OUTPUT SHAFT

INTERM EDIATE ROLLER CLUTCH

INPUT SHAFT

V A LV E BODY FILTER O IL PUMP SUCTION

8B7A29

Figure 350C-1 Typical 3 5 0 A utom atic Transm ission

GENERAL DESCRIPTION

TROUBLE DIAGNOSIS

T h e 350C a u to m a tic tra n s m iss io n , is a fu lly a u to m a tic u n it c o n sistin g p rim a rily o f a 4 -ele m en t h y d ra u lic to rq u e c o n v e rte r a n d tw o p la n e ta ry g e a r sets. F o u r m u ltip le -d isc c lu tc h e s, tw o ro lle r c lu tc h e s, a n d a n in te rm e d ia te o v e rru n b a n d p ro v id e th e fric tio n ele m e n ts re q u ire d to o b ta in th e d e sire d fu n c tio n o f th e tw o p la n e ta ry g e a r sets. A h y d ra u lic sy ste m p re s s u riz e d b y a g e a r ty p e p u m p p ro v id e s th e w o rk in g p re s s u re re q u ire d to o p e ra te th e fric tio n e le m e n ts a n d a u to m a tic c o n tro ls.

T h e key to c o rre c tin g a n y c o m p la in t is to m a k e use o f all th e a v a ilab le sy m p to m s a n d lo g ically le ttin g th e m d ire c t y o u to th e cause. S y m p to m s o r c o n d itio n s th a t w ill h e lp a re d e te rm in e d b y su b jectiv e ro a d te st, oil p re ssu re ch eck s o r n oise e v a lu a tio n .

E x te rn a l c o n tro l c o n n e c tio n s to th e tra n sm issio n are: 1. 2. 3.

M a n u a l L in k a g e - T o select th e d e sire d o p e ra tin g ran g e. E n g in e V a c u u m - T o o p e ra te th e v a c u u m m o d u la to r. D e te n t C ab le - T o o p e ra te th e d e te n t valve.

W h e n d e a lin g w ith a u to m a tic tra n sm issio n c o m p la in ts, it is b e st to g a th e r as m a n y sy m p to m s as possible b efo re m a k in g th e d ec isio n to re m o v e th e tra n sm issio n fro m th e vehicle. R e m e m b e r, T H E

V E H IC L E IS T H E B E S T T E S T S T A N D A N D D IA G N O S T IC T O O L A V A IL A B L E T O Y O U , if th e tra n sm issio n is o p erab le. O n c e th e tra n sm issio n is o n th e b e n c h , it c a n n o t tell y o u “ w h a t h u r ts ” a n d q u ite fre q u e n tly th e c o rre c tio n o f th e c a u se o f th e c o m p la in t does n o t re q u ire re m o v a l o f th e tra n sm issio n fro m th e vehicle.

350C-2 AUTOMATIC TRANSMISSION

3 5 0 A U T O M A T I C T R A N S M IS S IO N D IA G N O S IS C H A R T CAR ROAD TE ST

>

//////

LEGEND X -P R O B L E M AR EA V.S. CAUSE @ “ O ” V A C U U M O NLY O - B A L L S # 2 / 3 / 4 O NLY L -L O C K E D S -S T U C K

9yyvf'

PO SS IB LE CAUSE LOW O IL LE V E L/W A TE R IN O IL

X

X

V A C U U M LEAK

Figure 2 Diagnosis Chart

M O D U LA TO R & / OR VALVE

X

X

*

S T R A IN E R & / OR G ASK ET

X

X

X X

G O V E R N O R -V A L V E /S C R E E N VALVE B O D Y -G A S K E T /P L A T E

X

X

X

PRES. REG. & / OR BOOST VALVE

X X

X X

X

B A LL (#1) SH Y

X

X X X

X X

X X

X

X

*

X

X X

X

X

X

X X

X

X

X

X X

X

X X

1-2 S H IF T VALVE

X

X X

X

X

2 -3 S H IF T VALVE

X

X

X X

X

X

X X X

X

X

X

X

X X

X

X

X

X X X

X

X

X X

X X

X X

X X

X X

X X

X X X

X X X

X X X

CASE— P O R O U S /X LEAK

X

1-2 A C C U M U LA T O R

X

X X X X

X X X

P O R O U S /C R O SS LEAK G ASK ET SCREEN — PR ESSUR E

IN T E R M E D . SERVO

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X X X

X

s X X

X X

X X

X X

X

X

X X

X X

X

X X X

X

X

X X

X

X

X X X

X

X

X

X

X

X

X X X

X X X

X

X

L X

X

X

X

X

X

X

X

X

X

X

X

X

X

X X

X X

IN T . ROLLER CL. A S S ’Y

GEAR SET & BE A R IN G S

X

X

L & REV. CL. A S S 'Y

C O NVER TER A S S ’Y

X X

X X

IN T E R M E D . CL. AS S'Y

P A RK P A W L /L IN K A G E

X

X

X X

D IR E C T C LU TC H A S S ’ Y

L. & R. ROLLER CL. A S S ’Y

X

X

X

B A N D — IN T E R M , O.R.

FO RW AR D C LU TC H AS S ’ Y

X

X

COOLER VALVE LEAK C LU TC H SEAL RING S

X

X X

2-3 A C C U M U LA T O R

P R IM IN G VALVE SHY

X

X

X

D E TEN T REG. VALVE

P U M P -G E A R S

X

X X

D E TEN T VALVE & L IN K A G E

P O R O SITY/C R O S S LEAK

X

X X

o

M A N U A L LOW C O N T ’ L VALVE

M A N U A L V A L V E /L IN K A G E

X X

X

X X

X

X

X

X

X X

X

X X

X X

X

X

X

X

X

X

X

X X

X

X X X X

X X 9B7A22

1 93

ON

w2 “ cr

ox IU $3 So

|1 S

CONVERTE CLUTCH 8

RANGE > LOW “ j INT DIRECT L2 L1 NEUTRAL REVERSE

LOW (t RE CLUTCH 4

> _I o£ kufc *3 RATIO ^ O o o 2 52 1 52 ON 1 00 ON ON 1 52 ON 2 52 P

I FORWARC CLUTCH 3

CONVERTER

?ou ON ON ON ON ON FREEWHEEL ON FREEWHEEL FREEWHEEL ON ON ON FREEWHEEL ON ON ON ON ON ON

FREE WHEEL FREEWHEEL

Figure 350C-3 Neutral - Engine Running 2 3 SHIFT VALVE

350C-3

DETENT VALVE

AUTOMATIC TRANSMISSION

SLOT IN GASKET

350C-4 AUTOMATIC TRANSMISSION

1984 THM 350C PRELIM INARY CHECKING PROCEDURE CHECK TRANSMISSION O IL LEVEL CHECK OUTSIDE M ANUAL LINKAGE AND CORRECT CHECK ENGINE TUNE INSTALL OIL PRESSURE GAGE

TOTAL RUNNING TIME FOR THIS COMBINATION NOT TO EXCEED 2 MINUTES.

CONNECT VACUUM GAGE TO MODULATOR LINE & TACHOMETER TO ENGINE

CHECK OIL PRESSURES IN FOLLOWING MANNER -P S I RANGE

MODELS

Modulator* Line Connected

DRIVE - BRAKES APPLIED

WC, XC, XN XA XS, XX WA, WS WW

55 - 64 6 8 -8 8 5 5 -6 4 55 - 66 55 - 64

119 148148 119 119 -

L2 or L1 - BRAKES APPLIED

WC, XC, XN XA XS, XX WA, WS WW

8 2 -9 5 89 - 111 8 0 -9 3 8 2 -9 6 8 2 -9 5

119 148 148 119 119

- 139 - 172 - 173 - 139 - 139

REVERSE - BRAKES APPLIED

WC, XC, XN XA XS, XX WA, WS WW

88 - 103 102- 134 8 3 -9 7 88 - 105 88 - 103

217 226 237 237 228

-103 - 259 - 270 - 286 - 260

NEUTRAL - BRAKES APPLIED

WC, XC, XN XA XS, XX WA, WS WW

5 5 -6 2 6 8 -8 6 5 5 -6 2 5 5 -6 6 5 5 -6 4

DRIVE IDLE - S E T ENGINE IDLE TO SPECIFICATIONS BRAKES APPLIED

WC, XC, XN XA XS, XX WA, WS WW

5 5 -6 4 6 8 -8 8 5 5 -6 4 5 5 -6 6 5 5 -6 4

DRIVE - 3 0 MPH CLOSED THROTTLE OR ON HOIST*

WC, XC, XN XA XS, XX WA, WS WW

5 5 -6 4 6 8 -8 8 5 5 -6 4 55 - 66 5 5 -6 4

M odulator** Line Disconnected

"MODULATOR LINE CONNECTED: Run engine to 1,000 RPM, close throttle and check PSI **M ODULATO R LINE DISCONNECTED: Check PSI at 1,000 RPM, throttle open Figure 350C-4 Oil Pressure Chart

139 171 173 139 139

119 - 139 1 4 8 -1 7 0 148 - 173 1 1 9 -1 3 9 119 - 139

350C-15B

AUTOMATIC TRANSMISSION 350C-5

Figure 350C-5 Line Pressure Plug Location

1. REVERSE 2. BOLT HOLE 3. PUMP PRESSURE ORIFICE 4. EXHAUST 5. REVERSE ORIFICE 6. PUMP PRESSURE 7. DRIVE 8. LOW 9. GOVERNOR 10. MODULATOR 11. DRIVE ORIFICE 12. DIRECT CLUTCH 2-3 13. SUCTION 14. CONVERTER FEED ORIFICE 15. DRAIN 16. MODULATOR THRU DETENT VALVE 17. DETENT MODULATOR (3-2)

18. DETENT 19. M ANUAL LOW CONTROL 20. EXHAUST 1-2 CLUTCH 21. LOW REVERSE CLUTCH 22. GOVERNOR ORIFICE 23. LINE 24. MODULATOR 25. CONVERTER FEED 26. MODULATOR OR DETENT REGULATOR 27. DETENT REGULATOR 28. EXHAUST INT. CLUTCH 29. INTERMEDIATE SERVO (R.N.D.) 30. INTERMEDIATE CLUTCH 1-2 31. INT. SERVO REL. (RND)

_______________________________________________5B7C51A

Figure 350C-7 Valve Body Spacer Plate

350C-6 AUTOMATIC TRANSMISSION

1. COOLER OUT 2. EXHAUST 3. PUMP PRESSURE 4. REVERSE (DIRECT CLUTCH OUTER) 5. SUCTION 6. CONVERTER RELEASE 7. FORWARD CLUTCH (DRIVE) 8. DIRECT CLUTCH 9. INTERMEDIATE CLUTCH 10. CONVERTER CLUTCH APPLY 11. COOLER IN 12. LIP SEAL DRAIN

Figure 350C-8 Identification of Oil Pump Passages

AUTOMATIC TRANSMISSION 350C-7 7

ILL. NO. 1 2 3 4 5 6 7 8 9 10 11

6

5

2

DESCRIPTION BREATHER REVERSE (DIRECT C L U T C H -O U T E R ) PUMP PRESSURE SUCTION CONVERTER RELEASE FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE CLUTCH APPLY CONVERTER APPLY COOLER IN COOLER OUT

3

4

5

6

7

8

9

NO.

DESCRIPTION

X

BOLT HOLES BREATHER REVERSE (DIRECT C L U T C H -O U T E R ) PUMP PRESSURE SUCTION C.C. RELEASE FORWARD CLUTCH DIRECT CLUTCH INTERMEDIATE CLUTCH APPLY CONVERTER APPLY COOLER IN (TO RADIATOR) COOLER OUT (FROM RADIATOR) DRAIN (4) CAST OPEN PORTS

1 2 3 4 5 6 7 8 9 10 11 12

350C -14B 7C -56B

Figure 350C-9 Id entification of Pump Rear Face Oil Passages

Figure 350C -10 Id en tificatio n of Case to Pump Oil Passages

C-K-G-P TRUCK

350C-8 AUTOMATIC TRANSMISSION

1.

DIRECT CLUTCH (2-3)

17.

CONVERTER FEED

2.

COOLER IN

18.

EXHAUST (1-2) CLUTCH

3.

CONVERTER APPLY

4.

19.

CONVERTER RELEASE 20.

5.

INTERMEDIATE CLUTCH (1-2)

1.

INTERMEDIATE (L 2 )

17.

DETENT 1

2.

DRIVE

18.

MODULATOR OR DETENT REGULATOR

3.

LINE

MODULATOR OR DETENT REGULATOR

4.

CONVERTER FEED

19.

EXHAUST INTERMEDIATE CLUTCH

DETENT REGULATOR

5.

SPEED RELEASE 20.

6.

REVERSE

INTERMEDIATE SERVO RELEASE

DETENT REGULATOR

7.

EXHAUST

21.

DETENT 2

8.

EXHAUST OPEN TO SUMP

22.

MODULATOR

23. 9.

SUCTION

DETENT PRESSURE REGULATOR

24.

1-2 SHIFT

25.

2-3 SHIFT

26.

LOW OR REVERSE

27.

LOW

28.

DETENT

6.

DRIVE FORWARD CLUTCH

21.

7.

DRAIN

22.

GOVERNOR

8.

SUCTION

23.

MODULATOR

PUMP PRESSURE

24.

DETENT 2

25.

LOW

9.

10.

REVERSE

11.

VOID

12.

13.

GOVERNOR

11.

2-3 CLUTCH

12.

1-2 CLUTCH

13.

MANUAL LOW CONTROL

14.

VOID

26.

DETENT MODULATOR (3-2)

INTERMEDIATE SERVO RELEASE (R, N, D)

27.

MODULATOR THRU DETENT VALVE

LINE

28.

LOW REVERSE CLUTCH

15.

PRESSURE REGULATOR

29.

M ANUAL LOW CONTROL

16.

M ANUAL

14.

2-3 CLUTCH

15.

DRIVE

16.

10.

5B7C52A

EXHAUST Figure 350C-1 1 Identification of Case Face Oil Passages

5B7C50A

Figure 350C-1 2 Identification of Valve Body Oil Passages

AUTOMATIC TRANSMISSION 350C-9

[A T.C.C. SOL POSITIVE >___ r» (TO PORTED LO VAC SW) >-----^ ? N . O . OIL PA T H ~~ G0V

T.C.C. SOLENOID ASSEMBLY

GOVERNOR PRESSURE SWITCH

4.1 5.7 5.0 4.1 4.1

L L L L L

C-TRUCK B- POLICE—CANADA B-SEDAN- CANADA G -V A N -S H O R T G- V A N - LONG

POSITIVE (TO BRAKE S\N)y NEGATIVE > (FROM 3C GRD)

[ a “ T.C.C. SOL P N.O. OIL PATH |__

T.C.C. SOLENOID ASSEMBLY 5.0 L H.P. MONTE CARLO

Figure 350C -13 350-C W iring Diagrams

350C-10 AUTOMATIC TRANSMISSION

[A

N.O. GOV T.C.C. SOL SW

POSITIVE > i f ----- I (TO PORTED LO VAC SW) I n .O.OILPATH

T.C.C. SOLENOID ASSEMBLY

GOVERNOR PRESSURE SWITCH

5.0 L C-TRUCK 5.0 L G- VA N -S H O R T 5.0 L G -VA N -LO N G

Figure 350C -13A 350-C W iring Diagram

350C TROUBLE DIAGNOSIS CHART Condition

Possible Cause

Correction

N o d riv e ra n g e - (in sta ll p re ssu re gage).

1. L o w oil level.

1. C o rre c t level - c h e c k fo r e x te rn a l leaks o r v a c u u m m o d u la to r (le ak in g d ia p h ra g m w ill e v a c u a te oil fro m u n it). 2. See M a n u a l lin k ag e a d ju stm e n t. 3a. F ilte r assem b ly blo ck ed . b. P u m p assem b ly - p re s­ su re re g u la to r, p u m p d riv e g ea r - ta n g s d a m a g e d by c o n v e rte r. c. C ase - p o ro sity in in ­ ta k e bore. 4. M a n u a l valve d isc o n ­ n e c te d fro m in n e r lever. 5a. F o rw a rd c lu tc h d o es n o t ap p ly - p isto n c ra c k e d ; seals m issing, d a m a g e d ; c lu tc h p lates b u rn e d , b. P u m p feed c irc u it to fo rw a rd c lu tc h oil seal rin g s m issin g o r b ro k e n o n p u m p cover; leak in feed c ircu its; p u m p to

2. M a n u a l L in k a g e a d ju s tm e n t. 3. L o w oil p re ssu re .

4. C o n tro l v alve a s­ sem bly. 5. F o rw a rd c lu tc h .

AUTOMATIC TRANSMISSION 350C-11

6. R o lle r c lu tc h assem b ly .

O il p re ssu re h ig h low

1. H ig h oil p ressu re.

2. L o w oil p re ssu re .

1-2 sh ift - full th r o ttle only.

1. D e te n t valve m isa d ju ste d . 2. V a c u u m leak. 3. C o n tro l valve a s­ sem bly.

4. C a se assem bly. F ir s t sp e e d o n ly - no 1-2 sh ift.

1. G o v e rn o r assem b ly .

2. C o n tro l valve a s ­ sem bly.

3. C ase

4. In te rm e d ia te c lu tc h .

case g ask et m isp o sitio n e d o r d a m a g e d . C lu tc h d ru m b all c h e c k s tu c k o r m issing. 6. B ro k e n sp rin g o r d a m a g e d cage. la . V a c u u m line o r fittin g s leaking. b. V a c u u m m o d u la to r. c. M o d u la to r valve. d. P re s s u re re g u la to r. e. O il p u m p . 2a. V a c u u m lin e o r fittin g s o b stru c te d . b. V a c u u m m o d u la to r. c. M o d u la to r valve. d. P re s s u re re g u la to r. e. G o v e rn o r. f. O il p u m p . 1. S tic k in g o r lin k a g e 2. V a c u u m line o r fittin g s leaking. 3a. V alve b o d y g ask e ts leak in g , d a m a g e d , in c o r­ re c tly in stalled . b. D e te n t valve tra in stu c k . c. 1-2 valve stu c k . 4. P o ro sity . la . G o v e rn o r valve stick in g . b. D riv e n g e a r loose, d a m a g e d o r w o rn (ch e ck fo r p in in case a n d len g th o f p in sh o w in g ); also, c h e c k o u tp u t sh a ft d riv e g e a r fo r n ic k s o r ro u g h finish, if d riv e n g e a r sh o w s d a m a g e .. 2a. 1-2 sh ift valve tra in s tu c k closed. b. G o v e rn o r feed c h a n n e ls b lo ck e d . c. V alve b o d y g ask e ts le ak in g , d a m a g e d , in c o r­ re c tly in sta lle d . 3a. P o ro s ity b e tw ee n c h a n n els. b. G o v e rn o r feed c h a n n e l b lo ck ed , g o v e rn o r b o re s c o re d o r w o rn , allo w in g c ro ss p re ssu re leak. 4a. C lu tc h p isto n seals m issing, im p ro p e rly a s­ sem b led , c u t. b. In te rm e d ia te ro lle r clu tc h .

350C-12 AUTOMATIC TRANSMISSION B ro k e n sp rin g o r d a m a g e d cage. F irs t a n d seco n d sp eed s o n ly , n o 2-3 shift.

1. C o n tro l v alve as­ sem bly.

2. D ire c t c lu tc h .

la . 2-3 sh ift tr a in stu c k , b. V alve b o d y g a sk e ts leak in g , d a m a g e d , in c o r­ re c tly in stalle d . 2a. P u m p h u b - d ire c t c lu tc h oil seal rin g s - b ro k e n , m issing. b. C lu tc h p isto n seals m issing, im p ro p e rly a s­ sem b led , c u t, p isto n ball c h e c k s tu c k o r m issing.

D riv e in " N e u tra l" .

1. M a n u a l lin kage. 2. F o rw a rd c lu tc h .

1. M isa d ju ste d 2. C lu tc h does n o t release (th is c o n d itio n w ill also ca u se " N o R e v e rse ").

N o m o tio n in "R e v e rse " , o r slips in "R ev e rse " - (in stall p re ssu re gage).

1. L o w oil level.

1. A d d oil.

2. M a n u a l lin kage. 3. O il p re ssu re.

2. M isa d ju ste d . 3a. M o d u la to r valve stu c k . b. M o d u la to r a n d re v erse b o o st valve stu c k . c. P u m p h u b - d ire c t c lu tc h oil seal rin g s b ro k e n . d. D ire c t c lu tc h p isto n seal c u t o r m issing. e. L o w a n d rev e rse c lu tc h p isto n seal c u t o r m issing. f. N o . 1 c h ec k b a ll m issing. 4a. V alve b o d y g a sk e ts leak in g , d a m a g e d , in c o r­ re c tly in sta lle d ( o th e r m a lfu n c tio n s m a y a lso be in d ic a te d ). b. 2-3 valve tra in s tu c k in u p sh ifte d p o sitio n . T h is w ill also c a u se 1-3 u p sh ift in d riv e ran g e . c. 1-2 valve tra in s tu c k in u p sh ifte d p o sitio n . 5a. P isto n o r p in s tu c k so in te rm e d ia te o v e rru n b a n d is ap p lied . 6. P isto n o u t o r seal d a m a g e d o r m issing. 7a. O u te r seal d a m a g e d o r m issing. b. C lu tc h p la te s b u rn e d m ay be c a u se d b y s tu c k ball c h e c k in p isto n . 8. C lu tc h do es n o t release (w ill also c a u se " D riv e " in " N e u tra l" .

4. C o n tro l v alve a s­ sem bly.

5. In te rm e d ia te servo.

6. L o w a n d rev erse c lu tc h . 7. D ire c t c lu tc h .

8. F o rw a rd c lu tc h .

AUTOMATIC TRANSMISSION 350C-13 S lips in all ran g es, slip s o n ta k e -o ff (in sta ll p re ssu re gage).

1. O il level low .

1. A d d oil.

2. O il p re ssu re.

2a. V a c u u m m o d u la to r in ­ o p erativ e . b. V a c u u m m o d u la to r valve stick in g . c. F ilte r assem b ly - plu g g ed o r leaks. 3a. P re ssu re re g u la to r valve stu c k . b. P u m p to case g a sk et d a m a g e d o r in c o rre c tly in stalled . 4. C ro ss leaks, p o ro sity .

3. C ase

4. F o rw a rd c lu tc h slip p in g. Slips 1-2 sh ift (in sta ll p re ssu re gage).

1. O il level low .

1. A d d oil.

2. O il p re ssu re.

2a. V a c u u m m o d u la to r a s­ sem b ly in o p era tiv e . b. M o d u la to r valve stick in g . c. P u m p p re ssu re re g u la to r valve. 3. O il rin g d a m a g e d o r m issing. 4. O il rin g m issin g o r d a m a g e d , case b o re d a m a g e d . 5. M isp o sitio n e d 6. P o ro sity b etw e en c h an n e ls. 7. P isto n seals m issin g o r d a m a g e d ; c lu tc h p la te s b u rn e d .

3. 2-3 a c c u m u la to r. 4. 1-2 a c c u m u la to r. 5. P u m p to case gask et. 6. C ase 7. In te rm e d ia te c lu tc h .

R o u g h 1-2 sh ift (in s tra ll p re ssu re gage).

1. O il p re ssu re . fo r loose fittin g s, re ­ s tric tio n s in line.

2. C ase 3. 1-2 a c c u m u la to r assem bly.

la . V a c u u m m o d u la to r - ch eck

b. M o d u la to r valve stu ck . c. V alve b o d y - re g u la to r o r b o o st valve stu c k . d. P u m p to case g ask et o ff lo c a tio n o r d a m a g ed . 2. P o ro sity betw een ch a n n e ls. 3a. O il rin g s d a m a g ed . b. P isto n stu ck . c. B ro k e n o r m issin g sp rin g . d. B o re d am ag ed . e. C h e c k a c c u m u la to r feed ho le in valve b o d y p late.

350C-14 AUTOMATIC TRANSMISSION Slips 2-3 sh ift (in sta ll p re ssu re gage).

1. O il level low.

1. A d d oil.

2. O il p re ssu re low .

2a. M o d u la to r assem bly. b. M o d u la to r valve. c. P u m p p re ssu re re g u la to r valve o r b o o st valve; p u m p to case g a sk et o ff lo c atio n . 3. P o ro sity 4. P is to n seals leak in g , o r ball ch e c k leak.

3. C ase 4. D ire c t c lu tc h .

R o u g h 2-3 sh ift (in sta ll p re ssu re gage).

1. O il p re ssu re h ig h

2. 2-3 a c c u m u la to r assem b ly .

N o engin e b ra k in g L 2 - 2 n d gear.

1. In te rm e d ia te serv o a n d 2-3 a c c u m u la to r. 2. In te rm e d ia te o v e rru n band. 3. O il p re ss u re low .

N o en g in e b ra k in g L -l - 1st g ear.

1. M a n u a l lo w c o n tro l v alve assem b ly. 2. O il p re s s u re low . 3. L o w a n d rev e rse c lu tc h .

N o p a rt th r o ttle d o w n ­ sh ift - (in sta ll p re s­ su re gage).

1. O il p re ssu re .

2. D e te n t v alve a n d linkage. 3. 2-3 sh ift valve. N o d e te n t d o w n sh ifts.

L ow o r h ig h sh ift p o in ts - (in sta ll p re ssu re gage).

1. C o n tro l v alve as­ sem bly. 2. D e te n t v alve a n d linkage. 1. O il p re ssu re .

la . V a c u u m leak. b. M o d u la to r valv e sticking. c. V alve b o d y - p re ssu re re g u la to r o r b o o st valve in o p e rativ e. 2a. 2-3 a c c u m u la to r sp rin g m issin g , b ro k e n , b. A c c u m u la to r p isto n stu ck . la . S ervo o r a c c u m u la to r oil rin g s o r b o re s leak in g , b. S ervo p isto n stu c k . 2. In te rm e d ia te o v e rru n b a n d b ro k e n , b u rn e d (c h e c k fo r cause). 3. P re ssu re re g u la to r a n d / o r b o o st valve stu c k . 1. S tu c k 2. P re ssu re re g u la to r a n d / o r b o o st valve stu c k . 3. P isto n in n e r seal d a m a g e d o r m issing. 1. V a c u u m m o d u la to r a s ­ sem bly, m o d u la to r valve, p re ssu re re g u la to r valve tra in (o th e r m a lfu n c tio n s m a y also b e n o tic e d ). 2. S tick s o r d isc o n n e c te d o r b ro k e n . 3. S tu c k 1. 2-3 valve stu c k . 2. S tick s o r d isc o n n e c te d o r b ro k e n . la . E n g in e v a c u u m - c h e c k a t tra n sm issio n e n d o f th e m o d u la to r pipe. b. V a c u u m m o d u la to r assem b ly v a c u u m line c o n n e c tio n s a t en g in e a n d tra n sm issio n , m o d u la to r valve, p re ssu re

AUTOMATIC TRANSMISSION 350C-15

2. G o v e rn o r

3. D e te n t valve a n d linkage. 4. C o n tro l valve a s­ sem bly. 5. C ase

re g u la to r valve tra in . 2a. V alve stick in g . b. F eed ho les re stric te d o r leak in g , p ipes d a m a g e d o r m isp o sitio n ed . c. F ee d line p lugged. 3. S tu c k o pen. (W ill cau se la te shifts). 4a. 2-3 valve tra in stick in g , b. 1-2 sh ift valve tra in sticking. 5. P o ro sity

W o n ’t h o ld in " P a rk " .

1. M a n u a l linkage. 2. In te rn a l linkage.

1. M isa d ju ste d 2a. P a rk in g b ra k e lever a n d a c tu a to r assem bly. C h e c k fo r c h a m fe r on a c tu ­ a to r ro d sleeve, b. P a rk in g p a w l b ro k e n o r in o p erativ e.

L o c k s u p in m a n u a l low (u su a lly h o t only).

1. C o n v e rte r p re ssu re leak in g in to d ire c t c lu tc h th r u s ta to r sh aft. 2. D ire c t c lu tc h .

1. C h e c k s ta to r sh a ft p o sitio n .

3. L o a n d R ev e rse C lu tc h .

2a. D ire c t c lu tc h b o re u n d e rsiz e o r p isto n oversize, b. D ire c t c lu tc h feed h o le shy sm all c h a m b e r. 3. L o a n d R e v e rse C lu tc h p isto n c e n te r seal m issing o r cu t.

S eco n d g e a r s ta rt o r slip s se co n d g ear only.

1. In te rm e d ia te c lu tc h .

1. W ro n g n u m b e r o f c lu tc h p la te s o r w ro n g p isto n .

L o c k s u p in rev erse (u su a lly h o t only).

1. F o rw a rd c lu tc h .

1. B o re u n d e rsiz e o r p isto n oversize. 2. D ire c t c lu tc h feeding fo rw a rd c lu tc h th r u s ta to r sh a ft, (c h e c k s ta to r sh a ft p o sitio n .)

2. D ire c t c lu tc h .

L o c k s in rev erse fro m p a r k to rev erse only.

1. P a rk in g paw l.

1. P a rk in g p aw l sta y in g in d u e to a b u r r o n lead in g edge.

C o ld m o rn in g rev erse n o d riv e till en g in e w a rm s up.

1. P re ssu re re g u la to r b o re o r sleeve tig h t.

1. R e m o v e a n d rep air.

S h ifts c o ld b u t n o t w a rm .

1. G o v e rn o r assem bly.

1. N y lo n g e a r ro ll p in shy.

N o d riv e -b u t h as m a n u a l low .

1. L o w & rev e rse ro lle r c lu tc h .

1. L o w & rev erse ro lle r c lu tc h in sta lle d b a c k w a rd s.

350C-16 AUTOMATIC TRANSMISSION N o 1-2 sh ift-m a k e s 1-3 sh ift a n d 3-1 shift, b u t h a s all sh ifts m a n u a lly .

1. In te rm e d ia te ro lle r clu tc h .

1. In te rm e d ia te ro lle r c lu tc h n o t locking.

G o v e rn o r n y lo n g e a r strip p e d 360°.

1. C ase pin. m issing. 2. O u tp u t sh aft.

1. G o v e rn o r case p in 2. O u tp u t sh a ft ro u g h o r w o rn .

G o v e rn o r g e a r strip p e d o ne sied.

1. G o v e rn o r sizing in b o re.

1. R e p a ir o r re p la c e as n ecessary .

Slow rev erse (co ld only).

1. L o w oil level.

1. A d ju s t oil level.

H a rs h 1-2 shift.

1. 1-2 a c c u m u la to r.

la . P isto n o r sp rin g , b. A c c u m u la to r feed h o le in valve b o d y p la te.

Slow rev erse (h o t only).

1. V alve b o d y .

la . L e a k in g valve b o d y s u p p o rt plate. 2a. B e n t o r S -h o o k h o le o ff lo ca tio n . b. S -h o o k b en t. c. D e te n t ro lle r sp rin g h o le o ff lo c atio n . d. M a n u a l valve S -h o o k hole o ff lo c atio n .

2. S h ift se le c to r lever.

1. R efer to section 6E an d 8A. S ections fo r C o n v erter C lutch D iagnosis.

N o C o n v e rte r C lu tc h

U N IT REPAIR

EXTERNAL PARTS (FIGURE 350C-15) Removal and Inspection 1. 2.

3.

P la c e tra n s m is s io n in F ix tu re J-8763-02. D o n o t o v e rtig h te n . See F ig u re 350C -14. W ith tra n s m is s io n in H o ld in g F ix tu re J-8763-02, rem o v e to rq u e c o n v e rte r assem b ly . I t m a y be n ecessary to p ry th e c o n v e rte r w ith a s c re w d riv e r d u e to a s u c tio n c o n d itio n c a u se d b y th e in p u t sh a ft "O " ring. R e fe r to S ectio n 7 A fo r c o n v e rte r d ia g n o sis a n d "o n c a r" serv ice in fo rm a tio n .

F o r T r a n s m is s io n R e f e r t o O A S e c t io n .

4. 5.

6. 7.

S e r ia l N u m b e r

In fo r m a tio n

R e m o v e m o d u la to r assem b ly a tta c h in g b o lt a n d re ta in e r. R e m o v e v a c u u m m o d u la to r a ssem b ly "O " rin g seal a n d m o d u la to r v alv e fro m case. See F ig u re 350C -16. In sp e c t m o d u la to r "O " rin g seal fo r n ick s, c u ts o r d am a g e . R e p la c e if n ecessary . R e fe r to S ectio n 7 A fo r v a c u u m m o d u la to r d ia g n o sis a n d serv ice in fo rm a tio n .

Figure 350C -14 Transm ission Holding Fixture

Extension Housing 8.

R e m o v e b o lt re ta in e r a n d s p e e d o m e te r d riv e n g ea r fro m side o f ex ten sio n h o u sin g a n d re m o v e

AUTOMATIC TRANSMISSION 350C-17

Figure 350C -15 External Parts

350C-18 AUTOMATIC TRANSMISSION ILL. NO. 1 2 3 4 5 6 7 8 9 10 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54

DESCRIPTION CONVERTER ASSEMBLY, TRANSMISSION CASE ASSEMBLY, TRANSMISSION RETAINER, INTERMEDIATE CLUTCH ACCUMULATOR PISTON COVER COVER, INTERMEDIATE CLUTCH ACCUMULATOR PISTON SEAL, INTERMEDIATE CLUTCH ACCUMULATOR PISTON COVER SPRING, INTERMEDIATE CLUTCH ACCUMULATOR PISTON RING, INTERMEDIATE CLUTCH ACCUMULATOR PISTON SEAL PISTON, INTERMEDIATE CLUTCH ACCUMULATOR RING, INTERMEDIATE CLUTCH ACCUMULATOR PISTON SEAL PLUG, LINE PRESSURE CHECK VALVE, VACUUM MODULATOR SEAL, VACUUM MODULATOR TO CASE RETAINER, VACUUM MODULATOR BOLT, VACUUM MODULATOR RETAINER TO CASE MODULATOR, VACUUM SEAL, CASE EXTENSION TO CASE EXTENSION, TRANSMISSION CASE BUSHING, EXTENSION SEAL, TRANSMISSION OUTPUT YOKE SLEEVE SEAL, CASE EXTENSION OIL BOLT, SLEEVE RETAINER RETAINER, SPEEDOMETER DRIVEN GEAR SLEEVE SEAL, SPEEDO DRIVEN GEAR SLEEVE TO EXTENSION SLEEVE, SPEEDO DRIVEN GEAR GEAR, SPEEDO DRIVEN COVER, GOVERNOR SEAL, GOVERNOR COVER TO CASE GOVERNOR ASSEMBLY, TRANSMISSION PIN, DOWEL CONNECTOR,CASE ELECTRICAL SEAL, CASE ELECTRICAL CONNECTOR SCREEN, GOVERNOR PRESSURE HOLE BALL, CHECK VALVE PIPE, TRANSMISSION VENT SCREEN, OIL PUMP PRESSURE HOLE GASKET, VALVE BODY - UPPER PLATE, VALVE BODY - SPACER SUPPORT, VALVE BODY - SPACER PLATE BOLT, SUPPORT TO CASE GASKET, VALVE BODY - LOWER BODY, VALVE VALVE ASSEMBLY, M ANUAL SWITCH, OIL PRESSURE GASKET, OIL PUMP FILTER SCREEN, OIL FILTER BODY, A U X ILIA R Y VALVE BOLT, A U X ILIA R Y VALVE BODY TO VALVE BODY BOLT, VALVE BODY TO CASE SOLENOID, TORQUE CONVERTER CLUTCH GASKET, OIL PAN PAN, OIL BOLT, OIL PAN TO CASE BOLT, OIL SCREEN TO VALVE BODY Figure 350C -15A External Parts

AUTOMATIC TRANSMISSION 350C-19

E X TE N S IO N HO USING LIP SEAL

7C-84 Figure 350C-16 Vacuum M odulator

9. 10.

fo u r (4) e x ten sio n h o u sin g to case a tta c h in g bolts. See F ig u re 350C -17. R em o v e s p e e d o m e te r d riv e g e a r a n d re ta in in g clip. In sp e c t g ear te e th fo r n ick s, b u rrs o r d am ag e.

Figure 350C -18 Extension Housing Lip Seal Removal SUPPORT PLATE CONVERTER DETENT VALVE CLUTCH ACTUATOR LEVER ,/S O LE N O ID ASSEMBLY A U X ILIA R Y VALVE BODY CONTROL VALVE "S " LINK DETENT ROLLER & SPRING ASSY. CASE ELECTRICAL CONNECTOR PARK LOCK BRACKET & SPECIAL BOLTS GOVERNOR PRESSURE SWITCH

V ALVE BODY H 350C-1 10

Figure 350C -19 Valve Body and Related Components

19.

R em o v e m a n u a l sh a ft re ta in in g clip w ith sc re w d riv e r a n d slid e m a n u a l sh a ft o u tw a rd . T h is w ill allo w th e c o n tro l valve "S" lin k to be rem o v ed . (F ig u re 350C -20)

20.

R em o v e valve b o d y a tta c h in g b o lts a n d valve body.

21.

R em o v e a u x ilia ry valve b o d y a tta c h in g b o lts a n d a u x ilia ry valve body. (F ig u re 350C -21)

22.

R e m o v e s u p p o rt su p p o rt p late.

23.

R e m o v e sp a c e r 350C -22).

Figure 350C-17 Extension Housing

11. 12. 13. 14.

R e m o v e e x ten sio n h o u sin g to case oil seal. R e m o v e th e ex te n sio n h o u sin g lip seal u sin g a sc re w d riv e r. See F ig u re 350C -18. R e m o v e oil p a n a n d p a n gask et. R e m o v e filter assem b ly a n d filte r gasket.

Valve Body 15. 16. 17. 18.

R e m o v e d e te n t ro lle r a n d s p rin g assem bly fro m v alve body. See F ig u re 350C -19. R em o v e a c tu a to r p in fro m x ie te n t v alve a c tu a to r lever assem b ly . R e m o v e d e te n t c o n tro l link. D isc o n n e c t so le n o id w ires. R e m o v e p re ssu re sw itch o n ly if re p la c e m e n t is necessary. R em o v e so le n o id a tta c h in g b o lts a n d so len o id . In sp e c t so len o id w ires fo r loose c o n n e c tio n s an d c u t o r w o rn in su la to r.

p la te p la te

a tta c h in g and

b o lts

gask ets.

and

(F ig u re

T h e sp a c e r p la te to valve b o d y g ask et h as a yellow ink strip e. T h e yellow in k strip e is n ec essary fo r id e n tific a tio n p u rp o ses. T h is g ask e t is a lm o st id e n tic a l to th e sp a c e r p la te to case g asket. R em o v e 5 ch eck balls. N o te th e lo c a tio n s o f ch e ck balls. (F ig u re 350C -23). 25.

R em o v e p a rk lock b ra c k e t a n d special bolts. F ig u re 350C -19.

350C-20 AUTOMATIC TRANSM ISSIO N

m

CHECK BALLS

C MANUAL SHAFT CASE RETAINER

SCREW DRIVER 7C-91

r

Figure 350C -23 Check Ball Locations

Figure 350C 20 Manual Shaft Retainer Removal

26.

R em o v e oil p u m p p re ssu re sc re en fro m th e case. In sp e c t fo r d am ag e. C le a n o r rep lac e as necessary . (F ig u re 350C -24).

Figure 350C-21 Auxiliary Valve Body and S upport Plate

Figure 350C-24 Pump Screen Removal

27.

28.

VALVE BODY SPACER! PLATE GASKETI

29. VALVE BODY] ISPACER PLATE]

a*#**’*-'’"

9B7A25

Figure 350C -22 Valve Body and Spacer Plate Gasket

R em o v e g o v e rn o r sc re en fro m case. In sp e c t for d am a g e. C le a n o r rep la c e as necessary . (F ig u re 350C -25.) R em o v e case ele ctrical c o n n e c to r a n d "O " ring by d ep ressin g tabs. I f re m o v a l o f in te rn a l m a n u a l lin k ag e is re q u ire d p ro c e d e as follow s: a. R e m o v e ja m n u t h o ld in g ra n g e se le c to r in n e r lever to m a n u a l sh aft. b. R e m o v e m a n u a l sh a ft fro m case. R em o v e ra n g e se le c to r in n e r lev er a n d p a rk in g paw l a c tu a tin g rod. c. R e m o v e m a n u a l sh a ft to case lip seal, if necessary . See F ig u re 350C -26. d. R em o v e p a rk in g p aw l sh a ft re ta in in g plug sta k e m ark s. R e m o v e re ta in in g p lug, p a rk in g p aw l sh a ft, p a rk in g paw l, d isen g ag in g sp rin g . See F ig u re 350C -27.

AUTOMATIC TRANSMISSION 350C-21 31. If the piston or seal requires replacement, the piston assembly will have to be replaced. (Piston and Seal are one assembly).

Figure 3 5 0 C - 2 8 In te r m e d ia te S e rv o A s s e m b ly

INTER N A L PARTS (FIGURE 35 0 C -2 9 ) Removal and Inspection Oil Pump Assem bly 1. Remove eight (8) pump attaching bolts with washer type seals. 2. Install two (2) threaded slide hammers J-7004 into threaded holes in pump body. Tighten jam nuts and remove pump assembly from case. See Figure 350C-30. 3. Remove pump assembly to case gasket.

F i g u r e 3 5 0 C - 2 6 M a n u a l S h a f t Lip S e a l R e m o v a l

F ig u r e 3 5 0 C - 2 7 P a r k P a w l

30. Remove intermediate servo piston, washer, spring seat, and apply pin. See Figure 350C-28.

Interm ediate Clutch Cushion Spring, Interm ediate Clutch Plates and Interm ediate Overrun Brake Band 1. Remove intermediate clutch cushion spring. 2. Remove the intermediate clutch faced plates, the steel separator plates, and one wave spring. 3. Inspect condition of the composition and steel plates. D o not diagnose a lined drive plate by color. A. Dry composition plates with compressed air and inspect the surfaces for: 1. Pitting and flaking 2. Wear 3. Glazing 4. Cracking 5. Charring 6. Chips or metal particles imbedded in lining If the drive plate exhibits any of the above conditions, replacement is required. B. Wipe steel plates dry and check for heat discoloration. If the surface is smooth and an even color smear is indicated, the plates should be reused. If severe heat spot

350C-22 AUTOMATIC TRANSMISSION

F ig u re 3 5 0 C -2 9 In te rn a l P arts

AUTOMATIC TRANSMISSION 350C-23

IL L . NO.

DESCRIPTION

1

SEA L, O IL PUMP TO C O N V E R T E R HUB

2

B U S H IN G , O IL P U M P B O D Y

3

B O D Y A S S E M B L Y , O IL PUMP

4

SEA L, O IL PUMP TO CASE

5

B U S H IN G , O IL P U M P S T A T O R S H A F T - F R O N T

6

C O V E R A S S E M B LY , O IL PUMP

7

R IN G , S T E A D Y R E S T

8

R IN G , D IR E C T C L U T C H D R U M O IL

9

B U S H IN G , D IR E C T C L U T C H D R U M

10

R IN G , F O R W A R D C L U T C H H O U S IN G O IL S E A L

11

G A S K E T , O IL PUM P T O CASE

12

S E A L , I N T E R M E D I A T E C L U T C H P IS T O N

13

B U S H IN G , O IL P U M P S T A T O R S H A F T - R E A R

14

G E A R , O IL PUMP D R IV E A N D D R IV E N

15

B O LT, O IL PUM P T O CASE

16

P IS T O N , IN T E R M E D IA T E C L U T C H

17

S E A T A S S E M B L Y , IN T E R M E D IA T E C L U T C H P IS T O N R E T U R N - W IT H S P R IN G S

18

S PA CE R , O IL PUM P T H R U S T B E A R IN G

19

B E A R IN G , D IR E C T C L U T C H D R U M T O PUM P C O V E R - T H R U S T

20

S P R IN G , IN T E R M E D IA T E C L U T C H C U S H IO N

21

P L A T E , IN T E R M E D IA T E C L U T C H R E A C T IO N (S TE E L)

22

P LA TE, IN T E R M E D IA T E C L U T C H PRESSURE

23

R IN G , IN T E R M E D IA T E O V E R R U N C L U T C H R E T A IN E R - F R O N T

24

R E T A IN E R , IN T E R M E D IA T E O V E R R U N C LU TC H

25

R AC E, IN T E R M E D IA T E O V E R R U N C L U T C H - O U T E R

26

C L U T C H , IN T E R M E D IA T E O V E R R U N

27

C A M , IN T E R M E D IA T E O V E R R U N C L U T C H

28

B A N D , IN T E R M E D IA T E O V E R R U N C L U T C H B R A K E

29

D R U M , D IR E C T C L U T C H

30

P LA T E, IN T E R M E D IA T E C L U T C H D R IV E (F A C E D )

31

BOLT, PUMP CO VER TO BODY

32

S E A L , D IR E C T C L U T C H P IS T O N

33

P IS T O N , D IR E C T C L U T C H

34

S E A T A S S E M B L Y , D IR E C T C L U T C H P IS T O N R E T U R N - W IT H S P R IN G S

35

R IN G , D IR E C T C L U T C H R E T U R N S P R IN G R E T A IN E R

36

P L A T E , D IR E C T C L U T C H D R IV E N (STE EL)

37

P L A T E , D IR E C T C L U T C H P R E S S U R E (S TE E L)

38

R IN G , D IR E C T C L U T C H P RE SS UR E P L A T E

39

B E A R IN G , D IR E C T C L U T C H D R U M T H R U S T -

40

P L A T E , D IR E C T C L U T C H D R IV E (F A C E D )

REAR

F ig u re 3 5 0 C - 2 9 A In te rn a l P a rts - C a llo u ts

350C-24 AUTOMATIC TRANSMISSION

F ig u re 3 5 0 C -2 9 B In te rn a l P a rts - (C o n 't)

AUTOMATIC TRANSMISSION 350C-25 IL L . NO. 41

DESCRIPTION S H A F T , T R A N S M IS S IO N IN P U T

42

H O U S IN G , F O R W A R D C L U T C H

43

S E A L , F O R W A R D C L U T C H P IS T O N - IN N E R

44

S E A L , F O R W A R D C L U T C H P IS T O N - O U T E R

45

P IS T O N , F O R W A R D C L U T C H

46

S E A T A S S E M B L Y , F O R W A R D C L U T C H P IS T O N - W IT H S P R IN G S

47

R IN G , F O R W A R D C L U T C H P IS T O N R E T U R N S P R IN G S E A T R E T A IN E R

48

W A S H E R , IN P U T R IN G G E A R T H R U S T - F R O N T

49

G E A R , IN P U T R IN G

50

B U S H IN G , IN P U T R IN G G E A R

51

R E T A IN E R

52

S P R IN G , F O R W A R D C L U T C H P IS T O N C U S H IO N

53

P L A T E , F O R W A R D C L U T C H D R IV E (STE EL)

54

P L A T E , F O R W A R D C L U T C H P R E S S U R E (S T E E L )

55

R IN G , F O R W A R D C L U T C H P R E S S U R E P L A T E R E T A IN E R

56

P L A T E , F O R W A R D C LU T C H D R IV E N (FA C E D )

57

B E A R IN G , O U T P U T C A R R IE R

58

C A R R IE R A S S E M B L Y , O U T P U T

59

B U S H IN G , R E A C T IO N C A R R IE R P L A N E T

60

G E A R , SUN

61

B U S H IN G , S UN G E A R TO O U T P U T S H A F T

62

R IN G , SUN G E A R D R IV E S H E L L R E T A IN E R

63

S H E LL, SUN G E A R D R IV E

64

W ASHER, SUN GEAR TH R UST

65

W ASHER, SUN G EAR SHELL REAR TH R U S T

66

R AC E, LO A N D R E V E R S E O V E R R U N C L U T C H

67

C L U T C H , LO A N D R E V E R S E O V E R R U N

68

R IN G , LO A N D R E V E R S E C L U T C H T O C A M R E T A IN E R

69

R IN G , LO A N D R E V E R S E C L U T C H S U P P O R T T O CASE

70

S U P P O R T A S S E M B L Y , LO A N D R E V E R S E C L U T C H

71

P L A T E , LO A N D R E V E R S E C L U T C H D R IV E (F A C E D )

72

C A R R IE R , R E A C T IO N P L A N E T

73

B E A R IN G , O U T P U T R IN G G E A R T H R U S T - F R O N T

74

G E A R , O U T P U T R IN G

75

B U S H IN G , CASE T O O U T P U T S H A F T

76

B E A R IN G , O U T P U T R IN G G E A R S U P P O R T T O CASE

77

R IN G , LO A N D R E V E R S E C L U T C H P IS T O N R E T U R N S P R IN G S E A T R E T A IN E R

78

P L A T E , LO A N D R E V E R S E C L U T C H R E A C T IO N (S TE E L)

79

S P R IN G , LO A N D R E V E R S E C L U T C H S U P P O R T R E T A IN E R

80

S E A T A S S E M B L Y , LO A N D R E V E R S E C L U T C H P IS T O N R E T U R N - W IT H S P R IN G S

81

P IS T O N , L O A N D R E V E R S E

82

S E A L , L O A N D R E V E R S E C L U T C H P IS T O N

83

R IN G , O U T P U T C A R R IE R R E T A IN E R T O O U T P U T S H A F T

84

B U S H IN G , O U T P U T S H A F T

85

SHAFT ASSEMBLY, OUTPUT

86

C L IP , S P E E D O M E T E R D R I V E G E A R T O O U T P U T S H A F T

87

G E A R , S PE ED O M E TER D R IV E F ig u re 3 5 0 C -2 9 C In te rn a l P arts - C a llo u ts

350C-26 AUTOMATIC TRANSMISSION

F ig u re 3 5 0 C - 3 0 P u m p R e m o v a l

F igure 3 5 0 C - 3 2 F o rw a rd a n d D ire c t C lu tc h A s s e m b ly Removal

discoloration or surface scuffing is indicated, the plates must be replaced. 4. Remove intermediate clutch pressure plate. 5. Remove intermediate overrun brake band. See Figure 350C-31.

F i g u r e 3 5 0 C - 3 3 I n p u t R in g G e a r R e m o v a l

Figure 3 5 0 C - 3 1 In te r m e d ia te O v e rru n B rake B an d

Direct and Forward Clutch Assemblies 1. Remove direct and forward clutch assemblies from case. See Figure 350C-32. Input Ring Gear 1. Remove forward clutch housing to input ring gear front thrust washer. Inspect for excessive wear or scoring. 2. Remove input ring gear. See Figure 350C-33. O utput Carrier Assem bly 1. Remove input ring gear to output carrier needle thrust bearing. 2. Remove output carrier to output shaft snap ring. See Figure 350C-34.

F igure 3 5 0 C - 3 4 O u tp u t C a rrie r R e m o v a l

3.

Remove output carrier assembly.

AUTOMATIC TRANSMISSION 350C-27 Sun Gear Drive Shell Assembly 1. Remove sun gear drive shell assembly. See Figure 350C-35. *S U N G E A R DRIVE j^/S H ELL ASSEMBLY

5B7C119 F i g u r e 3 5 0 C - 3 7 Lo a n d R e v e r s e C lu t c h R e m o v a l

Reaction C arrier Assem bly 1. Remove reaction carrier assembly from output ring gear and shaft assembly. See Figure 350C-38.

F i g u r e 3 5 0 C - 3 5 D r iv e S h e ll A s s e m b l y R e m o v a l

Low and Reverse Clutch Support Assembly 1. Remove low and reverse roller clutch support to case retaining ring. See Figure 350C-36. 2. Grasp the output shaft. Pull up until the low and reverse roller clutch and the support assembly, clears the low and reverse clutch support retainer spring. Remove the support assembly. 3. Remove low and reverse clutch support retainer spring. See Figure 350C-36.

R ETAIN ER TRANSMISSION NOTE:

FOR IL LU S T R A TIO N TRANSM ISSION HAS

SPRING

C A S E ^H I

PURPOSES THE BEEN CUT IN TWO VIEW

A

F igure 3 5 0 C - 3 8 R e a c tio n C a rrie r R e m o v a l

LOW

AND

REVERSE, CLUTCH

O utput Ring Gear and S h aft Assem bly

SUPPORT

1. Remove output ring gear and shaft assembly from case. See Figure 350C-39.

LOW A N D REVERSE ROLLER CLUTCH SUPPORT TO CASE R ETAIN ER SPRING k

^

TRANSM ISSION

LOW AN D REVERSE RO LLER TO CASF R E TA IN IN G RING

2. Remove reaction carrier to output ring gear needle thrust bearing.

CASE

CLUTCH

7C-118

F i g u r e 3 5 0 C - 3 6 R e t a i n e r P o s it io n

Low and Reverse Clutch Plates 1. Remove the low and reverse clutch composition plates and the steel separator plates. See Figure 350C-37.

3. Remove output ring gear to output shaft snap ring. Remove output ring gear from output shaft. 4. Remove output ring gear to case needle bearing. See Figure 350C-40. Low and Reverse Clutch Piston 1. Using Tool J-23327 compress low and reverse clutch piston spring retainer and remove piston retaining ring, and spring retainer with springs. See Figure 350C-41.

350C-28 AUTOMATIC TRANSMISSION 2. Remove low and reverse clutch piston assembly. Aid removal with the use of compressed air in passage shown. See Figure 350C-42.

F i g u r e 3 5 0 C - 3 9 O u t p u t R in g G e a r a n d S h a f t A s s e m b l y Removal

F i g u r e 3 5 0 C - 4 2 L o c a t i o n f o r A ir P r e s s u r e

Low and Reverse Clutch Piston Seals 1. Remove low and reverse clutch piston outer seal. 2. Remove low and reverse clutch piston center and inner seal. See Figure 350C-43.

F ig u r e 3 5 0 C - 4 0 N e e d l e B e a r i n g R e m o v a l

7C-133 F i g u r e 3 5 0 C - 4 3 R e v e r s e C lu t c h P is t o n C e n t e r & I n n e r Seal Rem oval

Interm ediate Clutch 1-2 A ccum ulator Piston Removal and installation of intermediate clutch 1 - 2 accumulator can be done without removal of transmission from car. See O n Car Service. If removal is required with the transmission out of the car, the oil pan must be installed to use tool J-23069. F i g u r e 3 5 0 C - 4 1 L o w a n d R e v e r s e P is to n S n a p R in g Removal

1. Install Tool J-23069 to compress intermediate clutch 1-2 accumulator cover and remove retaining ring. See Figure 350C-44. 2. Remove intermediate clutch 1-2 accumulator piston cover and "O" ring seal from case. See Figure 350C-45.

AUTOMATIC TRANSMISSION 350C-29 INTERNAL PARTS Disassembly, Inspection and Reassembly

F i g u r e 3 5 0 C - 4 4 1 -2 A c c u m u l a t o r C o v e r R e m o v a l

F i g u r e 3 5 0 C - 4 5 I n t e r m e d i a t e C lu t c h 1 -2 A c c u m u l a t o r

3. Remove intermediate clutch 1-2 accumulator piston spring. See Figure 350C-45. 4. Remove intermediate clutch 1-2 accumulator piston assembly. Inspect the inner and outer teflon oil seal rings for wearing or scoring. D O N O T REM OVE THESE TW O R IN G S UNLESS T H E Y A R E D A M A G E D . If

replacement of one or the other of the two rings is necessary, the piston assembly will have to be replaced. See Figure 350C-45. (Piston and Seal are one assembly).

Interm ediate Clutch 1-2 Accum ulator Piston Installation

1. Install intermediate clutch 1-2 accumulator piston assembly and spring. See Figure 350C-45. 2. Place new "O" ring seal on intermediate clutch 1-2 accumulator piston cover, and install cover into case. See Figure 350C-45. 3. Install J-23069 tool and compress intermediate clutch 1-2 accumulator cover and install retaining ring. See Figure 350C-44.

Oil Pump Disassembly 1. Place stator shaft side of pump assembly through hole in bench. Remove five (5) pump cover to body attaching bolts. See Figure 350C-47. 2. Remove intermediate clutch return spring seat retainer, springs and the intermediate clutch piston assembly. See Figure 350C-47. 3. Remove intermediate clutch piston inner and outer seals. See Figure 350C-47. 4. Remove three (3) direct clutch to pump hub oil rings. Remove pump cover to direct clutch drum needle thrust bearing. Inspect the two (2) forward clutch to pump hub teflon oil seal rings, (some rings will be solid, new type rings will be scarf cut for easier assembly with no expander ring behind) but do not remove them unless they are damaged. If replacement is necessary, use two metal hook type service replacement rings. See Figure 350C-47. 5. Check steady rest ring, if cut or frozen in bore remove and replace with the same color ring. The different colors compensate for groove depth. 6. Remove pump cover and stator shaft assembly from pump body. See Figure 350C-48. 7. Remove pump drive gear and driven gear from pump body. Inspect pump gears and cover for wear or scoring. See Figure 350C-49. The pump body assembly should be replaced only if: a. The drive and/or driven gears are broken or galled. b. P u m p body galled. c. Uneven machined surfaces d. P u m p body to case seal ring groove damaged. e. P u m p seal drainback hole is unmachined. 8. Remove pump outside diameter to case square cut "O" ring seal. See Figure 350C-47. 9. Remove pump body to converter hub lip seal, if necessary. See Figure 350C-50. 10. Place pump on wood blocks so surface finish is not damaged and install pump to converter hub lip seal using Seal Driver J-21359. See Figure 350C-51. Make certain lip seal is not turned or nicked. Inspection and Reassembly 1. Install pump drive gear and driven gear. Assemble drive gear with tang face up to prevent damage to converter. See Figure 350C-49. 3. Assemble pump cover to pump body. See Figure 350C-48. 4. Install intermediate clutch piston new inner and outer seals. See Figure 350C-47. 5. Install intermediate clutch piston assembly into pump cover with J-26744-A.

350C-30 AUTOMATIC TRANSMISSION PUMP COVER A N D STATOR SHAFT ASSEMBLY

PUMP BODY

7C-145 Figure 3 5 0 C - 4 8 P u m p C o v e r R e m o v a l

D R IVEN G EAR

7C-147

DRIVE G EAR Figure 3 5 0 C -4 9 Oil Pum p Gears S H IM R E T A IN E R 2. P U M P C O V E R TO PUMP BO DY A T T A C H I N G B O L T S (5) 3. I N T E R M E D I A T E C L U T C H P IS T O N A S S E M B L Y 4. F O R W A R D C L U T C H TO PUMP HUB SCARF C U T T Y P E R I N G S (2)

8. S Q U A R E C U T ” 0 " R IN G S E A L 9. P U M P C O V E R AND STATOR SHAFT ASSEMBLY

PUM P BO DY

9A. S T E A D Y REST R IN G 10 . D R I V E N G E A R

D R IV E GEAR 5. D I R E C T C L U T C H T O P U M P 11. HUB SCA R F C U T O IL 12. P UM P B O D Y S E A L R I N G S (3) ASSEMBLY 6. P U M P C O V E R T O D IR E C T C L U T C H DRUM NEEDLE T H R U S T B E A R IN G

PUMP TO CONVERTER HUB LIP SEAL

13. P U M P T O CONVERTER H U B L IP S E A L 5B7C254B

F ig u re 3 5 0 C -4 7 O il P u m p A s s e m b ly

SCREWDRIVER

W O O D BLO C K!

7C-150

F ig u re 3 5 0 C -5 0 C o n v e rte r S e a l R e m o va l

AUTOMATIC TRANSMISSION 350C-31 DIRECT CLUTCH Disassembly Refer to specifications in rear o f this section to determine the required amount o f composition and steel clutch plates to use with specific transmission m odel and engine combination. When replacing piston assembly specific part number m ust be used.

J -2 1 3 5 9

1. Remove intermediate overrun clutch front retainer ring and retainer. See Figure 350C-53.

P U M P TO CONVERTER H UB LIP SEAL R E T A IN IN G R IN G

OVERRUN C LU T C H

PUMP BODY W O O D BLOCKS

7C-151

F i g u r e 3 5 0 C - 5 1 C o n v e r t e r S e a l I n s t a l la t io n

6. Install spring retainer and install five (5) attaching bolts, finger tight. See Figures 350C-47 and 350C-46. 7. Place pump aligning strap, J-21368 over pump body and cover and tighten. 8. Torque attaching bolts to 18 ft. lbs. (24 N-m). 9. Install pump outside diameter to case square cut seal. See Figure 350C-47. Use new seal, if necessary. 10. Install three (3) direct clutch to pump hub scarf cut oil seal rings. Inspect two (2) forward clutch to pump hub oil seal rings, (some rings will be solid, new type rings will be scarf cut for easier assembly with no expander ring behind)for service ifrings require replacement use hook type cast iron rings. See Figure 350C-47. 11. Check three (3) pump cover hub lube holes. Make certain they are not restricted. See Figure 350C-52.

D IR E C T C L U T C H A S S E M B L Y

7C-161 F i g u r e 3 5 0 C - 5 3 O v e r r u n C lu t c h R e t a i n i n g R in g

2. Remove intermediate clutch overrun outer race. See Figure 350C-54. IN T E R M E D IA T E O V E R R U N ROLLER O U TE R RACE

LUBE HO

7C -162 F ig u r e 3 5 0 C - 5 4 R o lle r C lu t c h O u t e r R a c e

3. Remove intermediate overrun roller clutch assembly. See Figure 350C-54. 4. Remove direct clutch drum to forward clutch housing needle roller bearing. See Figure 350C-55. 8B7A36 F ig u re 3 5 0 C -5 2 L u b e H o le L o c a tio n

5. Remove direct clutch pressure plate to clutch drum retaining ring and pressure plate. See Figure 350C-56.

350C-32 AUTOMATIC TRANSMISSION

Assemble Bearing With Black Oxide Washer ( I.D. Race ) Toward The Forward Clutch Housing.

HM-250C-60A

fTl DIRECT CLUTCH HOUSING [T] SPRING RETAINER H P J-2590-3

[ Y ] SNAP RING PUERS

fT] J-2590-5

|T] RETAINING RING 7C168

F ig u r e 3 5 0 C - 5 5 N e e d l e B e a r i n g A s s e m b l y

F i g u r e 3 5 0 C - 5 7 P is t o n S n a p R in g

DIRECT CLUTCH PISTON RETURN SPRINGS (17)

R E T A IN IN G R IN G PRESSURE PLATE D IR E C T C L U T C H D R U M

7C -165 F i g u r e 3 5 0 C - 5 6 D i r e c t C lu t c h D i s a s s e m b l y

DIRECT CLUTCH PISTON

7C-169

F i g u r e 3 5 0 C - 5 8 P is to n R e t u r n S p r i n g s

6. Remove composition plates, steel plates and one cushion spring from direct clutch housing. 7. Inspect condition of lined and steel plates. D o not diagnose a composition drive plate by color.

8. Remove direct clutch piston return spring seat retaining ring and spring seat by using Tools J2590-3, J-2590-5, and snap ring pliers. See Figure 350C-57. 9. Remove spring retainer, springs and piston. See Figure 350C-58. 10. Inspect the return springs. Evidence of extreme heat or burning in the area of the clutch may have caused the springs to take a heat set and would justify replacement of the springs. 11. Remove direct clutch piston inner and outer seals. 12. Remove direct clutch piston center seal. See Figure 350C-59. Reassembly 1. Install new direct clutch piston outer seal and inner seal.

DIRECT CLUTCH DRUM

CLUTCH PISTON CENTER SEAL Figure 3 5 0 C - 5 9 C e n te r S e a l

2. Install new direct clutch piston center seal. See Figure 350C-59.

AUTOMATIC TRANSMISSION 350C-33 3. Install the direct clutch piston into housing with the aid of a piece of .020" music wire crimped into copper tubing. Use a liberal amount of transmission fluid during assembly. See Figure 350C-60. .020" MUSIC WIRE CRIMPED INTO COPPER TUBING

PISTON

DIRECT CLUTCH HOUSING

7C-174

F i g u r e 3 5 0 C - 6 0 D i r e c t C l u t c h P is t o n In s t a l l a t i o n

4. Install spring retainer and springs. Compress spring retainer and install retaining ring, using Tools J-2590-3 and J-2590-5. See Figure 350C-57. 5. Lubricate with transmission fluid and install composition plates and steel plates starting with a steel plate and alternating steel and composition. 6. Install direct clutch pressure plate and retaining ring. See Figure 350C-56. 7. Install intermediate overrun roller clutch assembly. See Figure 350C-62. Roller clutch assembly must be assembled with four (4) holes up (toward front of transmission). 8. Install intermediate clutch overrun outer race. See Figure 350C-62. W h e n the intermediate overrun clutch outer race is installed, it should free wheel in the counterclockwise direction only. 9. Install intermediate overrun clutch retainer, and retaining ring. See Figure 350C-62. Forward Clutch Disassembly and Inspection Refer to specifications in rear o f this section to determine the required amount o f composition and steel clutch plates to use with specific transmission m odel and engine combination. When replacing piston assembly specific part number m ust be used.

1. Remove forward clutch drum to pressure plate retaining ring. Remove forward clutch pressure plate. See Figure 350C-63. 2. Remove forward clutch housing faced plates, steel plates, and cushion spring. 3. Inspect condition of lined and steel plates. D o not diagnose a drive plate by color.

1 R E T A IN IN G R IN G 2 D IR E C T C L U T C H P R E SS U R E P L A T E 3 FACED PLATE 4 STEEL SEPARATOR PLATE 5 R E T A IN IN G R IN G 6 P IS T O N S P R IN G A S S E M B L Y 7 D IR E C T C L U T C H P IS T O N A S S E M B L Y 8 D IR E C T C L U T C H D R U M 7C-178-1

F ig u re 3 5 0 C -6 1 D ir e c t C lu tc h A s s e m b ly

350C-34 AUTOMATIC TRANSMISSION RETAINING \

III F O R W A R D C L U T C H

RING

F O R W A R D CLUTCH PR E S S U RE PLATE F i g u r e 3 5 0 C - 6 3 F o r w a r d C l u t c h R e t a i n i n g R in g

4. Remove spring retainer and springs by compressing with a ram press. See Figure 350C-64.

1 2 3 4

R E T A IN IN G R IN G R E T A IN E R IN T E R . C L U T C H O V E R R U N O U T E R RACE (LO C K S O N C L O C K W IS E R O T A T IO N ) R O L L E R C L U T C H A S S E M B L Y (P O S IT IO N W IT H 4 H O L E S T O W A R D F R O N T O F T R A N S M IS S IO N )

C A U T I O N : IF R O L L E R F A L L S O U T D U R I N G A S M . OPE R A T I O N - R E I N S T A L L R O L L E R F R O M IN S ID E T O O U T S ID E C A G E D IR E C T IO N , T O A V O ID B E N D IN G S P R IN G . 5

D IR E C T C L U T C H D R U M & IN T E R M E D IA T E C L U T C H O V E R R U N IN N E R C A M 4B7C1 76-1

F i g u r e 3 5 0 C - 6 2 I n t e r m e d i a t e O v e r r u n R o ll e r C lu t c h A s s e m b ly

F i g u r e 3 5 0 C - 6 4 F o r w a r d C l u t c h P is t o n S n a p R in g Removal

5. Inspect the return springs. Evidence of extreme heat or burning in the area of the clutch may have caused the springs to take a heat set and would justify replacement of the springs. 6. Remove forward clutch piston assembly. 7. Inspect the forward clutch piston inner and outer seals, for nicks or tears. Remove and replace if necessary. See Figure 350C-65. 8. Make certain forward clutch ball check exhaust is free of dirt, etc. See Figure 350C-66. 9. If the input shaft is scored excessively it may be replaced using the following procedure. a. Using wood blocks for support, press input shaft out of forward clutch housing. b. Carefully support forward clutch housing on rear thrust washer surface and press input shaft into housing until it is properly seated.

AUTOMATIC TRANSMISSION 350C-35 FO R W A R D C LUTCH BALL CHECK EXHAUST

FO R W A R D C LUTCH D R U M F i g u r e 3 5 0 C - 6 6 B all E x h a u s t L o c a t io n

W h e n pressin g th e in p u t s h a ft in to th e fo r w a r d c lu tc h h o u sin g , c a re m u s t be ta k e n n o t to p la c e e x c e s s iv e fo rc e on th e p ilo t en d o f th e in p u t s h a ft as d a m a g e m a y re s u lt. Reassembly 1. Install the forward clutch inner piston seal and outer piston seal, if previously removed. 2 . Install the forward clutch piston assembly using a thin feeler gage. See Figure 350C-67.

.008 FEELER G A G E TEFLON SEAL

P IS T O N F O R W R D C L U T C H H O U S IN G 1 2 3 4 5 6 7 8 9 10 11

R E T A IN IN G R IN G FO R W A R D C LU TC H PRESSURE PLATE FACED PLATE STEEL SEPARATOR PLATE C U S H IO N S P R IN G R E T A IN IN G R IN G P IS T O N S P R IN G A S S E M B L Y F O R W A R D C L U T C H P IS T O N A S S E M B L Y SEAL FORW ARD CLUTCH DRUM IN P U T S H A F T

8B7A40 F i g u r e 3 5 0 C - 6 7 In s t a l li n g F o r w a r d C l u t c h P is t o n

9B7A26-1

F ig u re 3 5 0 C - 6 5 F o rw a rd C lu tc h A s s e m b ly

3. Install spring retainer and springs. Compress spring retainer with an arbor press or ram press. See Figure 350C-64. 4. Lubricate with transmission fluid and install cushion spring, faced plates and steel separator plates, starting with the cushion spring and alternating steel and faced. See Figure 350C-65. 5. Install forward clutch pressure plate and retaining ring. Using a feeler gage check clearance between forward clutch pressure plate and faced plate. See Figure 350C-68.

350C-36 AUTOMATIC TRANSMISSION The specifications for this transmission call for a clearance of no less than .011" and no greater than .082". There are three pressure plates available which are identified by tangs adjacent to the source identification mark. See Figure 350C-69. These three pressure plates have different thicknesses. If the clearance between the forward clutch pressure plate and the faced plate checks out to be less than .011", a thinner pressure plate should be used to have a clearance between .011" and .082". If the clearance checks out to be greater than .082", a thicker pressure plate should be used to have a clearance between .011" and .082". If the clearance checks out to be between .011" and .082", no change of pressure plate is necessary.

H I

SUN GEAR R E T A IN IN G R IN G

FORWARD CLUTCH DRUM ASM.

SUN G EAR DRIVE SHELL

f T l FEELER GAGE

F i g u r e 3 5 0 C - 7 0 S u n G e a r R e t a i n i n g R in g R e m o v a l

3. Remove front retaining ring from sun gear. See Figure 350C-71. 4. Inspect parts for wear or damage. Replace parts if necessary.

i 7C189 F i g u r e 3 5 0 C - 6 8 C h e c k i n g P r e s s u r e P la t e C l e a r a n c e

SUN GEAR ASSEMBLY

IDEN TIFICATION M ARKS I

I

I ill ft

______________________________________________ 7C-194

PLATE ID E N T IF IC A T IO N ^ THICKNESS MARKS .2 4 5 " - . 2 5 5 ” .2 7 5 " -. 285 ” .3 0 6 " -. 316"

NONE 1 2

SUN GEAR DRIVE SHELL

I

FORW ARD CLUTCH PRESSURE PLATE 7C-190

F i g u r e 3 5 0 C - 6 9 P r e s s u r e P la t e S e l e c t i o n

Sun Gear to Drive Shell Disassembly 1. Remove sun gear to sun gear drive shell rear retaining ring. See Figure 350C-70. 2. Remove sun gear to drive shell flat rear thrust washer. See Figure 350C-70.

F i g u r e 3 5 0 C - 7 1 F r o n t R e t a i n i n g R in g R e m o v a l

Reassembly 1. Install sun gear to drive shell front retaining ring, and install into drive shell. See Figure 350C-71. Use a new ring and do not overstress when installing. 2. Install sun gear to drive shell flat thrust washer. 3. Install sun gear to sun gear drive shell rear retaining ring. See Figure 350C-70. Use a new ring and do not overstress when installing. Low and Reverse Roller Clutch (Refer to Figure 3 5 0C -7 2) Disassembly 1. Remove low and reverse clutch to sun gear shell thrust washer. 2. Remove low and reverse overrun clutch inner race.

AUTOMATIC TRANSMISSION 350C-37 3. Remove low and reverse roller clutch retaining ring. 4. Remove low and reverse roller clutch assembly and visually inspect the rollers for wearing and scoring and check for any springs that may be collapsed. Reassembly 1. Install low and reverse roller clutch assembly to inner race. The inner race should free wheel in the clockwise direction only. (See Figure 350C-73). ROLLER CLUTCH ASSEMBLY

7C-203

F i g u r e 3 5 0 C -7 3 C hecking Roller Clutch

2. Install low and reverse overrun roller clutch assembly and inner race into the low and reverse clutch support. See Figure 350C-74. Assemble with four (4) holes down or to rear of transmission.

1 TH R UST WASHER 2 IN N E R R AC E 3 S N A P R IN G 4 R O L L E R C L U T C H A S S E M B L Y (A S S E M B LE W IT H Y E L L O W P A IN T M A R K T O W A R D F R O N T O F T R A N S M IS S IO N ) C A U T I O N : IF R O L L E R F A L L S O U T , I N S T A L L R O L L E R F R O M " O U T S ID E IN " AS S H O W N T O A V O I D B E N D IN G S P R IN G S . 5

ROLLER CLUTCH ASSEMBLY

L O & REVERSE CLUTCH SUPPORT 7C-202-1

F ig u re 3 5 0 C - 7 2 L o w a n d R e v e rs e C lu tc h S u p p o r t a n d O v e r r u n R o lle r C l u t c h A s s e m b l y

LOW A N D REVERSE CLUTCH SUPPORT 7C-204

F i g u r e 3 5 0 C -7 4 Roller C lutch Inner Race Installation

3. Install low and reverse clutch to cam retaining ring. See Figure 350C-75. 4.

Install low and reverse clutch to sun gear drive shell thrust washer. See Figure 350C-72.

350C-38 AUTOMATIC TRANSMISSION 2. Inspect valve body for cracks, scored bores, interconnected oil passages and flatness of mounting face. 3. Check all springs for distortion or collapsed coils. Reassembly

F i g u r e 3 5 0 C - 7 5 R o ll e r C lu t c h R e t a i n i n g R in g I n s t a l la t io n

Valve Body (Refer to Figure 35 0C -7 6) Disassembly

1. Position valve body assembly with cored face up. 2. Remove manual valve from lower left hand bore (J). 3. From lower right hand bore (A) remove the pressure regulator valve train retaining pin, boost valve sleeve, intermediate boost valve, reverse and modulator boost valve, pressure regulator valve spring, and the pressure regulator valve. 4. From the next bore (B), remove the 2-3 shift valve train retaining pin, sleeve, control valve spring, 2-3 shift control valve, shift valve spring, and the 2-3 shift valve. 5. From the next bore (C), remove the 1-2 shift valve train retaining pin, sleeve, shift control valve spring, 1-2 shift control valve, and the 1-2 shift valve. 6. From the next bore (E), remove retaining pin, plug, manual low control valve spring, and the manual low control valve. 7. From the next bore (F), remove the retaining pin, spring, seat, and the detent regulator valve. 8. Install Tool J-22269, on direct clutch 2-3 accumulator piston and remove retaining "E" ring. (G) See Figure 350C-77. 9. Remove direct clutch 2-3 accumulator piston, and spring. (G) If the piston seal needs replacing the piston assembly will have to be replaced. (Piston and Seal are one assembly). 10. From the next bore down (D) from the direct clutch accumulator, remove the detent actuating lever bracket bolt, bracket, actuating lever and retaining pin, stop, spring retainer, seat, outer spring, inner spring, washer and the detent valve. Use care when handling valve body assembly as valve body sleeve retaining pins may fall out. Inspection

1. Inspect all valves for scoring, cracks and free movement in their respective bores.

1. Install direct clutch accumulator piston spring and piston into valve body. 2. Install J-22269 and J-24675 (installs piston evenly) on direct clutch 2-3 accumulator piston and compress spring and piston and secure with retaining ring. See Figure 350C-77. Align piston and oil seal ring when entering bore. 3. Install the detent valve, washer, outer spring, inner spring, spring seat, and spring retainer. Install detent valve stop and detent valve actuating bracket. Torque bolt to 52 lb. in. Assemble detent actuating lever with retaining pin. 4. Install the pressure regulator valve, spring, reverse and modulator boost valve, intermediate boost valve, boost valve sleeve and retaining pin. 5. In the next bore up, install 2-3 shift valve, shift valve spring, 2-3 shift control valve, shift control valve spring, shift control valve sleeve and retaining pin. 6. In the next bore up, install the 1-2 shift valve, 1-2 shift control valve, control valve spring, control valve sleeve and retaining pin. 7. In the next bore up, install the manual low control valve, spring, plug and retaining pin. 8. In the top right hand bore, install the detent regulator valve, spring seat, spring and retaining pin.

INTRNAL PARTS Installation General Instructions 1. Before starting to assemble the transmission make certain that all parts are absolutely clean. Keep hands and tools clean to avoid getting dirt into assembly. If work is stopped before assembly is completed cover all openings with clean cloths. 2. W h e n reassembling it is important that all thrust washer surfaces be given an initial lubrication. Bushings should be lubricated with transmission fluid. Thrust washers should be lubricated on both surfaces with petrolatum before installation. 3. Use care to avoid making nicks or burrs on parts, particularly on surfaces where gaskets are used. 4. It is extremely important to tighten all parts evenly and in proper sequence, to avoid distortion of parts and leakage at gaskets and other joints. Use a reliable torque wrench to tighten all bolts and nuts to specified torque and in the specified sequence.

Low and Reverse Clutch Piston 1. Install low and reverse clutch piston outer seal, if previously removed. See Figure 350C-78.

/T E F L O N O IL S E A L - N O T S E R V IC E A B L E

35

23

39

24

25

34 30

m 33

32

31

a ® ® 29

28

27 18

El 13

ghd

Q T F F )

| [a ]

Figure

1

3 5 0 C -7 6 Valve

-1

Body - T y p i c a l

M A N U A L V A L V E A N D L IN K A S S E M B L Y PRESSURE REG ULATO R V A L V E P R E S S U R E R E G U L A T O R V A L V E S P R IN G REVERSE & M O D U LA TO R BOOST V A L V E IN T E R M E D IA T E BOOST V A L V E BOOST V A L V E SLEEVE R E T A I N I N G P IN 2 -3 S H I F T V A L V E 2 -3 S H I F T V A L V E S P R I N G 2 -3 S H I F T C O N T R O L V A L V E 2 -3 S H I F T C O N T R O L V A L V E S P R I N G 2 -3 S H I F T C O N T R O L V A L V E S L E E V E R E T A I N I N G P IN 1 -2 S H IF T V A L V E 1-2 S H I F T C O N T R O L V A L V E 1-2 S H I F T C O N T R O L V A L V E S P R I N G 1-2 S H I F T C O N T R O L V A L V E S L E E V E R E T A I N I N G P IN M A N U A L LOW C O N T R O L V A L V E M A N U A L LO W C O N T R O L V A L V E S P R IN G PLUG R E T A I N I N G P IN

23 24 25 26 ' 27 28 29 30 D 31 32 33 34 I 35 ' 36 37 rs VJ 38 k 39 cr /\

DETENT REGULATOR VALVE D E T . R E G U L A T O R V A L V E S P R IN G S E A T D E T E N T R E G U L A T O R V A L V E S P R IN G R E T A I N I N G P IN DETENT VALVE D E T E N T V A L V E O U T E R S P R IN G D E T E N T V A L V E O U T E R S P R IN G S E A T D E T E N T V A L V E S P R IN G R E T A IN E R D E T E N T V A L V E STOP DET. V A L V E A C T U A T IN G L E V E R BRKT. D E T E N T V A L V E A C T U A T IN G LE V E R R E T A IN IN G B O LT R E T A I N I N G P IN D IR E C T C L U T C H A C C U M U L A T O R S P R IN G O IL S E A L R IN G D I R E C T C L U T C H 2 -3 A C C U M . P I S T O N R E T A IN E R R IN G

AUTOMATIC TRANSMISSION

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

350C-39

5 B 7C205-2

350C-40 AUTOMATIC TRANSMISSION DIRECT CLUTCH 2-3 ACCUMULATOR PISTON

REVERSE C LU TC H P IS T O N

J-22269

IN N E R SEAL S N A P RING

7 C -1 3 3

5B7C206

F ig u r e 3 5 0 C - 7 9 I n n e r a n d C e n t e r S e a l I n s t a l la t io n

F ig u r e 3 5 0 C - 7 7 2 - 3 A c c u m u l a t o r R e m o v a l

OUTER SEAL

REVERSE C L U TC H P IS T O N

L O W & REVERSE C LU TC H P IS T O N

7C-132

F ig u r e 3 5 0 C - 7 8 O u t e r S e a l I n s t a l la t io n

2. Install low and reverse clutch piston center and inner seal, if previously removed. See Figure 350C-79.' 3. Install low and reverse clutch piston assembly with notch in piston installed adjacent to parking pawl. See Figure 350C-80. 4. Position piston return seat and springs. Place snap ring on return seat so that ring may be easily installed when seat is compressed with Tool J-21420. 5. Using tool J-21420-1 compress return seat so spring retainer retaining ring may be installed with snap ring pliers. See Figure 350C-80. As spring retainer is compressed make certain inner edge of retainer does not hang up on snap ring groove. O utput S h aft and Reaction Carrier 1. Install output ring gear to output shaft and output ring gear to output shaft snap ring. See Figure 350C-81.

F i g u r e 3 5 0 C - 8 0 L o w a n d R e v e r s e P is t o n S n a p R in g

D O N O T OVER STRESS SN A P R IN G O N ASSEM BLY. A L W A Y S USE N E W R IN G O N REASSEM BLY.

2. Install reaction carrier to output ring gear needle thrust bearing with lip side face up. See Figure 350C-81. 3. Install output ring gear to case needle bearing assembly. See Figure 350C-82. Lip on inner race of bearing M U S T point toward rear of transmission. 4. Install reaction carrier assembly into output ring gear and shaft assembly. See Figure 350C-83. 5. Install output shaft and reaction carrier assembly into case. Low and Reverse Clutch Plates Refer to specifications in rear o f this section to determine the required amount o f lined and steel clutch plates to use with specific transmission m odel and engine combination. When replacing piston assembly specific part number must be used.

AUTOMATIC TRANSMISSION 350C-41 steel plate and alternating with faced plates. See Figure 350C-84.

OUTPUT RING GEAR

N EED LE THRUST BEARING

5B7C123

F ig u r e 3 5 0 C - 8 1 N e e d l e B e a r i n g A s s e m b l y

5B7C11P F ig u r e 3 5 0 C - 8 4 L o w a n d R e v e r s e C lu t c h P la t e In sta lla tio n

2. Install low and reverse clutch support retainer spring. See Figure 350C-85. R ETAIN ER [TRANSM ISSION NOTE:

FOR ILLU S T R A T IO N TRANSMISSION HAS

SPRING

CASE

PURPOSES THE BEEN CUT IN TWO VIEW

LOW

AN D

REVERSE,

CLUTCH

A

SUPPORT

LOW A N D REVERSE ROLLER CLUTCH SUPPORT TO CASE R ETAIN ER SPRING

F igure 3 5 0 C - 8 2 N e e d le B e a rin g A s s e m b ly

-S'

TRANSMISSION

LOW A N D REVERSE R O LLER TO CASE R E TA IN IN G RING

CASE

CLUTCH

I REACTION CARRIER

LO CATIO N OF LOW A N D REVERSE RO LLER CLUTCH SUPPORT ______________________TO CASE R ETAIN ER SPRING______________________

F ig u re 3 5 0 C - 8 5 R e ta in e r L o c a tio n

3. Install low and reverse clutch support assembly pushing firmly until support assembly is seated past top of low and reverse clutch support retainer spring so retaining ring can be installed. See Figure 350C-86. Make certain the splines on inner race of the roller clutch align with splines on reaction carrier. 4. Install low and reverse clutch support to case retaining ring. See Figure 350C-85. F i g u r e 3 5 0 C - 8 3 R e a c t i o n C a r r i e r I n s t a l la t io n

1. Oil and install low and reverse clutch steel separator plates and faced plates, starting with a

Sun Gear Drive Shell Assembly 1. Install low and reverse clutch support inner race to sun gear drive shell thrust washer and install sun gear drive shell assembly. See Figure 350C-87.

350C-42 AUTOMATIC TRANSMISSION O U T P U T C A R R IE R ASSEM BLY

LO W A N D REVERSE CLUTCH SUPPORT

LO W A N D REVERSE CLUTCH SUPPORT RETAINER SPRING

7C-210 F ig u r e 3 5 0 C - 8 6 L o w a n d R e v e r s e C lu t c h S u p p o r t

5B 7C 1 1 4

Figure 3 5 0 C - 8 8 O u tp u t C a rrie r In s ta lla tio n

f T j OUTPUT CARRIER ASM. m

SNAP RING

m

NEEDLE THRUST BEARING

5B7C112 F ig u r e 3 5 0 C - 8 7 S u n G e a r D r iv e S h e ll A s s e m b l y

F igure 3 5 0 C - 8 9 O u tp u t C a rrie r N e e d le B e a rin g

O utput C arrier Assembly 1. Install output carrier assembly. See Figure 350C-88. 2. Install input ring gear to output carrier needle thrust bearing lip side face down. See Figure 350C-89. 3. Install output carrier to output shaft snap ring. Use new snap ring and do not over stress on installing. See Figure 350C-89. Input Ring Gear 1. Install input ring gear. See Figure 350C-90. 2. Install forward clutch housing to input ring gear front thrust washer. See Figure 350C-90. Washer has three (3) tangs. Direct and Forward Clutch Assemblies 1. Install direct clutch drum to forward clutch housing needle roller bearing. See Figure 350C-91.

FRONT INPUT RING GEAR THRUST WASHER F i g u r e 3 5 0 C - 9 0 I n p u t R in g G e a r T h r u s t W a s h e r

2. Install direct clutch assembly to forward clutch assembly. Install assemblies into case making

AUTOMATIC TRANSMISSION 350C-43

F i g u r e 3 5 0 C - 9 1 F o r w a r d C lu t c h N e e d l e B e a r i n g

F i g u r e 3 5 0 C - 9 3 I n t e r m e d i a t e B a n d I n s t a l la t io n

certain forward clutch faced plates are positioned over input ring gear and the tangs on direct clutch housing are installed into slots on the sun gear drive shell. See Figure 350C-92.

F ig u r e 3 5 0 C - 9 4 I n t e r m e d i a t e C l u t c h P r e s s u r e P la t e

Oil Pump Assem bly F i g u r e 3 5 0 C - 9 2 F o r w a r d a n d D i r e c t C lu t c h A s s e m b l y I n s t a l la t io n

Interm ediate Clutch Overrun Brake Band 1. Install intermediate clutch overrun brake band. See Figure 350C-93. Interm ediate Clutch Pressure Plate, Clutch Plates, and Cushion Spring Refer to specifications in rear o f this section to determine the required amount o f composition and steel clutch plates to use with specific transmission m odel and engine. When replacing piston assembly specific part number must be used.

1. Install intermediate clutch pressure plate. See Figure 350C-94. 2. Oil and install composition and steel intermediate clutch plates, starting with a lined plate and alternating steel and lined. 3. Install intermediate clutch cushion spring.

1. Install original amount of .017 shims, and needle thrust bearing lip side face down on pump cover hub. Before installation apply petrolatum to both sides of shim and bearing. See Figure 350C-95. 2. Install new pump assembly to case gasket. See Figure 350C-96. Before installing pump lubricate case bore. 3. Install guide pins into case. Install pump assembly into case, remove guide pins and install pump to case bolts. Using new washer type seals tighten alternately to 20 ft. lbs. (27 N*m) torque. See Figure 350C-97. 4. If input shaft cannot be rotated as the pump is being pulled into place, the direct and forward clutch housings have not been properly installed to index the composition plates with their respective parts. This condition must be corrected before the pump is pulled into place. 5. Checking direct clutch to oil pump clearance, attach slide hammer bolt to threaded hole in oil pump. See Figure 350C-98. With flat of hand on

350C-44 AUTOMATIC TRANSMISSION indicator on end of input shaft. Push on end of output shaft to move shaft forward, the reading obtained should be between .010 and .044. If the reading is incorrect remove pump assembly and install enough .017 shims to obtain correct reading. See Figure 350C-95.

F ig u r e 3 5 0 C - 9 5 P u m p S h i m a n d N e e d l e B e a r i n g

F i g u r e 3 5 0 C - 9 8 C h e c k i n g E n d -P la y O u t p u t S h a f t S l e e v e & 0 R in g

EXTERNAL PARTS Installation Speedom eter Drive Gear 1. Place speedometer drive gear retaining clip into hole in output shaft. See Figure 350C-99. 2. Align slot in speedometer drive gear with retaining clip and install. See Figure 350C-99. m

PUMP ASSEMBLY TO CASE GASKET

7C102

Figure 3 5 0 C -9 6 Pum p G asket

F i g u r e 3 5 0 C - 9 9 S p e e d o G e a r a n d C lip

Extension Housing F i g u r e 3 5 0 C - 9 7 P u m p In s t a l la t io n

end of input shaft move shaft rearward. Install Dial Indicator Set J-8001 on rod and "O" dial

1. Install extension housing to case square cut seal. See Figure 350C-100. 2. Attach extension housing to case using attaching bolts. Torque to 35 ft.lbs. (47 N-m).

AUTOMATIC TRANSMISSION 350C-45

EXTENSION HOUSING TO CASE OIL SEAL

7C-83

7C -222 F ig u r e 3 5 0 C - 1 0 0 E x t e n s i o n Oil S e a l

F i g u r e 3 5 0 C - 1 0 2 R e t a i n i n g P lu g I n s t a l la t io n

3. Install speedometer driven gear, retainer and bolt. Torque bolt to 12 ft.lbs. (16 N-m). Parking Pawl and A ctuating Rod If internal linkage was removed proceed as follows: 1. Install parking pawl, tooth toward the inside of case. See Figure 350C-101. 2. Install parking pawl shaft into case through disengaging spring. Install disengaging spring on parking pawl and slide shaft through parking pawl. See Figure 350C-101.

PARK PAW L PARK LOCK BRACKET

D IS E N G A G IN G SPRING

F ig u r e 3 5 0 C - 1 0 3 P a r k L o c k B r a c k e t I n s t a l la t io n

PARK | PAW L 1 SHAFT * P A R K IN G PA W L SHAFT R E T A IN IN G PLUG F i g u r e 3 5 0 C - 1 0 1 P a r k i n g P a w l S h a f t a n d R e t a i n i n g P lu g

3. Install parking pawl shaft retainer plug. Drive into case using a 3/8" dia. rod, until retainer plug is flush to .010" below face of case. Stake plug in three (3) places to retain plug in case. See Figure 350C-102. 4. Install park lock bracket, torque bolts to 29 ft.lbs. (39 N*m). See Figure 350C-103. 5. Install actuating rod under the park lock bracket, and parking pawl. See Figure 350C-104.

F ig u re 3 5 0 C - 1 0 4 A c tu a tin g Rod

350C-46 AUTOMATIC TRANSMISSION M anual S h aft and Range Selector Inner Lever 1. If a new manual shaft to case lip seal is necessary, use a 7/8" diameter rod and seat flush with case. See Figure 350C-105.

F igure 3 5 0 C - 1 0 7 In te r m e d ia te S e rv o A s s e m b ly

7C-224

F i g u r e 3 5 0 C - 1 0 5 S e a l I n s t a l la t io n

2. Install manual shaft through case and range selector inner lever. 3. Install retaining jam nut on manual shaft. Torque jam nut to 30 ft.lbs. (40 N-m). See Figure 350C-106. Install manual shaft to case retainer.

B

R A N G E SELECTOR IN N E R LEVER TO M A N U A L SH A FT NU T

4. Install oil pum p pressure screen in the oil pump pressure hole in case. Open end of screen must be installed toward case face. See Figure 350C-109. (Clean before installing).

Install governor screen in the case. See Figure 350C-110. (Clean before installing). 6. If removed, install case electrical connector with new "O" ring seal. 5.

3

7C-92

Figure 3 5 0 C - 1 0 6 M a n u a l S h a ft N u t

Interm ediate Servo Piston, Check Balls, Oil Pump Pressure Screen and Governor Feed Screens 1. Install park lock bracket and special bolts. 2. Install intermediate servo piston, apply pin, spring seat. See Figure 350C-107. 3. Install 5 check balls into correct transmission case pockets. See Figure 350C-108. Ifnumber one (1) check ball is omitted or incorrectly placed, transmission failure will result due to minimum line pressure.

V alve Body, D eten t Roller and Spring Assem bly, and Filter 1. Install valve body spacer plate to case gasket, valve body spacer plate and spacer plate to valve body gasket. (This gasket has a yellow ink stripe for identification purposes.) See Figure 350C-111. 2. Install spacer support plate. Torque bolts to 13 ft. lbs. (18 N*m). See Figure 350C-112. 3. Install auxiliary valve body, torque bolts to 13 ft. lbs. 4. Install valve body. Connect manual control valve link to range selector inner lever. Install manual shaft retaining clip. Torque bolts in random

AUTOMATIC TRANSMISSION 350C-47 TORQUE WRENCH

SPACER SUPPORT PLATE g

F ig u r e 3 5 0 C - 1 0 9 P u m p S c r e e n

F i g u r e 3 5 0 C - 1 1 2 S u p p o r t P la t e SUPPORT PLATE DETENT VALVE ACTUATOR LEVER ASSEMBLY

CONVERTER CLUTCH S O L E N O ID A U X IL IA R Y VALVE BODY CONTROL VALVE "S" L IN K DETENT ROLLER & S P R IN G A S S Y. CASE E L E C T R IC A L CONNECTOR PARK LOCK BRACKET & S P E C IA L B O L T S

G O V ER N O R PRESSURE S W IT C H F i g u r e 3 5 0 C - 1 1 0 G o v e r n o r F e e d S c r e e n I n s t a l la t io n

V A L V E BODY H 350C -1 10

F ig u re 3 5 0 C -1 1 3 V a lv e B o d y a n d R e lated C o m p o n e n ts

5. 6. 7. 8.

W h e n handling valve body assembly do not touch sleeves as retainer pins may fall into transmission. Install detent roller and spring assembly to valve body. See Figure 350C-113. Install detent control valve wire to detent valve actuating lever, then attach lever to valve body. Install solenoid and connect wires (if removed, install governor pressure switch). Install filter and gasket assembly. Install filter and gasket exactly as shown. Always replace filter when foreign material is found to be present.

Oil Pan, Governor, and M odulator Valve

F i g u r e 3 5 0 C - 1 1 1 S p a c e r P la t e a n d G a s k e t s

sequence to 13 ft.lbs. leaving bolt loose for detent roller and spring assembly. See Figure 350C-113.

1. Install new bottom pan gasket and bottom pan. 2. Install governor assembly. Check governor dowel pin for proper dimension, and looseness. If pin is too high tap down to proper dimension. However, if the pin is installed too low or loose, the case must be replaced. See Figure 350C-115. Uniformly apply Loctite Cup Plug Sealant # 2 or equivalent to governor cover O.D. and install by

350C-48 AUTOMATIC TRANSMISSION gently tapping into place with a plastic or rawhide hammer. If cover is damaged it must be replaced. 3. Install vacuum modulator valve and modulator. See Figure 350C-114. Lubricate "O" ring seal to prevent damage, install retaining clip, and torque bolt to 12 ft. lbs. (16 N'm).

VACUUM M ODULATOR

2. Remove the output shaft, valve body, support plate, and governor from the case. 3. Assemble transmission case in fixture J-8763 and mount in a vise. 4. Clean off excess stock from the governor o- ring seal to case mating surface. See Figure 350C-116.

6B7C81

F i g u r e 3 5 0 C - 1 1 4 M o d u l a t o r I n s t a l la t io n

F ig u re 3 5 0 C - 1 1 6 R e m o v in g Excess M a te r ia l From G o verno r S u rfa c e

5. Loosely bolt the drill bushing fixture J- 22976-11 to the case. 6. Place the alignment arbor J-22976-13 into the drill bushing fixture and down into the governor bore until it bottoms on the dowel pin. See Figure 350C-117.

F ig u r e 3 5 0 C - 1 1 5 D o w e l Pin D i m e n s i o n

Converter 1. Install converter, making sure that the converter hub engages the drive lugs inside the pump gear. If they are not correctly engaged, pump damage will occur. 2. Check the converter to be sure that it turns freely and is able to move forward to meet the flywheel.

BUSHING REPAIR GOVERNOR BUSHING

Figure 3 5 0 C -1 1 7 A lig n m e n t A r b o r

7. Torque the bolts on the drill bushing fixture 10 ft. lbs. (13 N*m). D o not over torque and strip the threads. The alignment arbor should be able to rotate freely after the bolts are properly torqued. If the alignment arbor cannot be rotated by hand, recheck the work performed in step 4.

Removal 1.

Remove transmission from car.

8.

Remove the alignment arbor.

AUTOMATIC TRANSMISSION 350C-49 9. Using reamer J-22976-9 and drive rachet, hand ream the governor bore using the following procedure: ( Hand Ream Only ) a. Oil the reamer, drill bushing, and governor bore. b. Use 7 lbs. of feeding force on the reamer. See Figure 350C-118.

Pulling the reamer out without rotating it may score the bore causing a leak between the case and the bushing. 10. Remove the drill bushing fixture from the case. 11. Thoroughly clean the chips from the case, visually check the governor feed holes to insure that they are free from chips. Installation

1. Install the bushing using the following procedure: a. Note the two (2) notches at one end of the bushing. b. Position the notches so that one notch is toward the front of the case and the other is toward the bottom of the case. See Figure 350C-120.

F igure 3 5 0 C - 1 1 8 R e a m e r

c. A fter each 10 revolutions remove the reamer and dip it into a cup full of transmission oil. This will clean the chips from the reamer and lubricate it. See Figure 350C-119. F i g u r e 3 5 0 C - 1 2 0 P o s it io n N o t c h e s

c. Use J-22976-13 alignment arbor and bushing installer to drive the bushing into the case. See Figure 350C-121. A brass hammer should be used to strike the hardened steel bushing installer tool.

d. W h e n the reamer reaches the end of the bore, continue reaming the bore until the reamer bottoms out on the dowel pin in the case. A t this point, rotate the reamer 10 complete revolutions.

e. Remove the reamer using a clockwise rotation and 7-10 lbs. force upward.

F ig u re 3 5 0 C -1 2 1 B u s h in g In s ta lle r

350C-50 AUTOMATIC TRANSMISSION d. Drive the bushing until it is flush with the top of the bore and seated properly in the case. See Figure 350C-122.

I n s t a l la t io n

Input Ring Gear Bushing F ig u r e 3 5 0 C - 1 2 2 B u s h in g P r o p e r l y S e a t e d

2. Oil a new governor and insert it into the installed bushing. The governor should spin freely. If slight honing on the bushing is necessary, use crocus or fine emery cloth and move in a circular one-way direction only. Extension Housing Bushing

Removal and Installation

1. Inspect bushing for wear or galling. If replacement is necessary, proceed as follows: a. Thread Tool J-23062-15 on Drive Handle J-8092, and remove bushing from ring gear. See Figure 350C-125. b. Using Tool J-23062-15, press in new bushing .050" to .060" from inner surface of hub. See Figure 350C-125.

Removal

1. Remove extension housing bushing using screwdriver to collapse bushing. See Figure 350C-123.

J -8 0 9 2

NOTCH IN EXTENSION HOUSING

J -2 3 0 6 2 -5 EXTENSION HOUSING BUSHING

IN P U T R IN G GEAR 7C-111

F igure 3 5 0 C - 1 2 5 R e a c tio n C a rrie r B u s h in g R e m o v a l

Reaction Carrier Bushing 7C-85

F ig u r e 3 5 0 C - 1 2 3 C o l l a p s i n g B u s h in g

Installation

1. Install extension housing bushing using drive handle J-8092 and Bushing Tool J-21424-9. See Figure 350C-124.

Removal and Installation

1. Inspect reaction carrier bushing for wear or galling. If replacement is necessary, proceed as follows: a. Thread Tool J-23062-13 on Drive Handle J-8092 and remove bushing. See Figure 350C-126.

AUTOMATIC TRANSMISSION 350C-51 b. Using Tool J-23062-13, press in new bushing flush to .010" from inner surface of hub. See Figure 350C-126.

J-8092 D R IV E HANDLE

J -8 0 9 2

R E A C T IO N C A R R IE R

J -2 3 0 6 2 -3

7C -135 F i g u r e 3 5 0 C - 1 2 8 C a s e B u s h in g In s t a l la t io n

7C-121 F i g u r e 3 5 0 C - 1 2 6 R e a c t i o n C a r r i e r B u s h i n g In s t a l l a t i o n

Case Bushing p ,

v

1. Inspect case bushing for nicks, scoring or excessive wear. If damaged, remove as follows: Assemble Tool J-23062-116 on Drive Handle J-8092. Place Tool J-23062-8 into back of case, insert assembly of drive handle J-8092 and Tool J-23062-116 into Tool J-23062-8 and remove bushing. See Figure 350C-127.

Pump Body Bushing Removal and Installation 1. Check oil pump bushing for nicks, severe scoring or wear. If bushing replacement is necessary, remove as follows: Support pump on wood blocks. Use Tool J-21465-117 and Drive Handle J-8092 to press bushing out of pump body. To install new oil pump bushing, use Tool J-21465-117 and Drive Handle J-8092 and press bushing into pump body from gear pocket face until it is flush to .010" below opposite face. (Front pump seal side). See Figure 350C-129.

D R IV E H AN D LE A N D TOO L J-23062 16

7B7C134

F i g u r e 3 5 0 C - 1 2 9 P u m p B u s h in g R e m o v a l F i g u r e 3 5 0 C - 1 2 7 C a s e B u s h in g R e m o v a l

Installation

Front S tator S h a ft Bushing Removal

1. Using Tool J-23062-11 and Drive Handle J-8092, press bushing to 1/5" below chamfered edge of case. Make certain split in bushing is opposite notch in case. See Figure 350C-128.

1. Check front stator shaft bushing for nicks, severe scoring or wear. If bushing replacement is necessary, remove as follows: Assemble bushing remover J-21465-115 to adapter J-2619-14. Assemble this assembly into slide hammer

350C-52 AUTOMATIC TRANSMISSION J-2619. Clamp slide hammer into vise. Grasp stator shaft and remove bushing. See Figure 350C-130.

upper rear stator shaft bushing is required, repeat above procedure.

J-21465-4

J -2 1 4 6 5 -1 5 J-2619-4 ADAPTER

ADAPTER -2619-4

PUMP COVER AND STATOR SHAFT ASSEMBLY Fig u re 3 5 0 C - 1 3 2 R e a r S ta to r S h a ft B u s h in g R e m o v a l

BODY PUMP PU M P COVER A N D S TA TO R S H A F T A S S EM BLY

7C-153

Figure 3 5 0 C -1 3 0 F ront S t a t o r S h a f t B u s h in g R e m o v a l

Installation 1. Using Tool J-23062-12, press upper rear stator shaft bushing to 1-11/32 inch below top surface of oil pump delivery sleeve. See Figure 350C-133. J-21465 ADAPTER

Installation

1. Install front stator shaft bushing as follows: Support pump assembly on J-21424-17 before installing bushing. Install bushing into the front end of stator shaft. Using installer J-21424-17 and Drive Handle J-8092, tap bushing into shaft 1/4 inch below top of stator shaft. See Figure 350C-131. Extreme care must be taken so bushing is not driven past shoulder.

J-23062-2 PUMP COVER AN D STATOR SHAFT ASSEMBLY

J -8 09 2 DRIVE HANDLE

J-21424-7 PUM P COVER A N D STATOR SHAFT ASSEMBLY

PUMP BODY

5B7C156

F i g u r e 3 5 0 C - 1 3 3 R e a r S t a t o r S h a f t B u s h i n g I n s t a l la t io n

2. Using Tool J-23062-12, press lower rear stator shaft bushing flush to .010" below chamfer on oil pump delivery sleeve. Direct Clutch Bushing Removal 7C-154 F ig u r e 3 5 0 C -1 3 1 F r o n t S t a t o r S h a f t B u s h in g I n s t a l la t io n

Rear S tator S h aft Bushings

1. If bushing replacement is necessary, use Tool J-23062-110 and Drive Handle J-8092 and remove the bushing. See Figure 350C-134.

Removal

1. If replacement at lower rear stator shaft bushing is required, proceed as follows: Thread Tool J-21465-115 into stator shaft lower rear bushing. Thread slide hammer J-2619 into remover. Clamp slide hammer into vise. Grasp stator shaft and remove bushing. See Figure 350C-132. If

Installation 1. Install direct clutch bushing using Tool J-23062-14, Drive Handle J-8092, and install .010" below slot in retainer hub. See Figure 350C-135.

AUTOMATIC TRANSMISSION 350C-53 Sun Gear Bushing

BUSHING

Removal

1. If replacement of sun gear bushings is necessary, use Tool J-23062-13 and Drive Handle J-8092 and drive both bushings out through sun gear. See Figure 350C-136. SU N G E A R DRIVE SHELL

J -8 0 9 2

D IR E C T C L U T C H D R U M 7B7C-172

J -2 3 0 6 2 -3 F i g u r e 3 5 0 C - 1 3 4 D i r e c t C lu t c h B u s h in g R e m o v a l

J -8 0 9 2

SU N G E A R A S SE M BLY 70 1 9 6

J -2 3 0 6 2 -4

F i g u r e 3 5 0 C - 1 3 6 S u n G e a r B u s h i n g I n s t a l la t io n

Installation

1. Install sun gear bushings using Tool J-23062-13 and Drive Handle J-8092 and install flush to .010" below counter bores. See Figure 350C-136. D IR EC T LU TC H DRUM 7C-173 F i g u r e 3 5 0 C - 1 3 5 D i r e c t C l u t c h B u s h i n g I n s t a l la t io n

350C-54 AUTOMATIC TRANSMISSION

TORQUE SPECIFICATIONS Location

Oil Pan to Transmis­ sion Case P u m p Assembly to Transmission Case Vacuum Modulator Re­ tainer to Case Valve Body Assembly to Case Oil Channel Support Plate to Case P u m p Body to P u m p Cover Parking Lock Bracket to Case Extension Housing to Case Inside Shift Nut External Test Plugs to Case Transmission Mount to Transmission Speedo sleeve retainer on Extension Housing Detent Cable to Case Nut on End of Selector Lever Shaft Converter to Flywheel

Thread

Torque ft.lbs.

5/16-18

13

5/16-18

20

5/16-18

12

5/16-18

13

5/16-18

13

5/16-18

15

5/16-18

29

3/8-16 3/8-16

35 30

1/8-27

8

M10-1.5

48 N - m (35 ft. lbs.)

M6.0-1.0 M6.0-1.0

17 N - m (150 lb. in.) 8.5 N - m (75 lb. in.)

M10-1.5 M10-1.5

27 N - m (20 ft. lbs.) 45 N - m (35 ft. lbs.)

1984 A U T O M A T IC 350C T R A N S M IS S IO N C LU TC H PLATE USAGE SPEEDOMETER DRIVE GEAR TRANS­ MISSION Number Of 1.0. CODE Teeth

Gear Color

INTERMEDIATE CLUTCH No. Of No. Of Faced Steel Plates Plates

Clutch Piston Thick­ ness

DIRECT CLUTCH No. Of No. Of Faced Steel Plates Plates

FORWARD CLUTCH Clutch Piston Thick­ ness

No. Of No. Of Faced Steel Plates Plates

L0 & REVERSE CLUTCH

Clutch Piston Thick­ ness

No. Of No. Of Faced Steel Plates Plates

Clutch Plate Thick­ ness

XA

10

Purple

3

3

.992

4

4

.833

5

5

1.405

5

5

3.106

WS, WA XS,XX

9

Green

3

3

.992

4

4

.833

5

5

1.223

5

5

2.921

WC XC, XN

8

Orange

3

3

1.184

3

3

1.014

4

4

1.391

4

4

3.106 H 350C -200

F ig u re 3 5 0 C - 1 3 7

AUTOMATIC TRANSMISSION 350C-55

ESSENTIAL TOO LS — TH M 350C & TH M 250C

J 2590-02 Clutch Spring Compressor

J 23069 Accumulator Cover Remover & Installer

J 2619- A Slide Hammer (*/• x 18 with Vi" x 13 Adapter)

J 26744 Piston Seal Installer

J 8763-02 Holding Fixture (Use with J3289-20)

D

t

J 22974 Seal Protector

J 3289-20 Holding Fixture Base (Use with J 8763-02)

J 23327 Clutch Spring Compressor

J 7004-1 Slide Hammers-Pair (»/." x 16 Thread)

J 22269-01 Servo Remover-THM250 Direct Clutch Accumulator Remover & Installer

J 8092 Driver Handle

J 24367 Band Adjuster-THM250C

J 21359 Oil Pump Seal Installer

J 23062-01 Bushing Service Tool Set (use with J 8092)

J 21426 Extension Housing Seal Installer

J 21424-7 Stator Shaft Bushing Installer (Front) (use with J 8098)

'l____ 1 J 21366 Converter Holding Strap

V_____-

J 21424-9 Extension Housing Bushing Remover & Installer (use with J 8098)

J 21369- B Converter Leak Test Fixture

J 22976 Governor Bore Bushing Installation Tool Set (use with J 8092)

J 23134 Pump Check Valve Seat Remover

J 21465-13 Driver Handle Extension (J 8092)

J 23112 Pump Check Valve Seat Remover

J 21465-15 Stator Shaft Bushing Remover (J 8092)

J 24466 Modulator Checking Tool

J 21465-17 Converter Hub & Extension Housing Bushing Remover & Installer (Use with J 8092)

J 26507 Low 8t Reverse Clutch Support Remover

J 9534-01 Output Shaft Bushing Remover

F ig u re 3 5 0 C - 1 3 8 S p e c ia l T o o ls

' 'hi?,?, •%
-

I I

N.O. MEANS N O R M A L L Y OPEN SWITCH. N.C. MEANS N O R M A L L Y CLOSED SWITCH.

TYPE-6 2.8L GAS 2 W.D. (S) & 4 W.D. (T) TRUCK WITH EMISSION SYSTEM FOR C A L IF O R N IA

T.C.C. SOLENOID (COLOR ID-DK GREEN)

4 9 0 2 1 3 7 0 0 R4

Figure 24 W irin g D iagram - Type 6

T E R M IN A L A TO .4TH CLUTCH SW (COLOR ID-RED) T E R M IN A L B TO 4TH CLUTCH SW (COLOR ID-RED) T E R M IN A L D TO T.C.C. SIG NAL SW (COLOR ID-WHITE)

T.C.C. SOLENOID ASSEMBLY (COLOR ID-GRAY)!

4TH CLUTCH SW (COLOR ID-BLACK) 2 TERMINALS 4TH CL T ER MINALS (COLOR ID-BLUE)

'T.C.C. SIGNAL SWITCH (COLOR ID-BLACK)

SOLENOID TO 4TH CLUTCH SW (COLOR ID-RED)

T.C.C. TERMINAL (1) (COLOR ID-LT GREEN)

4TH CL (N.O.) 0.5 AMPS i aj + 12V

T.C.C. SOL (N.O. OIL PATH)

- f —

i

0.5 AMPS B + 12V ^ 0.28 AMPS 0 + 12V T.C.C. SIG NAL (N.O.) N.O. MEANS N O R M A L L Y OPEN SWITCH. N.C. MEANS N O R M A LL Y CLOSED SWITCH.

TYPE-7 2.0L GAS 2 W.D. (S) TRUCK WITH EMISSION SYSTEM FOR HIGH A L T IT U D E U.S.A. EXCEPT C A L IF O R N IA 4 9 0 2 0 8 700 R4

Figure 25 W irin g D iagram - Type 7

700-R4-22 AUTOMATIC TRANSMISSION T.C.C. SOL (N.O. O IL PATH)

\ —

0.5 AMPS

t e r m in a l A t o

0.5 AMPS 12V

4TH CL SW (N.O.)

4TH CLUTCH SW (COLOR ID-RED) T E R M IN A L B TO 4TH CLUTCH SW (COLOR ID-RED)

■ i

N.O. MEANS N O R M A LLY OPEN SWITCH. N.C. MEANS N O R M A LLY CLOSED SWITCH.

4TH CLUTCH T E R M IN A L (COLOR ID-BLUE) CLUTCH SWITCH (COLOR ID-BLACK) 2 TER M IN A LS

SOLENOID ASSEMBLY (COLOR IDLT GREEN)

TYPE-8 2.8L GAS 2 W.D. (S) & 4 W.D. (T) TRUCKS WITH EMISSION SYSTEM FOR HIGH A L T IT U D E U .S .A .EXCEPT C A L IF O R N IA

SOLENOID TO 4TH CLUTCH SW (COLOR ID-RED)

4 9 0 2 0 9 7 0 0 R4

Figure 2 6 W irin g D iagram - Type 8

t e r m in a l A t o s o l . p o s . s id e

(COLOR ID-RED) T E R M IN A L B TO 4TH CLUTCH SW (COLOR ID-WHITE)

T.C.C. SOL (N.O. O IL PATH) 0.5 AMPS + 12V 0.010 AMPS + 12V

■ ' V ' H

id

GROUND—*}^ 4TH DISCREET SW (N.C.)

4TH CL T E R M IN A L (COLOR ID-BLUE)

4TH CL SWITCH (COLOR ID-METALLIC & WHITE) 1 TERMINAL OPTIO NAL 4TH CL SW (COLOR ID -M E TA LLIC & BLACK)

NEG S O L T E R M IN A L TO T E R M IN A L D (CCC GROUND) (COLOR ID-BLACK)

'POS SOL TERMINAL? (COLOR ID-RED)

N.O. MEANS N O R M A LLY OPEN SWITCH. N.C. MEANS N O R M A LLY CLOSED SWITCH.

TYPE-9 2.5L GAS (F) CAR 2.8L GAS (F) CAR 2.8L GAS (F) CAR HI PERF. " F " CARS WITH EMISSION SYSTEM FOR A L L U.S.A. 4 9 0 2 1 0 -7 0 0 R 4

Figure 27 W irin g D iagram - Type 9

AUTOMATIC TRANSMISSION 700-R4-23

T. C. C. S O L ( N. O. O I L P A T H )

r A

£ 2 ______ f - — t

____,

4- 3 S H I F T ( N. C. )

T E R M IN A L A TO 4- 3 D O W N S H I F T SW (COLOR ID-RED)

L* J

E . C . M. GRD- 4>= T. C. C. S O L E N O I D ASSEMBLY (COLOR ID-BROWN)

4-3 DOWNSHIFT SW (COLOR ID-BLACK) 2 TERMINALS 4 - 3 SW T E R M I N A L S (COLOR ID-YELLOW ) T E R M I N A L D TO 4 T H C L U T C H SW (COLOR ID-BLACK)

4TH CL ( N. O. ) N. O. M E A N S N O R M A L L Y OPEN SWITCH. N. C. M E A N S N O R M A L L Y CLOSED SWITCH.

4 T H CL T E R M I N A L (COLOR ID-BLUE)

NEG SOL T E R M I N A L T O 4 T H C L U T C H SW (COLOR ID-BLACK)

4TH CLUTCH SW (COLOR ID-BLACK) 1 TERMINAL

POS S O L T E R M I N A L T O 4-3 D O W N S H I F T SW (COLOR ID-RED)

TYPE-10 6 . 2 L D I E S E L 2 W . D . (C) & 4 W . D . ( K) T R U C K S W I T H E M I S S I O N SYSTEM FOR C A L IFO R N IA 49021 1 700 R4

Figure 2 8 W irin g D ia g ra m - Type 10

4 9 0 2 7 8 700 R4

F ig u re 2 9 W ir in g D ia g ra m - T y p e 12

700-R4-24 AUTOMATIC TRANSMISSION

IL L . NO. 1 2 3 4 5 6 7 8 9 10 11 12

DESCRIPTION LINE D4 D2 LO REVERSE GOVERNOR LO - 1 LO/REVERSE 3RD ACCUMULATOR T.V. M.T.V. ACCUMULATOR

IL L . NO. 13 14 15 16 17 18 19 20' 21 22 23 24

DESCRIPTION 4TH SIGNAL 2ND CLUTCH 3 4 ACCUMULATOR T.V.F. O V ER RU N CLUTCH T.V. EX. D3/PART TH R O TTLE PART THROTTLE D3 4TH CLUTCH C. C. S I G . M O D . UP

F ig u re 3 0 V a lv e B o d y O il P assa ge s

IL L . NO. 25 26 27 28 29 30 31 32 33 34 35

DESCRIPTION MOD. DOWN DETENT 3 4 CLUTCH DETEN T/LO RND4-3 3RD CLUTCH ID ENTIFICA TIO N VO ID EXHAUST SF 4-3 4 9 0 2 5 7 7 0 0 R4

AUTO M ATIC TRANSMISSION 70 0 R 4 -2 5

»y«v>v»vi

H

IN D IC A TES V A L V E BORE BUSHINGS

LL. O. A B C D E F G H

DESCRIPTION T H R O T T L E V A L V E & BUSHING T.V. PLUNGER & BUSHING 4-3 S E Q U E N C E V A L V E 3-4 R E L A Y V A L V E T.V. LIM IT V A L V E T R A IN A CCUM ULATOR VALV E TRAIN LINE BIAS V A L V E T R A IN 3- 2 C O N T R O L V A L V E T R A I N

IL L . NO. I J K L M N 0

DESCRIPTION MANUAL VALVE 1 2 SHIFT V A LV E TRAIN 2 3 SHIFT V A LV E TR A IN 3-4 S H I F T V A L V E T R A I N C ONVERTER CLUTCH SHIFT V A LV E TRAIN M T V . UP V A L V E T R A I N M.T.V . D OW N V A L V E T R A IN

4 9 0 2 5 8 700

F ig u re 31 V a lv e T ra in s

700-R4-26 AUTOMATIC TRANSMISSION

GAS MODELS ONLY

cm

30

29

30

30

• 40

© 10 O

DIESEL MODELS

40 ©

(A)

26

O 7 2 8 0 CD °

20

(§)

C0

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c•

26Q

26 0

11 CD

60

20

*10

gd

cfl

2 ,* ° o

110

5o

CD

30

□

CD

U

9(^

11

9b ! CD

13°

170 ID

170

260

o

15°

17 0

*24

§

23 0

#

170

25

/

22

" 0 0 24

_

’O 10#

•

N s 15

£

CD

230

BRAKEPEDAL BRACKET /

HPHARNESS

FUSE PANEL CLUTCH ELECTRIC SWITCH

VACUUM BRAKEPEDAL R LEASE BRACKETv E VALVE HARNESS SWITCH

CLUTCHPEDAL

Figure 9B-13—Typical Installation-Custom Cruise 111 System

BRAKEPEDAL STOPLPSW ACTUATORBRKT CONNECTOR

9-13

9-14

ACCESSORIES

IN S T A LL L E V E R BY A LIG N IN G TANG AND PUSH S T R A IG H T IN U N TIL S E A T E D IN SPRING R E T A IN E R

ATTA CH T ER M IN A L TO MUSIC W IRE & P U LL THROUGH COLUMN U N TIL S L A C K IS REM O VED

MUSIC W IRE TO OL

IN S E R T TO O L INTO OPENING & RO U TE THROUGH COLUMN AS SHOWN

S L ID E P R O TECTO R O V ER L E A D FROM L E V E R , TH EN S L ID E PR O TECT O R O V E R RIB ON MAIN W IRE CO N DU IT U N T IL LOW ER ENDS OF BOTH PR O T ECT O R & MAIN W IRE CON DUIT A R E EV EN POSITION COLUMN AS FO LLO W S:

^

1. S H IFT L E V E R IN LOW POSITION 2.

TURN SIG N A L SWITCH IN RIG H T TURN POSITION

3.

FO R T IL T COLUMN IN STA LLA TIO N , COLUMN IS TO BE IN F U L L UP POSITION

Figure 9B-14—Cruise Control Lever Assembly (Turn Signal Lever)

AC CU M U LATO R

Figure 9 B -1 5 -T y p ic a l Pneumatic System

1B9B1

CRUISE C O N TR O L C ABLE A D JU S TM E N T

CKG TRU CKS

CRUISE C O N TR O L C ABLE ADJU STM EN T

C R U IS E C O N T R O L S E R V O A D JU ST M EN T

Using th ird ball o n ly on servo chain, and w ith th ro ttle com pletely closed (ig n itio n o ff and fast idle cam o ff) adjust cable jam nuts u n til 1.0 mm clearance is between stud pin and end o f slot. Tighten jam nuts.

SERVO

SUPPORT ASSEMBLY X f

JAM NUTS

W ith cable assembly installed and using second ball only on servo assembly chain, install servo assembly chain on cable assembly (see V iew A ). W ith th ro ttle com pletely closed (ign itio n and fast idle cam o ff) adjust cable assembly jam nuts u n til 1.0 mm clearance is between lever pin and end o f cable assembly slot. Tighten cable assembly jam nuts > V AC U U M tan k

Figure 9B-16 —Custom

C ABLE ASSEMBLY STUDJAM NUTS (C ABLE)

(CABLE) NUT FASTENER

VIEW

C ABLE ASSEMBLY

T H R O T T LE ' LEVER

C H A IN (SERVO)

Cruie 111 - Servo Adjustment - CKG Truck Models

SERVO ASSEM BLY

SERVO ASSEM BLY

SERVO

L-6. 4 .8 L (292 C U . IN.) E N G IN E

L-6; 250 C U . IN. E N G IN E

W ith engine not running and idle screw against stop, assemble lower end o f rod lin k to th ro ttle lever and upper end to hole closest to servo w hich w ill provide a m inim um o f 1.0 mm slack. See View C.

W ith ignition o ff and fast idle cam o ff and th ro ttle com pletely closed, adjust length so th a t rod assembles over end o f stud as shown (see View A ). Install retainer

\

CRUISE C O N TR O L HARNESS

S E R V O A S S E M B L Y R O D L IN K A D J U S T M E N T

S E R V O A S S EM B LY TO C A R B U R E T O R A D JU STM EN T

SERVO TAB \

^A B LE A SSEM BLY

SERVO R E T A IN E R VIEW CABLE ASSEM BLY

STUD

02 mm TO .04 mm VIEW

STUD R ETAINER' 5 .7 L (350 CU. IN) V-8 SHOWN

R E T A IN E R VIEW

ROD L IN K

W ITH A IR C O N D IT IO N IN G 6 .2 L , V-8 D I E S E L E N G IN E

VIEW

9-15

A L L V-8 G A S E N G IN E S

C ABLE ASSEM BLY

A CC ESSO R IES

C AR BUR ETO R LEVER

9-16

ACCESSORIES

RADIO

GENERAL DESCRIPTION Six types of radios are available: AM Pushbutton, A M /Stereo 8-Track Tape, A M /F M , A M /F M Stereo, A M / FM Stereo/Stereo tape, and A M /F M Stereo Cassette Tape. The left knob operates the on-off switch and volumne control, the left ring operates the tone control. The right hand knob controls manual tuning. All A M /F M radios have five push buttons (10 station selections) five on AM and five on FM. On models equipped with auxiliary speakers, a variable control located behind the manual tuning knob adjusts the

volume of the front and rear speakers. Turn the control clockwise to increase rear speaker volume and decrease front speaker volume. Turn the control counterclockwise and the rear speaker volume decreases and the front speaker volume increases. Both speakers are controlled toegether by the volume control knob. On models equipped with stereo radios, this control varies front and rear speaker volume to obtain the desired balance for stereo separation.

ACCESSORIES

9-17

DIAGNOSIS CASSETTE TAPE PLAYER DIAGNOSIS TAPE ONLY

TAPE WEAK

TAPE DEAD

CHECK PLAYER FOR O B STRUCTIO N B E HIND DOOR

IN S P E C T *, CLEAN CAPSTAN AND HEAD” TRY A KNOWN GOOD TAPE CARTRIDGE

NO OBSTRUCTION

OB STRU C TIO N

TRY A KNOWN GOOD TAPE CARTRIDGE

REMOVE O B STR UC TIO N

r

OK

REMOVE R A D IO FOR R E PA IR

AD VISE CUSTOMER TAPE IS WORN OR DEFECTIVE

“1

DEAD

REMOVE R A D IO U N IT FOR REPAIR

NOT OK

WORKS

A D V IS E CUSTOMER TAPE IS WORN OR DEFECTIVE

Fig. 9-1 R--Cassette Tape Player Diagnosis

CASSETTE TAPE PLAYER DIAGNOSIS D iagnosis of radio portion o f c a sse tte -A M /F M is shown on the diagnosis charts. For cassette diagnosis, refer to Fig. 9-1R. If unit m ust be removed, it m ust be repaired by an authorized service station. See Section 8 for removal procedures and connections for speaker and power wiring.

EIGHT-TRACK STEREO TAPE DIAGNOSIS The tape player trouble diagnosis guide is intended as an aid in locating minor faults which can be corrected w ithout a specialized knowledge of electronics and without special test equipm ent. If the suggestions given here do not effect a correction, fu rther testing should be done only be a trained radio technician having proper test equipm ent. It should first be determ ined if the ow ner’s tape and not the player is at fault. Substituting a known good tape cartridge for the ow ner’s is a simple check. Because tape player service problems are generally corrected by a radio repair shop, there is a tendency for m any technicians to rem ove a set when a problem is reported. Removal of the tape player can frequently be avoided if the diagnosis ch art is used to elim inate problems which can be easily fixed or which are not caused by a faulty player. In diagnosing rad io /tap e problems the main point to rem em ber is th a t you now have both a radio and a tape player to diagnose as part of the stereo system. By inserting test tape, J-22683-01, you can quickly determ ine w hether

the tape speed is proper. Since only the pre-am ps and audio are com m on to both radio and tape, by listening for distortion with the tape playing and com paring it to the radio signal, you can further isolate the problem to either radio or tape; See the Diagnosis C hart.

STATIC AND NOISE DIAGNOSIS Refer to figure 9-3R for radio static suppression on the vehicle. G round strap connections m ust be clean and tight, spark plug cables must be TV R S type and in good condition and resistance type spark plugs used. E x tra electrical equipm ent added to the car could cause static if not properly grounded or w iring was im properly routed. R adio and antenna lead-in grounding must be clean and tight. An improperly trim m ed antenna adjusting screw could result in poor sensitivity and static/noise on A M stations only. W eak FM station reception will be affected by near-by buildings, car speed, direction and w indshield wiper operation. T hese " flu tte r," "sw ish " and "fa d in g " conditions are characteristics of weak FM signals.

POPPING NOISE DIAGNOSIS O perating switches such as turn signal, pushing in cigarette lighter, operating stop lights, etc., may cause a popping noise on distant AM (weak) signals. A djusting the antenna trim m er, if it is out of adjustm ent, will minimize the noise.

TESTING WINDSHIELD ANTENNA (Fig. 9-4R) All C-K model trucks with factory installed radios are

9-18

ACCESSORIES

DIAG NO SIS AM/FM-CB RADIO COMBINATION

PROBLEM

ACTION

CHECK

N o AM, FM or CB sound N o CB channel display.

Check Fuse

Rem ove radio for repair.

N o A M , FM or CB sound Channel display OK

M ode Sw itch Squelch control

R em ove radio for repair

N o A M , or FM sou n d ; CB sound OK

Mode switch Squelch

R em ove radio for repair

N o CB sound and no channel display; AM/FM sound OK

Mode sw itch

R e m o v e r a d io fo r r ep a ir

N o CB sound, channel display OK; AM/FM OK.

M ode switch Squelch

R eplace antenna R em ove radio for repair

Irregular channel stepping & unit not coordinated w ith display

Cable con n ection s

R em ove radio for repair

Display segm ents missing or segment contrast not uniform

M ode switch

R em ove radio for repair

Channel display w o n ’t change

Selector switch

R em ove radio for repair

Channel display indicates on ly “0 ”

Power connector

R em ove radio for repair

Fig. 9-2R-AM/FM -CB Radio Diagnosis

equipped with windshield antennas. To positively identify antenna failure and elim inate the possibility of unnecessary w indshield rep lacem en t, W indshield A n ten n a T ester J-23520 should be used to determ ine continuity of the thin antenna wire. W hen a n te n n a failure is suspected, th e following checks should be m ade before replacing the windshield. 1. Check T ester J-23520 for operation on any vehicle radio antenna th at is operating norm ally to test for a weak or dead battery. 2. Check all antenna connectings to insure that antenna is electrically coupled to the radio. 3. T urn ignition switch to accessory position, turn radio " O N " , select A M band if receiver is A M /F M and tune radio to an off station position. 4. Hold tester to antenna beginning at the upper corner of antenna: ** N O TICE: The plastic shield m ust be on tester at all times to avoid scratching windshield.

a. If a shrill sound is em itted through the speaker when both a n ten n a wires are tested, a n ten n a is operational. b. If no sound is em itted through one or both antenna wires, move tester along the wire toward center of windshield and down toward radio. c. If a shrill sound is picked up, find exact location where the noise begins, this is the area of the defect. Replace windshield. d. If no noise is heard over entire length of antenna, unplug antenna lead at radio and touch tester to antenna socket in radio. e. If radio now makes a shrill sound, check connectors and antenna lead for possible defect before replacing windshield. f. If no noise is em itted, radio, speaker, or fuse is defective. M ake sure th a t antenna tester is turned off after completing antenna test.

ACCESSORIES

AM/FM

(view[~B~1 HOOD GROUND

BRAIDED GROUND

Fig. 9-3R-Radio Static Suppression-Typical

Fig. 9-4R--Testing Windshield Antenna (Typical)

9-19

9-20

ACCESSORIES

RADIO NOISE DIAG NO SIS IM P R O P E R L Y O P E R A T IN G IG N IT IO N S Y S T E M (H E I) START ENGINE AND LISTEN FOR TICKING SOUND OR NOISE PRODUCED ........................... ............ BY t THE ENGINE ..........FIRING. ■ CHECK SPARK PLUG WIRES FOR DIRT AND CORROSION ON CONTACTS, BREAKS IN WIRES, AND LOOSE CONNECTIONS.

|CORRECT OR REPLACE WIRES. |

CHECK FOR BROKEN CONTACT BUTTON ON ROTOR.

E

REPLACE. |

CHECK FOR WORN CONTACT SPRING ON ROTOR OR SPRING BINDING IN HOLDER.

z ...... -_____ :_____ r

NOT OK

.......... .........

REPLACE. |

CHECK FOR POOR INDEXING OF ROTOR SPRING.

T 1 REPLACE.'

CHECK FOR BAD DISTRIBUTOR CAP (CARBON ERODED).______________________ ________________ CHECK THAT CARBON CYLINDER IN DISTRIBUTOR CAP IS MOVING FREELY.

.. ___ ______

T.:

REPLACE

..Z

1 CORRECT.

CHECK FOR GREASE ON ROTOR. CHECK FOR LOOSE GROUND SCREW ON IGNITION MODULE.

CLEAN.

CHECK FOR LOOSE GROUND SCREW ON DISTRIBUTOR CONDENSER.

TIGHTEN.

--------------------------------------------------------------------------- L _ _

....

_

I TIGHTEN.

LACK O OK

S H IE L D IN G /G R O U N D IN G CHECK ENGINE TO BULKHEAD BOND.

1 CHECK ANTENNA LEAD-IN SHIELD FOR LESS THAN 1 OHM RESISTANCE. ............... ................ ..... I , -......................... 1 ----- - ... CHECK FOR A GOOD GROUND OF THE HOOD (HOOD GROUND CLIP). ............................ ... ..........1 ..... - -----1 ------------------------CHECK THAT WIPER HOSES ARE NON-CONDUCTIVE TYPE (BLACK WITH WHITE STRIPE). 1-----------------------------------CHECK THAT ANTENNA (EXTERNAL MOUNT) MOUNTING NUTONTOPOF FENDER ISTORQUED TO SPECIFICATION. ON A POWER ANTENNA, CHECK THAT ANTENNA LEAD-IN FITTING IS TORQUED TO SPECIFICATION AT THE ANTENNA. ALSO CHECK THAT LEAD-IN IS WELL GROUNDED (WINDSHIELD AND FENDER MOUNT).____________

NOT OK

....................

................ — ^ -------------------------. ADD CLIP OR GROND STRAP. | I REPLACE IF NECESSARY. ]

CORRECT — USE OPTIONAL HOOD CLIP IF NECESSARY. ............................

CONSULT APPLICABLE SERVICE BULLETINS (WHICH MAY BE RELEASED SUBSEQUENT TO THIS MANUAL), OR RADIO EXCHANGE/REPAIR CENTER.

Fig. 9-5R-Radio Diagnosis, Chart A

” i 1 REPLACE IF N ECESSARY"!

1 TORQUE TO SPECIFICATION, i

ACCESSORIES

RADIO NOISE — BLOWER MOTOR

Fig. 9-6R--Radio Diagnosis, Chart B

9-21

9-22

ACCESSORIES

DEAD RADIO — AM RADIO I

Fig. 9-7R--Radio Diagnosis, Chart C

ACCESSORIES

DEAD RADIO — AM/FM RADIO

Fig. 9-8R--Radio Diagnosis, Chart D

9-23

9-24

ACCESSORIES

DEAD RADIO — AM/FM STEREO CHECK IF ALL SPEAKERS ARE DEAD (USE FADER TO CHECK.) NO

YES FM ONLY DEAD

SUBSTITUTE BAD SPEAKER(S). SUBSTITUTE SPEAKER WORKS, BUT DEAD SPOT ON FADER*

AM AND FM DEAPj [AM ONLY DEAD

SUBSTITUTE SPEAKER DOES NOT WORK REMOVE RADIO REMOVE RADIO.

REPLACE MALFUNCTIONING SPEAKER/WIRING ASSEMBLY AND REMOVE RADIO. *FADER DEAD SPOT: AS FADER IS ROTATED, A POSITION IS FOUND AT WHICH ONE OR TWO SPEAKERS SUDDENLY GO DEAD.

SUBSTITUTE SPEAKER WORKS AND NO DEAD SPOT ON FADER*

REPLACE MALFUNCTIONING SPEAKER/WIRING ASSEMBLY. CHECK THAT ANTENNA IS PLUGGED IN TO RADIO. MAKE SURE PLUG ISN’T COCKED

CHECK FUSE FUSE OK

........ r ~

CHECK AT THE RADIO FOR FAULTY POWER CONNECTION OR SPEAKER CONNECTIONS.

FUSE BLOWN

UNPLUG RADIO POWER LEAD, REPLACE FUSE. GOOD CONNECTION CHECK ANTENNA AND LEAD IN WITH SUBSTITUTE ANTENNA. TRIM (SEE PROCEDURE ) STILL NO RECEPTION REMOVE RADIO

BAD CONNECTION REPAIR CONNECTION

RADIO WORKS 1 REPLACE MALFUNCTIONING ANTENNA OR LEAD IN. FUSE DOESN’T BLOW

FUSE BLOWS AGAIN CHECK ALL ACCESSORIES ON FUSE FOR PROBLEM (SEE SERVICE MANUAL/TEST DRIVE IF NECESSARY)

I

PLUG RADIO POWER LEAD BACK IN. FUSE BLOWS RADIO WORKS

CORRECT PROBLEM FAULTY CONNECTION REPAIR CONNECTION

SUBSTITUTE SPEAKER (USE FADER IF SO EQUIPPED.)

NO RECEPTION REMOVE RADIO

STOP |

RADIO WORKS REPLACE MALFUNCTIONING SPEAKER/WIRING ASSEMBLY.

Fig. 9-9R--Radio Diagnosis, Chart E

REMOVE RADiOl

SLIMLINE P O W ER ANTENNA D IA G N O SIS ANTENNA WILL NOT LOWER (MOTOR DOES NOT RUN) CHECK FUSE CIG-CLK-DM

ANTENNA WILL NOT TRAVEL TO FULL UP OR DOWN POSITIONS OR DOESN’T MOVE (MOTOR RUNS) (BE SURE MAST IS CLEAN)

I FUSE BLOWN

FUSE OK

Pull up on top section of mast If section moves freely, plastic drive cable is broken.

I

\

Fig. 9-10R--Slimline Power Antenna Diagnosis, Chart F

Disconnect connector with orange wire at relay. Install new fuse and recheck.

Probe orange wire terminal at antenna relay with 12V. test lig h t

I-------------NOT BROKEN

Remove mast and support tube. Check mast sections for free movement

BROKEN DRIVE CABLE

Replace mast and support tube.

FUSE BLOWN LIGHT ON

Use a 12 volt test light and probe white wire at antenna relay connector.

LIGHT OFF FREE

Check drive cable for broken hook. If OK replace gear and spool assembly.

NO LIGHT

LIGHT ON

Free up sections or replace mast and support tube.

Replace Relay

LIGHT ON

I

I Disconnect other connector. Connect orn wire connector, recheck fuse.

FUSE BLOWN

FUSE OK

Replace relay.

Check and repair white wire to antenna. If OK repair antenna motor assembly.

ANTENNA RELAY

NO LIGHT

9-25

Check dk. green w ire relay to c o n n e cto r and c o n n e cto r to a n ten n a fo r loose co n n e ctio n o r open c irc u it. If OK re p a ir m otor assembly.

AC C ESSO R IES

Check relay co n n e ctio ns; g ro u n d w ire (black) and g ro u n d screw. If OK. replace relay.

Check white wire from relay to antenna for open circuit. If OK probe dk. green wire.

FUSE OK

Repair short in orange wire. Locate and repair open circu it in orange wire from relay to fuse panel.

BINDING

-------------- 1

ACCESSORIES

POWER ANTENNA General Description and Operation The power antenna automatically raises the antenna mast to its full height whenever the radio and ignition are turned on. The antenna retracts into the fender when either the ignition or radio is turned off. The power antenna drive unit is housed in a 2 piece plastic housing attached to the mast and tube assembly. A permanent magnet m otor with worm drive moves the antenna mast up and dow n with a plastic cable attached to the top mast section. No clutch is used in this unit. Upper and lower travel limits are controlled by switches opened by armature shaft thrust as the mast reaches the end o f its travel. A circuit breaker is used to protect the motor armature from over heating. Two types o f power antennas are used depending on the type of radio used in the car: 1) AM-FM Type 2) AM-FM-CB (Tri-Band) Type The AM-FM antenna extends to a maximum height of 7 94 mm (31 1 /4”). The AM-FM-CB (Tri-Band) antenna extends to a height o f 914 mm ( 3 6 ”). The tri-band antenna has a load coil mounted on the center mast section to tune it to the CB radio band and a stub antenna lead taped to the support tube. The stub matches the antenna to the FM band and should not be removed except for replacement. On Car Service There is no on car service o f the AM-FM antenna other

than cleaning o f the mast sections. On the Tri-Band antenna the load coil and tip are servicable in the event o f damage or loss. The load coil has an adjustable band to set SWR (Standing Wave Ratio) for CB operation. The SWR is preset on complete antenna assemblies b ut replacement load coils must be checked and/or adjusted using available SWR meters. Checking SWR NOT I C E : SWR c h e c k i n g p r o c e d u r e s require transmitter operation and FCC regulations governing CB radio operation apply. The following options are available. • Have SWR test performed by a technician who has a CB license. • Acquire a dealership CB radio op erato r’s license which allows technicians to use license during business hours. • Ask owner or an operator possessing a perm anent CB Radio license to properly operate transmitter during the test. Adjustments or repairs referred to in the procedure that follows are limited to the antenna itself or the antenna lead in and connections. MOTOR A N D GEAR HOUSING COVER

CLIPS

SWITCH AN D HARNESS ASSEMBLY

C IR C U IT B R EA K ER L IM IT SWITCHES

BRUSHES

GEAR A N D SPOOL ASS EMBLY B EA R IN G TH R U S T BLOCKS

BEA R IN G FIELD MAGNET ASSEM BLY

MAST A N D / TUBE ASSEMBLY

MOT OR A N D GE AR HOUSING

ARMATURE ASSEMBLY

STUB L E A D CONNEC TION

CABL E D R A I N TUBE

Fig. 9-12R--Slimline Power Antenna Diagnosis, Chart H

9-27

9-28

ACCESSORIES

SW R (S T A N D IN G W A V E R A T IO ) C H E C K

1. W ith Ignition and Radio o ff install an SWR meter as shown fo llo w in g meter m anufacturers instructions.

2. 3.

NOTICE: O peration o f transm itter requires FCC CB Operators License. When m aking this check, car should be at least 20 feet away from any building, hood closed and no one should be standing close to the 4 antenna.

LE A D IN CABLE FROM A N T E N N A

Turn on Ignition and Radio,

Check Antenna height — Must be fu lly extended. 914 mm (3 6 ") fro m fender to tip 286 mm (11-1 /4 ") to p of load coil to tip .

A fte r adjustm ent is com plete apply a small am ount o f thread cement to adjusting band.

LE A D IN CABLE

IN -LIN E SPLITTER BOX

15

,

^

\n\i\n n lm tl / /

L O A D C O IL A D J U S T M E N T T U R N O N L Y 1/8th T U R N A T A T IM E

P O S S IB L E SW R R E A D IN G S

1.

In itia l readings taken on Channel 1, 20, 40 a.

SWR of 2:1 or lower on Channel 20 and nearly equal on Channels 1 and 40 is considered good. No adjustment required.

b.

SWR higher than 2 1 on Adjustm ent required.

c.

Unequal SWR on Channels 1 and 40 (one channel in red) indicates adjustment required.

Channel

20.

CLOCKW ISE* MOVES BA N D DOWN

CO U N TER C LO C K W ISE 1 M OVES BA N D UP

’ R O T A TIO N LO O KING DOWN

A N Y R E A D IN G IN T H E R E D B A N D (A B O V E 3:1 SW R) C H E C K F O R : -

Antenna m ounting screws tight making a good ground connection between antenna m ounting surface and car sheet metal. -

Lead in cable connections to radio, sp litte r and antenna are tig h t, Lead in cables not pinched and cutting the insulation.

Fig. 9-13R--Slimline SWR Check

ACCESSORIES

9-29

ON VEHICLE SERVICE arm to hold the cartridge in a rigid position against the cap stan drive for m inim um wow and flutter. As the cartridge is withdrawn from the player, the on/off switch at the other side of the cartridge is not completely disengaged when the cartridge lock arm reaches a detent point on the cartridge. Always withdraw the cartridge ju st beyond the detent point for norm al operation from the radio. Tape cartridges should be handled carefully and should be kept clean and out of direct sunlight. A cartridge should not be left inserted fully in the player. This may cause perm anent dam age to the cartridge.

ANTENNA TRIMMER ADJUSTMENT-ALL RADIOS (Fig. 9-15R)

MAINTENANCE AND ADJUSTMENTS TAPE PLAYER MAINTENANCE T he only req u ired m ain ten an ce on tap e players is periodic cleaning of the tape player head and capstan. This service should be perform ed every 100 hours of operation. Since you can reach them through the tape door, you can leave the tape player in the truck. To clean the head and capstan, use a cotton swab dipped in ordinary rubbing alcohol. W ipe the head and capstan as shown in Figure 9-14R. N o lubricants should be used since they will cause the player to o p erate im properly, especially a t extrem e tem peratures. Do not bring any m agnetized tools near the tape head. If the head becomes m agnetized, every cartridge played in the player will be degraded. To o p erate the tap e player, com pletely in sert a c a rtrid g e into the unit. T his tu rn s th e tap e player on, autom atically removes power from the radio, and switches the speakers from the radio to the tape player. This feature prevents accidental dam age to the radio should the owner attem p t to operate it while the tape player is in use. A fter the tape player is in operation, the front panel controls of the player are then adjusted for the most pleasant stereo listening. The tape player is equipped with a cartridge locking

1.

T U R N R A D IO ON A N D TU N E R A D IO FOR WEAK S T A T IO N A T OR NEAR 1400 KC.

2.

RE M O V E R IG H T H A N D KNOBS.

3.

T U R N V O L U M E UP.

4.

C A R E F U L L Y T U R N A N T E N N A T R IM M IN G SCREW BACK AND FO RTH U N T IL M A X IM U M V O L U M E IS O B T A IN E D . SET T R IM M E R A T PEAK V O L U M E . NO TE: O N CARS W IT H POWER A N T E N N A . T R IM W IT H MAST F U L L Y E X TE N D E D .

Fig. 9-15R--Trimming Radio

The antenna trim m er adjustm ent m ust be m ade any tim e the radio is removed and installed, a new windshield or lead-in is installed or if weak, A M reception is noted. (Fig. 9-15R).

9-30

ACCESSORIES

4. Perform Steps 2-8 of "R ad io R eceiver R em o v al". Refer to Section 8. 5. Disconnect cable at rear of receiver. 6. Insert new cable through the dash panel (from the forward side). 7. Reverse Steps 1-5 above to com plete installation. Be sure cable grom m et is properly positioned in dash panel. POWER A N T E N N A

COMPONENT PART REPLACEMENT RADIO OR RADIO TAPE R EM O VAL (R efer to Section 8). RADIO DIAL LAM P R EM O VAL (R efer to Section 8). RADIO SPEAKER R E M O V AL (R efer to Section 8). ANTENNA C-K M ode ls A n te n n a R ep lacem en t

DESCRIPTION A N D OPERATION The power anten n a used on " G " models operates autom atically whenever the radio is turned on. The drive gear unit on the autom atic system consists of a drive gear and pulley assembly and a spool for storing the excess nylon drive cable when the mast is in the retracted position, plus two limit switches and a gear operated cam system to actuate the switches. The limit switches are used to open the motor circuits when the m ast reaches the full up or down positions. W hen the motor circuit is com pleted by the radio or ignition switch, the motor drives the gear and pulley to extend the drive cable and antenna. The gear is coupled to the drive pulley by a torque limiting clutch that perm its continued gear rotation when the mast reaches the limit of travel. The antenna m ast fully retracts into the fender or extends 31-1/4" and has no interm ediate position. POWER A N T E N N A - G MODELS R ep lacem en t (Fig. 9-18R a n d 9-19R )

1. 2. 3. 4.

Lower antenna by turning off radio or ignition. Disconnect battery ground cable. Remove coolant recovery bottle. Remove motor lower bracket retaining nut and upper bracket screws.

R efer to Section 2 of this m anual "W in d sh ield R eplacem ent" procedure. C a b le R ep lace m en t (Fig. 9 -1 6R)

1. 2. 3. 4.

Disconnect b attery ground cable. U nsnap antenna cable from windshield. Remove bracket to dash panel screws. Disconnect cable at rear of radio receiver and remove cable assembly.

G M odels A n te n n a R ep lacem en t (Fig. 9-17R)

1. Unscrew m ast nut. Prevent the cable assembly from turning by using two separate wrenches. Remove rod and m ast assembly. 2. To install, insert rod and m ast assembly into cable assembly and tighten m ast nut. Prevent cable assembly from turning by using a second wrench. C a b le A ssem bly R ep lace m en t (Fig. 9 - I7 R )

1. Disconnect b attery ground cable. 2. Remove antenna assembly as described above. 3. Remove cable body nut and then remove seal, bezel, gasket and ring ground.

Fig. 9-18R--G Model Power Antenna

ACCESSORIES

Fig. 9-19R--G Model Power Antenna Wiring 5. Disconnect electrical leads and remove antenna and motor assembly. 6. To install, reverse steps 1-5 above. POWER A N T E N N A RELAY The power antenna relay is bracket mounted to the parking brake assembly as illustrated in figure 9-20R.

9-31

9-32

ACCESSORIES

PO W ER A N T E N N A D IS A S S E M B L Y -S L IM L IN E NOTICE: W ith the exception of load coil on the tri-band antenna, all service operations require opening the m otor and gear housing. A ll disassembly w ill require a b o lt and clip package. 1. R E M O V E A N D I N S T A L L M O T O R A N D G E A R H O U S IN G C O V E R . INSTALL

REMOVAL 1. Remove parts shown. 2. Seperate housing and cover as shown.

1. R> move loose or excess sealer and reassemble using 3 bolts and nuts, from service package and the 5 clips. 2. A p p ly RTV sealer around support tube and along seam on top half of housing.

EYELETS

MOTOR AN D GEAR HOUSING COVER

Roll Lip of Eyelet up or Drill Out to Remove Eyelet.

EYELET

SCREW DRIVE R

SCREW DRIVE R NOTCHES

2. R E M O V E A N D I N S T A L L M A ST A N D TU B E A SSEM BLY. INSTALL

REMOVAL

1. Reassemble as shown w ith mast extended to reduce length of cable.

1. Remove parts as shown.

2. Run m otor to lower mast into support tube. Reseal housing and support tube.

MOTOR A N D GEAR HOUSING COVER

GREY GREEN

W HITE

CONNECT BATTERY LEADS

Q: CABLE HOOK MOTOR AND GEAR HOUSING Disengage cable from gear by rotating cable 90

TO RAISE

TO LOWER

GREEN + GREY -

W HITE -tGREEN -

L ____________________________________________

Fig. 9-21 R--Slimline Disassembly I

ACCESSORIES

9-33

3. R E M O V E A N D I N S T A L L SW ITC H A N D H ARN ESS A SSEM B LY. RE M O V A L

IN S T A LL

1. Remove parts as shown.

1. Position switch.

2. Remove excess sealer where wire goes through housing.

2. Reseal area where wires come out of housing. Reseal housing.

SWITCH AN D HARNESS ASSEMBLY

MOTOR AN D GEAR HOUSING COVER

M AST A N D TUBE ASSEMBLY between thrust blocks

I________________ ____________________

MOTOR AN D GEAR HOUSING

4. R E M O V E AN D IN S T A L L A R M A T U R E AN D M AG N ET A S S EM B LY . IN S T A LL

R EM O VA L

1. Lubricate w orm and gear w ith lith iu m soap grease such as Sun O il Prestige # 2 or equivalent.

1. Remove parts as shown. 2. Cleanout old grease.

2. A p p ly drop o f light o il to bearings. 3. Reassemble and seal housing.

F IE L D M AGNET ASSEMBLY

MOTOR AND GEAR HOUSING COVER

ARM ATURE ASSEMBLY

MAST AND TUBE ASSEMBLY

SWITCH AN D HARNESS ASSEMBLY MOTOR AN D GEAR HOUSING

BEARING

Fig. 9-22R--Slimline Disassembly II

9-34

ACCESSORIES

R E M O V E A N D IN S T A L L G E A R A SSEM BLY.

REMOVAL

INSTALL

Disassemble as shown: Clean o u t o ld lubricant.

1. A p p ly lubricant to w orm and gear. 2. Reassemble and seal housing.

SWITCH AN D HARNESS MOTOR A N D GEAR HOUSING COVER

MAST AN D TUBE ASSEMBLY GEAR A N D SPOOL ASSEMBLY

MOTOR AN D GEAR HOUSING

CABLE CABLE HOOK

6.

R E M O V E A N D I N S T A L L C B L O A D C O IL A N D /O R T IP .

REMOVAL

INSTALL

1. Disconnect Neg. Battery Cable. 2. Turn on ignition and radio then connect battery long enough to raise antenna about half way.

Reassemble as shown using thread cement to lock in place. Adjust S.W.R. (See SWR adjustment procedure)

3. Remove parts as shown using padded pliers.

TIP LO AD COIL (USED ON AM-FM-CB TR I-B A N D A N T E N N A O N LY )

APPLY T H R EAD CEMENT

Fig. 9-23R--Slimline Disassembly III

MAST ASSEMBLY

BODY

10-1

SECTION 10

CAB AND BODY NOTICE Fasteners are im portant attaching parts in th at they could affect the perform ance of vital components and systems, a n d /o r could result in m ajor repair expense. They m ust be replaced with one of the sam e part num ber or with an equivalent part if replacem ent becomes necessary. Do not use a replacem ent part of lesser quality or substitute design. T orque valves m ust be used as specified during reassembly to assure proper retention of these parts. For prevailing torque nut(s) and bolt(s), refer to the "R euse of Prevailing Torque N u t(s) and B olt(s)" ch art in Section 10.

CONTENTS OF THIS SECTION G eneral D escription O n Vehicle Service C -K M odels G M odels Specifications Special Tools

10-1 10-4 10-38 10-63 10-65

GENERAL DESCRIPTION illustrations, to vehicle model lines and to individual model num bers within these model lines. As an aid to identification of specific m odels, the following general descriptions are given.

Chassis/Cabs Chassis cab models see figure 10-1. Two-wheel drive units come in CIO, C-20 and C-30 series. Four-wheel drive units may be either K -10 or K-20. O ptional pickup boxes are available.

Crew Cab/Chassis Crew cab/chassis models see figure 10-2. O ptional pickup boxes are available.

Suburban Suburban model see figure 10-3. Base models have rea r cargo doors. An optional endgate w ith m oveable window is available.

Utility U tility vehicle models see figure 10-4. A re available with a removable roof or a convertible roof.

Vans G-Series Vans are available in three models See figures 10-5 and 10-6. V ans w ithout body windows a n d /o r passenger seats, sport vans w ith body windows and passenger seats and commercial cutaw ay vans as shown in figure 10-6.

Anti-Corrosion Information On the following pages, service procedures will be given for components on all 10-20-30 series trucks in C, K and G models. R eference will be m ade, both in text and

"Anti-corrosion m aterials have been applied to the in terio r surfaces of some m etal panels to provide rust resistance. W hen servicing these panels, areas on which this m aterial has been disturbed should be properly recoated with service-type anti-corrosion m ate rial."

10-2

BODY

Fig. 10-2--Typical Crew Cab/Chassis Model

Fig. 10-4-Typical Utility Vehicle Model

Fig. 1 0-3 —Typic:al Suburban Model

Fig. 10-5-Typical Vans and Sport Vans Models

Fig. 10-6--Typical Commercial Cutaway Model Van

1 0 -4

BODY

O N VEHICLE SERVICE C-K M O DELS INDEX F ront End Windshield W ip e r s ....................................................... Glove B o x ...................................................................... R ear View M ir r o r s ....................................................... Body Glass Windshield Glass ......................................................... Stationary Body G la s s .............................................. .. D oors A d ju s tm e n ts .................................................................. F ront Side D o o r ........................................................... R e p la c e m e n t............................................................. H in g e s ........................................................................ V en tilator.................................................................... Window and R egulator .......................................... L ocks, H andles, R o d s ............................................ W e a th e rstrip .............................................................. R ear Side D o o r s ........................................................... R e p la c e m e n t.............................................................

10-4 10-5 10-5 10 -6 10-9 10-9 10 -10 10-10 10-10 10-11 10 -12 10-14 10-15 10-15 10-15

H in g e s ........................................................................ ...10-15 Stationary G l a s s ..........................................................10-15 W indow and R egulator .............................................10-17 L ocks, H andles, R o d s ............................................ ...10-17 W e a th e rs trip .................................................................10-18 R ear D oors A d ju s tm e n ts .................................................................. ...10-18 L ocks, H andles, R o d s ................................................ ...10-18 H in g e s ................................................................................10-18 E n d g a te s ............................................................................. ...10-20 T ailgates............................................................................... ...10-26 R em ovable Top (U tility) ................................................ ...10-27 Seat Belts ..............................................................................10-29 Seats .......................................................................................10-29 Body M ounting ...................................................................10-30 A pplique P r o c e d u r e s ....................................................... ...10-30 A dhesive Body Side M o ld in g s .........................................10-30

FRONT END Pull outer end of arm away from glass which will trip lock spring at base of arm and release spring from undercut of pivot shaft. W hile holding arm in this position, pull outw ard on cap section at base of arm to remove arm . A rm can be reinstalled in any one of several positions due to serrations on pivot shaft and in arm cap. See figure 10-7.

Wiper Arm Pivot Shafts and Linkage Removal 1. R em ove w indshield w iper arm s from pivot shafts. Procedure for rem oving arm s is explained previously under “A rm A djustm ent”. 2. Remove cowl ventilator grille. 3. Remove two nut and lock w asher assemblies from the connector link to motor drive arm via the plenum access hole. Fig. 1 0 -7 --Windshield Wipers

WINDSHIELD WIPERS W indshield wiper units on all models are of the twospeed electric type. A single wiper motor unit, m ounted to th e left side of th e d ash panel inside th e engine com partm en t, pow ers both w iper arm s. T he w iper arm operating link rods and pivot mountings on these models are located in the outside air inlet plenum cham ber.

Arm Adjustment To adjust sweep of blades, turn on wipers and note sweep of arm s. If necessary, remove one or both arm s as follows:

4. Remove two screws from each transm ission pivot shaft assembly to windshield fram e. Remove wiper linkage and transm ission from plenum. Installation 1. Place wiper linkage and transm ission into position. Secure assembly with two screws a t each transmission. 2. A ttach end of cross rod to drive arm of motor assembly. Secure rod. 3. Before installing wiper arm s or cowl ventilator grille, operate wiper motor m om entarily which should rotate pivot shafts to park position. 4. Install arm s, grille and shafts.

BODY

Fig. 1 0 -8 --Glove Box

INSTRUM ENT PANEL C O M P A R TM E N T A N D LOCK Replacem ent Removal of the entire assembly including door may be accom plished by removing four screws which attach hinge ju st below box. See figure 10-8. The outer door panel may be removed, leaving the com partm ent intact, by removal of four screws. Access to the door stop bum per is gained by reaching into co m p artm en t opening w ith door p artially open. A djustm ent E ngagem ent of lock in striker may be adjusted by loosening striker retaining screws and moving the striker to desired position. OUTSIDE REAR V IE W MIRRORS R ear view m irror installations are shown in figure 109, 10-10 and 10-11. Occasional tightening of m ounting and assem bly bolts and screws will sharply decrease occurrence of failure due to door slam m ing or road shock. C am p er m irror in stallatio n is sim ilar to the below eyeline m irror installation.

Fig. 10-9--Rear View M irror - Base

10-5

10-6

BODY

IN S ID E REAR V IE W M IR R O R - FIG URE 2 D - 1 1 Replacem ent 1. Remove screw retaining m irror to its glass-mounted bracket and remove mirror. 2. Install m irror into its mounting bracket. Torque screw to specifications.

C O W L V E N T V A L V E - FIG URE 10-12 Two styles are shown in Figure 10-12. Removing the attaching screws allows removal of the valve from the side panels.

BODY GLASS CAUTION: Always w ear gloves a n d eye glasses w hen handling glass to avoid personal injury.

CK TRUCK W IN D S H IE L D REPLA C EM EN T The windshield is a one-piece type and is retained in the w indshield opening by a u re th a n e bonded ru bber w eatherstrip. See figure 10-13. W hen replacing a cracked windshield glass, it is very im p o rtan t th a t the cause of th e glass b reakage be determ ined and the condition corrected before a new glass is installed. O therw ise, it is highly possible th a t a sm all obstruction or high spot somewhere around the windshield opening will continue to crack or break the newly installed windshield especially when the strain on the glass caused by this obstruction is increased by such conditions as wind pressures, extrem es of tem perature, motion of the vehicle, etc. To replace a window installed with urethane adhesive requires replacem ent of the adhesive m aterial. Adhesive service kit No. 9636067 contain some of the materials needed to remove and replace a urethane adhesive installed glass. These kits and other materials that may be required can be obtained through the service parts system . The com ponents of glass adhesive kit (urethane) No. 9636067 are as follows:

BODY

10-7

applying firm, controlled pressure to the edge of the glass. A t the same tim e assist the lip of the rubber w eatherstrip channel over the pinchweld flange with a flat bladed tool. See figures 10-14 and 10-15. 4. W ith the aid of an assistant outside the cab, remove the windshield from the opening. See figure 10-16. 5. Rem ove all excess u re th an e adhesive and any rem aining pieces of w eath erstrip from pinch-w eld flange. 6. If sheet metal and paint repairs are required, refer to "R epairing and Refinishing Pinchweld Flange" of this section.

Fig. 10-14” Applying Pressure to Windshield

1. One tube of urethane adhesive m aterial. 2. One dispensing nozzle. 3. 4. 5. 6. 7.

Steel music wire. R ubber cleaner. R ubber prim er. Pinch-weld prim er. Blackout primer.

8. F iller strip (for use on w indshield in stallations on vehicles equipped with em bedded windshield antenna). 9. Prim er applicators. Additional M aterial Required: 1. R ubber lubricant No. 1051717 (available through the service parts system). 2. Alcohol for cleaning edge of glass. 3. Adhesive dispensing gun No. J-24811 or a standard household cartridge type gun reworked as follows: a. W iden end slot to accept dispensing end of adhesive m aterial tube. b. Reduce diam eter of plunger disc on rod so th at disc can enter large end of adhesive m aterial tube. 4. Com m ercial type razor knife (for cutting around edge of glass). 5. W eatherstrip tool set J - 2 189. 6. Six glass spacers 3-22511 (for checking windshield glass to opening). Removal 1. Before removing the windshield, m ark the location of the break on the windshield rubber channel and the body. Protect the paint finish inside of the cab. M ask around th e w indshield opening and outside, lay a suitable covering across the hood and fenders. 2. Remove windshield reveal molding (lock strip) and reveal molding cap. 3. To free w indshield ru b b er channel of w eath erstrip loosen the lip of the windshield w eatherstrip from the pinchweld flange along the top and at the sides by

Checking W indshield O pening Due to the expanse and contour of the windshield it is im perative in the event of a stress crack th a t the windshield opening be thoroughly checked before installing a replacem ent windshield. The replacem ent glass is used as a tem plate. 1. Check for the following conditions at the previously m arked point of fracture. a. Chipped edges on glass. b. Irregularities in body opening. c. Irregularities in rubber channel w eatherstrip. 2. C heck flange are a for solder, weld high spots, or hardened spot-weld sealer. Remove all high spots. 3. Check windshield glass to opening, by supporting glass with six spacers contained in packet J-22577. See figure 10-17. NOTICE: Do not strike glass against body m etal. Chipped edges on the glass can lead to future breaks. 4. W ith the w indshield supported and centered in its opening, check the relationship of the glass to the body opening flange around the entire perim eter of the glass. 5. Check the relationship of glass to opening as follows: a. Inside edge of glass to body flange. b. O uter edge of glass to parallel body metal. 6. M ark areas of body m etal or flange to be reform ed. Remove glass and correct as outlined in this section.

10-8

BODY

are shown in View A. Allow prim er to cure for at least 30 m inutes (30 day m axim um ). 5. Thoroughly clean surface of glass to which blackout prim er will be applied (around edge of inside surface) by wiping with a clean, alcohol dam pened cloth. Allow to air dry.

6.

7.

7. Recheck windshield in its opening and if satisfactory proceed as follows:

Repairing and Refinishing Pinch-Weld Flange and/or Surrounding Areas 1. R ep air all m etal d eform ations in the w indshield opening area for appearance. 2. Sand to smooth surface using No. 320 sandpaper. 3. A pply prim er - su rfacer (D u P o n t 80 S P rim er Surfacer, PPG 204-1000 Red Flash Prim er or PPG 700-345 - R ep air P rim e r/o r equivalent) and sand smooth for required surface. 4. A pply color coats of 9984024 acrylic enam el (or equivalent) catalyzed as indicated. Installation (Fig. 10-18) Installation of the windshield requires a num ber of timed (cure tim e) steps. This tim ing is im portant and must be followed. All cure tim es are m inim um , unless indicated otherwise. W hen perform ing a step th at requires a cure time, it is not necessary to stop and wait for the cure tim e to elapse. M ake a note of the cure tim e and move on to any following step th a t does not in terfere w ith the tim ed sequence. 1. W ipe pinch-weld clean with a dry cloth. M ake sure most of the previous urethane has been removed. 2. Apply pinch-weld prim er with a new applicator to pinch-weld as shown in View B. Prim er m ust be thoroughly stirred and agitated prior to application. Allow prim er to cure for at least 30 minutes (100 hour m axim um ). Pinch weld flange m ust not exceed 160°F (38°C) a t tim e of prim er application. 3. Apply rubber cleaner with a new applicator to both channels of rubber w eatherstrip as shown in View A. Allow cleaner to rem ain for at least 5 m inutes (4 hour m axim um ), then wipe both channels with a clean dry cloth. 4. A pply ru b b er p rim er to both channels of rubber w eatherstrip th a t were cleaned in the previous step and

8. 9. 10.

11.

12.

13.

14.

NOTICE: W hen cleaning w indshield glass, avoid contacting edge of plastic lam inate m aterial (on edge of glass) w ith volatile cleaner. C o n tac t m ay cause discoloration and deterioration of plastic lam inate by wicking action. DO N O T use a petroleum base solvent such as kerosene or gasoline. The presence of oil will prevent adhesion of new m aterial. A pply blackout prim er to the sam e area of the windshield glass th at was cleaned in the previous step and is shown in View C. Allow to dry to touch. Apply a 3/16 inch minimum diam eter bead of urethane adhesive around pinch-weld flange as shown in View B. W indshield glass m ust be installed within 20 minutes after perform ing this step. Apply a mist of plain w ater to the urethane bead on the pinch-weld flange, wetting it fully. Install rubber w eatherstrip to the pinch-weld flange. Apply a 3/16 inch minimum diam eter bead of urethane adhesive to rubber w eatherstrip glass channel as shown in View D. A pply a m ist of lu b rican t to surface " C " or w eatherstrip as shown in View D, wetting it fully. Install windshield within 5 m inutes after performing this step. On windshields equipped with em bedded antenna, tape pigtail of antenna to inside surface of windshield glass in a convenient and accessible position. W ith the aid of a helper, lift glass into window opening. Suction cups may be used but are not m andatory. Then, install glass in channel of w eatherstrip. Apply lubricant to lockstrip channel. W indshield must be seated prior to application of lubricant.

BODY

10-9

OUTSIDE OF GLASS

BLACKOUT PRIMER INSIDE SURFACE OF GLASS CLEANER

V IE W

IviEWjC

A

[v ie w

B

Fig. 1 0-18--Windshield lnsta!lation-CK Truck 15. Use J - 2 189 w e a th e rstrip tool set and install lockstrip in channel of w eatherstrip. Install lockstrip cap a t lockstrip joint. 16. Install windshield wiper arm s and blades. 17. O n w indshields equipped w ith em bedded anten n a, connect antenna pigtail to radio antenna lead. 18. Install inside trim panels. 19. Install rear view m irror to windshield.

Fig. 10-19—Installing Reveal Molding

STATIO N AR Y BODY GLASS Replacem ent The fnethod used to remove the windshield glass may be applied to other stationary glass, such as shown in figures 10-20 and 10-21. R em em ber to check for cause of breakage, and to always wear gloves when handling glass. In stallatio n procedure is sim ilar to "W indshield R eplacem ent" found earlier in this section with exception of steps relating to urethane adhesive.

Fig. 10-20--Back W indow Glass

10 -1 0

BODY

BODY SIDE DOORS DOOR ADJUSTMENTS Doors can be adjusted for alignm ent of clearance in the cab door opening, and for proper latching. Door alignm ent adjustm ents are m ade a t the striker bolt, and at door hinges. The door, when properly located in door opening, will have .19 inch clearance at the top and side edges, and .25 inch clearance at the bottom. The door should be adjusted in the opening so the edge of the door across the top and also at the lock side is parallel with the body opening as nearly as possible.

Hinge Adjustment Door hinge bolt holes are oversized to make adjustm ent possible. A lignm ent adjustm ents can be m ade by loosening the proper hinge bolts, aligning door to proper position, and tightening bolts securely (fig. 10-22).

Fig. 10-21 --Body Side W indow

Fig. 10-22--Door Hinge

BODY

10-11

b. W ith aid of an assistant to support weight of door, remove the door to lower hinge retaining bolts and remove door. Installation 1. Install hinge snugly on pillar in same location as hinge removed. 2. W ith the aid of an assistant fasten the door to the hinge, 3. A djustm ent of the door lock and striker plate should be made after the door is positioned in the opening. DOOR TRIM PANELS - CK MODELS

Striker Bolt Adjustment W ith the use of J-23457, shown in figure 10-23, the striker bolt can be adjusted in any of three ways. See figure 10-24. 1. Up and down - To adjust striker up or down, loosen bolt, adjust to desired height, and tighten bolt securely. This adjustm ent is im portant to assure th at the right proportion of door’s weight will rest on striker bolt when door is closed. If bolt is positioned too high on pillar, rapid wear will occur to the lock cam; if too low, an extra load will be placed on door hinges as well as pull door downward and out of alignm ent. 2. In and Out - To adjust striker in and out, loosen bolt, adjust horizontally to desired position and tighten bolt securely. 3. Forward and R earw ard-T o m ake this ad ju stm en t, loosen striker bolt, shim to desired position, and tighten bolt securely.

FRONT SIDE DOOR R e p la c e m e n t

Remove the door assembly from the body by removing the hinge-to-door attaching bolts.

DOOR HINGE The door check is part of the front door upper hinge. T he front door torque rod check holds the door in either of two positions between full open and closed. The front door check-hinge assembly is replaced as a complete unit as follows. See figure 10-22. Rem oval

1. Loosen front fender rear bolts. 2. W ith special Tool J-22585 remove 3 bolts securing front door upper hinge to cowl pillar. a. Remove the door to upper hinge retaining bolts.

Removal 1. Using tool J-9886-01, remove clip retaining window crank (fig. 10-26). 2. Remove door lock knob. 3. Remove (4) screws securing lower edge of trim panel. 4. Remove (2) arm rest attaching screws and remove arm rest pad. 5. Remove (1) screw at door handle cover plate and (1) screw located under arm rest pad. 6. If equipped assist strap, remove (2) screws retaining assist strap. 7. Remove trim panel by carefully prying out at trim retainers located around perim eter of panel. Installation Before installing door trim assembly, check th a t all trim retainers are securely installed to the assembly and are not dam aged. 1. To install door trim assembly, pull door inside handle inward; then position trim assembly to inner panel, inserting door handle through handle hole in panel. 2. Position trim assembly to door inner panel so trim retainers are aligned with attaching holes in panel and tap retainers into holes with a clean rubber m allet. 3. Install previously removed items.

10-12

BODY

Fig. 10-28--Door Ventilator Assembly

Fig. 10-25--Door Trim Panel

1. R egulate th e door window glass to the full down position. R E T A IN IN G S P R IN G (D IS E N G A G E D )

PUSH T O O L IN D ^ E C T IO N OF ARROW

IN S ID E H A N D L E ---------- -------- O

I I I I-Vl T O O L J-9886-01

Fig. 10-26--Clip Retained Inside Handle Removal DOOR VENTILATOR A S S E M B LY -F ig. 10-28 Removal The channel b etw een the d o o r w indow glass and door vent is rem oved as p art o f the ven t assembly.

Fig. 10-27--Door Trim Pad

2. Remove clip from the window regulator handle, and knob from lock rod. 3. Remove arm rest screws and trim panel. See figure IQ27. 4. Remove screws attaching ventilator lower assembly to door panel. 5. Remove three screws at the upper front of the door fram e. 6. Pull upper portion of vent assembly rearw ard and raise upw ard while rotating counter clockwise. 7. T urn vent assem bly 90° and carefu lly rem ove by guiding up and out. See figure 10-29. Ventilator Glass Replacem ent 1. Using an oil can or sim ilar means, squirt prepsol or equivalent on the glass filler all around the glass channel or fram e to soften the old seal. W hen

Fig. 10-29--Removing Ventilator Assembly

BODY

\ \\ \

1 0 -1 3

seal. Trim off the excess filler m aterial around the channel and at the ends of the channel.

\

TO ADJUST TENSION, THE VENT WHILE . . .

Glass should be installed so th at rear edge is parallel to the division post. Allow full cure before w ater testing. Installation 1. Lower the ventilator assembly into the door frame. 2. M ake certain the rubber lip is positioned inside the inner and outer panel before tightening screws. 3. R einstall all screws and tighten.

HOLDING A WRENCH ON THE HEX N U T -

4. Install and tighten the three screws at the upper front

of the door. A djustm ent

103532

Fig. 10-30--Adjusting Tension

the seal has softened, rem ove th e glass from the channel. 2. Thoroughly clean the inside of the glass channel with sandpaper, removing all rust, etc. 3. Using new glass channel filler, cut the piece to be installed two inches longer th a n necessary for the channel. Place this piece of filler (soapstoned side of filler away from glass) evenly over the edge of the glass which will fit in the channel. The extra filler extending beyond the rear edge of the glass should be pinched together to hold it in place during glass installation. O ne side o f this filler (th e outside of th e roll) is soapstoned. This is the side which goes into the metal channel. 4. Brush the inside of the m etal glass channel freely with ordinary engine oil. This will enable the glass and filler to slide freely into the channel. Push the glass with the filler around it into the channel until it is firmly seated. A fter the glass is firmly in place, the oil softens the filler, causing it to swell, thereby m aking a w atertight

1. A djust the ventilator by placing wrench on adjusting nut thru access hole and turning vent window to the desired tension. See figure 10-30. 2. A fter m aking adjustm ent bend tabs over the hex nut on base of assembly. See figure 10-31. 3. Install arm rest screws and trim panel. 4. Install window regulator handle.

DOOR W IN D O W A S S E M B LY -F IG . 10-32 Replacem ent 1. Completely lower glass to bottom of door. 2. Remove door arm rest and trim pad as outlined in this section. 3. M ask or cover upper portion of door window fram e. Remove ventilator assembly as previously outlined. 4. Slide glass forward until front roller is in line with

notch in sash channel. Disengage roller from channel. 5. Push window forward and tilt front portion of window up until rear roller is disengaged. See figure 10-33. 6. Put window assembly in normal position (level) and raise straight up and out. 7. Reverse above procedure for installation.

BEND TAB OVER

Fig. 10-31 -Bend Tabs Over Hex Nut

Fig. 10-32--Door Window and Regulator

10-14

BODY

location of junctions, switch, relay and circuit breaker. Replacem ent

1. 2. 3. 4. 5. 6. 7.

W IN D O W R E G U L A T O R -M A N U A L-F IG . 10-32 Replacem ent 1. Raise window and tape glass in full up position using cloth body tape. 2. Remove trim panel as outlined previously. 3. Remove screws attaching regulator to door inner panel. 4. Rem ove reg u lato r by sliding reg u lato r rearw ard , disengaging rollers from sash channel. A notch is provided in the sash channel to allow disengagem ent of the forward roller on the window regulator (Fig. 10-32). 5. Install regulator by reversing above steps. Lubricate regulator gear with lubriplate or equivalent. W IN D O W REGULATOR - POWER - CK MODELS In the case th a t window will not operate, check electrical connections first. F igure 10-34 illu strates

8.

CAUTION: Electrical connectors m ust be removed from w indow lift motor before performing any operation on th e reg u lato r, or personal injury could occur. Figure 10-35 illustrates location of regulator on door a n d wiring. Raise glass to full up position and tape to door fram e using cloth body tape. Disconnect battery ground cable. Remove door trim panel as previously outlined. Remove rem ote control bolts and lay control assembly aside for access. Remove regulator to door panel attaching screws. Disconnect harness from regulator. Slide regulator assembly rearw ard, disengaging rollers from sash channel. A notch is provided in the sash channel to allow disengagem ent of the forward roller on the window regulator (fig. 10-32). Rem ove reg u lato r assem bly through access hole in door.

CAUTION: Step 9 m ust be perform ed w h e n regulator is rem oved from door. The regulator lift arm s are under tension from th e counterbalance spring a n d can cause serious injury if the motor is rem oved w ith o u t locking th e sector g e ar in position. 9. Drill a hole through the regulator sector gear and back plate. DO N O T drill hole closer than 1/2" (12.7m m ) to edge of sector gear or back plate. Install a pan head sheet m etal tapping screw (N o. 10 - 12 x 3 /4) in drilled hole to lock sector gear in position. 10. Remove motor to regulator attaching screws. 11. Remove motor from regulator.

BODY

10-15

Door Outside Handle—Fig. 10-37 Replacem ent 1. Raise window to full up position. 2. Remove trim panel as outlined. 3. Remove clip from outside handle rod-to-lock. 4. Remove screws which retain outside handle to door panel. 5. Remove handle and control rod. 6. Reverse above procedures to install outside handle.

Door Lock Cylinder -Fig 10-37 Replacem ent 1. Raise door window. 2. Remove trim panel as outlined. 3. Use a screwdriver or other suitable tool to slide the lock cylinder retaining clip out of engagem ent with the lock cylinder. 4. Remove lock cylinder. 5. To install, reverse the above steps.

Door Inside Handle

Fig. 10-36“ Door Lock Assembly and Rods

12. Prior to installation, lubricate the motor drive gear and regulator sector teeth. The lubrication used m ust be cold w eather approved to a m inim um of minus 20° Fahrenheit (-29°C). 13. Install regulator m otor to regulator. M ake sure the motor pinion gear teeth mesh properly with the sector gear teeth before installing the three motor attaching screws.

Replacem ent 1. Remove trim panel as outlined. 2. Disconnect control rod from inside handle, as shown in figure 10-38. 3. Remove screws retaining inside handle to door. 4. Remove inside handle. 5. Reverse above steps to install.

POWER DOOR LOCKS - CK MODELS (Fig. 10-39) R eplacem ent 1. Disconnect battery ground cable. 2. Remove door trim panel to gain access to power door lock motor. 3. Disconnect electrical connector from motor. 4. Remove screws attaching motor to door inner panel.

14. Remove screw locking sector gear in a fixed position. 15. Insert regulator into door in such a position th at motor connector can be installed onto motor. 16. Reinstall regulator into door.

LOCKS, HANDLES AND RODS Door Lock Assembly—Fig. 10-36 R e p la c e m e n t

1. Raise window to full up position. 2. Remove trim panel as outlined in this section. 3. Remove clip from inside handle rod-to-lock. 4. Remove clip from outside handle rod-to-lock. 5. Remove screws which attach lock assembly to door panel. 6. Remove lock and rem ote control rod as an assembly. 7. To install lock assembly, reverse above steps. Be sure to replace all clips removed earlier.

Fig. 10-37--Outside Handle and Lock Cylinder

1 0 -1 6

BODY

Fig. 10-38--lnside Handle

5. Remove door lock lever from rubber mount at top of motor actuator and remove motor through access hole. 6. To install, reverse steps 1 through 5 above. DOOR TO BODY O P E N IN G W EATHERSTRIP-FIG.

10-40, 10-41

install seal on welded flange. 5. Trim inner w eatherstrip with a notch and butt ends together. 6. Reinstall sill plate and sill plate retaining screws. REAR SIDE DOOR-CREW CAB A N D SUBURBAN

Side door sealing incorporates an inner seal Fig. 10-40 and a secondary seal Fig. 10-41. The inner seal is m ounted on the body opening welding flange and goes completely around the periphery of the opening. The secondary seal is adhered to the upper portion of the door by adhesive and a screw at either end of the seal. The molded w eatherstrip m aterial of the inner seal is snapped in place. A fter removing all foreign m aterial from door opening surface proceed as follows: 1. Open door and block open. 2. Rem ove sill p late retain in g screws and rem ove sill plate. 3. Remove side door inner w eatherstrip seal. 4. S tarting at the bottom center of the door opening,

VIEW Fig. 10-39--Power Door Lock Assembly

MODELS A djustm ents a n d Hinge Replacem ent The procedures for hinge replacem ent, and for hinge and striker bolt adjustm ent are sim ilar to those detailed in the front door adjustm ent procedure. Access to the hinges of the rear door is shown in figure 10-42. STATIO N AR Y G LASS-REAR DOOR Replacem ent 1. Lower window to full down position. 2. Remove rem ote control knob and window regulator handle.

A Fig. 10-41 --Door Secondary Seal

SECTION A-A

Fig. 10-42--Rear Door Hinge Location

3. Remove screws retaining door trim pad, and remove trim pad. See figure 10-43. 4. Rem ove glass run channel by rem oving screws retaining channel to door. See figure 10-44. 5. Remove stationary glass. 6. R eplace glass by reversing above procedure.

Fig. 10-44-Glass Run Channel

adjustm ent. The screw and locknut at th at bracket allow fo re-an d -aft ad ju stm en t. T ogether, this allows proper alignm ent of the glass to the rear glass run channel for full up and down travel.

WINDOW GLASS--FIG. 10-46 R eplacem ent

Glass Run Channel Adjustment Figure 10-45 illustrates the front run channel. A t the lower end, a slotted b rack et provides for in-and-out

1. Lower glass to full down position. 2. Rem ove rem ote control push botton knob, window regulator handle and trim pad. 3. Remove sta tio n ary glass as previously outlined. Remove screws from rear division channel, and slide channel rearw ard in the opening.

NOTE: ROTATE TO

4. Raise glass as far as possible, then slide glass until the roller is in line with the notch in the sash channel. See figure 10-46. Disengage roller from channel.

ADJUSTMENT • SLOT IN BRACKET ( for in-and-out) •

Fig. 10-43--Side Rear Door Trim Pad

SCREW AND LOCKNUT ( for fore-and-aft)

Fig. 10-45--Glass Run Channel Adjustment

-18

BODY

LOCKS HANDLES AND RODS Lock Assembly—Fig. 10-47 Replacem ent 1. Remove window regulator handle, remote control push button knob and trim pad as outlined previously. 2. Disengage three clips which retain control rods to lock assembly. a. Inside handle control rod. b. Rem ote control lower rod. c. O utside handle control rod. 3. Remove screws retaining lock assembly to door panel, then remove lock assembly. 4. Install lock by reversing above procedure. Be sure to replace all clips removed with new clips on installation.

Inside Handle—Fig. 10-47

5. Tilt window outboard and move until other roller can be removed from channel. 6. Raise window up and out. 7. Reverse above procedure for installation. W IN D O W REGULATOR ASSEM BLY--FIG. 10-46 R e p la c e m e n t

1. Remove trim pad, stationary glass, and window glass as outlined earlier. 2. Remove screws attaching regulator assembly to door inner panel. 3. Remove regulator assem bly through opening in door. 4. In stall reg u lato r by reversing above procedure. L ubricate regulator gear with lubriplate or equivalent.

Fig. 10-47--Lock Assembly and Inside Handle

Replacem ent 1. Remove regulator handle, rem ote control knob and trim pad as outlined previously. 2. Disconnect control rod from inside handle by removing clip as shown in figure 10-47. 3. Remove inside handle by removing four screws which secure handle to door panel. 4. Replace handle by reversing above procedure.

Remote Control—Fig. 10-48 Replacem ent 1. Remove regulator handle, rem ote control knob and trim pad. 2. Disconnect rem ote control lower rod from door lock assembly. 3. Remove two screws securing each remote control lever to door panel. 4. Remove rem ote control levers and rods through door opening. 5. Replace by reversing above procedure.

Fig. 10-48--Remote Control Assembly

BODY

Outside Handle—Fig. 2D-49 R eplacem ent 1. Rem ove the trim pad as outlined previously. 2. Rem ove two screws securing the handle to the door. Press the handle button and pull the handle control rod and securing clip thru the opening in the door panel. See Fig. 10-49. 3. Disengage the outside handle control rod from the handle by rem oving the pin at the handle assembly. 4. Replace by reversing this procedure.

WEATHERSTRIP-FIG. 10-50 The procedure outlined in Front Door W eatherstrip m ay be applied to the R ear Side Door W eatherstrip, shown in figure 10-50 with the following exception: a. Begin installation by positioning the w eatherstrip "internal core" (approxim ately 6" long) center in the upper front corner of the door opening. b. Proceed as outlined previously.

REAR DOORS SUBURBAN MODEL ONLY A djustm ents R ear doors m ay be adjusted in the body opening by loosening hinge bolts and repositioning door, then

10-19

retightening bolts. See figure 10-54 for hinge bolt location. R ear door wedges and strikers should be adjusted as shown in figure 10-55. Be sure th a t adjustm ents are as shown to insure proper latching of the rear doors.

LOCKS, HANDLES AND RODS T he rear door lock, outside handle, lock cylinder, control rods and latch are shown in figures 10-51 and IQ52. The rods can be disconnected from the lock, latch or handle by disengaging the retaining clips, as shown. The lock cylinder is removed in the same m anner as the front side door lock cylinder.

REAR DOOR CHECK STRAP Figure 10-53 shows the cloth check strap used for rear doors. The door may be completely opened by removing the strap pin from the bracket. The bracket attaches to the pillar with three screws; the strap is fastened to the door panel with two screws and an attaching bar.

WEATHERSTRIP W eatherstrip installation is shown in Figs. 10-55 and 10-56. Proper in stallatio n is dependent on com pletely cleaning all foreign m aterial from old installation and using a quality cem ent on the new installation.

10-20

BODY

Fig. 10-51--Rear Door Controls

Fig. 10-52"Rear Door Outside Handle and Lock Cylinder

BODY

WEDGE ADJUSTMENT

UPPER STRIKER ADJUSTMENT .17 ±

ACCESS COVER

10-21

DRILL) LATCHED

.04 MAX. CLEARANCE/N IN SECONDARY LATCHED POSITION OR .010 TO T0.050 INTERFERENCE IN FULL LATCHED POSITION.

BRACKET

Fig. 10-54--Wedge and Striker Adjustments

Fig.

1 0

-5 3 --Rear Door Check Strap

ENDGATES SUBURBAN AND UTILITY MODELS S uburban and utility models use endgates of similar, yet distinct design. S eparate procedures follow for service on each of these endgates. ENDGATE ASSEMBLY - SUBURBAN MODELS

5. L ift endgate to alm ost closed position and rem ove support cables. 6. Remove endgate with torque rod. 7. To install, reverse removal procedure.

O N LY R e p la c e m e n t

1. Lower endgate, and removed hinge access covers. See figure 10-57. 2. Remove endgate-to-hinge bolts. 3. Remove L.H . torque rod bracket, shown in figure IQ58. 4. If equipped with electric powered window, disconnect wiring harness.

HINGES R e p la c e m e n t

If necessary to rem ove hinges, rem ove endgate as outlined previously, and proceed as follows: 1. Remove bolts from each of the hinge assemblies on the underside of the body. See figure 10-57. 2. Remove hinge assemblies. If the hinge pins are to

1 0-2 2

BODY

to endgate, figure 10-60, and remove regulator.

10.

11.

be removed, note the position of bushings so they may be reinstalled in the sam e position. 3. Reverse procedure to install.

12. 13.

CAUTION: Step 10 m ust be perform ed if th e w in d o w is rem oved or d ise n g a g e d from th e regulator lift arm s. The lift arm s are under tension from th e counter-balance spring, a n d can cause injury if th e motor is rem oved w ithout locking the sector gears in position. For endgates with electric window, secure the window regulator lift arm s before removing the electric motor, when the window glass has been removed or disengaged from the lift arm s. a. Drill a 1/8 (3.1m m ) inch hole through the sector gear and back plate, as shown in figure 10 -60. Install a sheet m etal tapping screw into the hole to lock the sector gears in position. b. Remove the regulator m otor attaching screws and remove the m otor assembly. From inside the endgate, remove the nuts fastening the outside handle to endgate and rem ove th e outside handle. See figure 10-61. If equipped with power tailgate window, detach wiring harness from motor. Rem ove side bolts connecting left and rig h t glass channels to endgate and remove channels. Removed side latch bolts and remove side latches with control rods. See figure 10-59. D etach wiring harness from R .H . latch if so equipped. Separate side latch from control rod by pulling control rod thru nylon guide. R everse the above procedure for reassem bly and installation.

ENDGATE DISASSEMBLY 1. Remove access cover shown in figure 10-59, to gain access to interior components. 2. D etach rem ote control rods from lock assembly by removing clips. 3. Remove bolts securing lock assembly, and remove lock assembly. 4. Rem ove handle assem bly bolts and rem ove inside handle. 5. Remove R .H . torque rod bracket screws, figure 10-58, then remove torque rod from endgate. 6. Rem ove screws connecting cam assem blies to sash assembly, figure 10-60, then remove cam assemblies. 7. Remove glass from endgate. 8. Unclip and remove inner and outer seal assemblies. 9. Remove screws connecting window regulator assembly

A djustm ents Loosen bolts, adjust at either endgate hinge position or endgate latch, then retighten bolts.

Fig. 10-58--Torque Rod(Suburban)

Fig. 10-59~l-atch and Remote Controls(Suburban)

14. 15.

ENDGATE ASS E M B LY -U TILITY MODELS O N LY R eplacem ent 1. Lower endgate, then remove four bolts securing hinge to body on each side. See figure 10-62. Disconnect wiring harness if so equipped.

BODY

Fig. 10-60-Window Glass and Regulator(Suburban)

CLUTCH

SPRING | S pawl

10-2 3

Fig. 10-63 --Pulling Hinge Away From Body (Utility) 2. Disconnect torque rod anchor plate on each side. It is necessary to remove lower bolt only, then let plate swing down. See figure 10-66. 3. W ith an assistan t, raise endgate p a rt way, then disconnect support cables from endgate. See figure IQ62. 4. Remove endgate by pulling disconnected hinge from body, figure 10-63, then grasping torque rod with one hand and pulling torque rod over gravel deflector, as shown in figure 10-64. 5. Individual com ponents may be rem oved from the endgate now, or after reinstallation. 6. To install endgate, reverse the above procedure. HIN G E

HANDLE ASSEMBLY

Fig. 10-61-Outside Handle 3

Fig. 10-62 “ Endgate, Hinges and Support (Utility)

R eplacem ent 1. Lower endgate and disconnect hinge to be replaced by removing hinge-to-body bolts. See figure 10-62. 2. A t the other hinge, loosen the hinge-to-body bolts. . , . . , 3. On th e hinge to be replaced, rem ove the

Fig. 10-64 “ Grasping Torque Rod (Utility)

101-24

BODY

6. Rem ove torque rod retain in g clip on side edge of endgate. 7. Lift torque rod up and slide from endgate as shown in figure 10-67. 8. Reverse the procedure above for installation.

ENDGATE DISASSEMBLY-UTILITY MODELS ONLY Manual Window 1. Lower endgate and remove acess cover. 2. Disconnect side latch rem ote control rods from center control by removing retaining clips. See figure 10-68. 3. Rem ove four screws from each side latch , and withdraw latch and control rod from endgate, as sown in figure 10-69. 4. Disconnect control rod from latch. 103527

Fig. 10-65--Removing Access Cover (Utility) hinge-to-endgate bolts. 4. Pull the endgate away from the body several inches and withdraw hinge from body. Then lift endgate slightly to allow removal of hinge from endgate. See figure 10-63. 5. To install hinge, reverse the above procedure. Be sure to install hinge into endgate first, then into the body.

TORQUE ROD Replacem ent 1. Lower endgate and remove access cover, as shown in figure 10-65. 2. Disconnect torque rod anchor plate. It is necessary to remove the lower bolt only, then let plate swing down. See figure 10-66. 3. Loosen four bolts retaining endgate hinge to body. 4. Move endgate slightly away from body. 5. Remove torque rod retaining bracket on lower edge of endgate. See figure 10-66.

Fig. 10-66--Torque Rod (Utility)

5. Refer to figure 10-70 for installation of latch control and blockout rod. 6. D isconnect blockout rod from control assem bly by detaching spring and removing two screws retaining rod to inner panel. 7. D isconnect inside handle control rod from control assem bly, then rem ove screws w hich secure inside handle to inner panel. 8. Rem ove th ree screws w hich re tain rem ote control assembly to inner panel. 9. Remove control assembly and inside handle as shown in figure 10-71. 10. R efer to figure installation.

10-72 for window and reg u lato r

11. Roll window to up position. 12. Disconnect sash from regulator as shown in figure IQ73. 13. Remove glass from endgate. 14. Remove four regulator attaching screws and withdraw regulator from endgate as shown in figure 10-74.

Fig. 10-67--Removing Torque Rod (Utility)

BODY

10-25

Fig. 10-68-Latches and Rods 15. Remove outside handle by removing nuts from inside of outer panel. See figure 10-61. 16. Reverse the above steps for reassembly.

ELECTRIC W IN D O W -U T ILIT Y MODELS The window is controlled by a jackscrew m ounted to the regulator, drive cable and a 12V DC reversible m otor m ounted to the en dgate inner panel. T his circu it also includes a block out switch to prevent operation of the window while the endgate is open (fig. 10-75). Service procedures for endgate disassembly are the same as outlined above with the following exceptions: D rive C able The drive cable can be replaced by disengaging the cable from the motor and jackscrew assembly and removing the cable. Reverse removal procedure to reinstall cable.

Fig. 10-70 --Control Assembly and Blockout Rod

Fig. 10-72--Window and Regulator

1 0-26

BODY

Jackscrew (Fig. 10-76) Removal For endgates with electric window, secure the window regulator lift arm s before removing the jackscrew when the window glass has been removed or disengaged from the lift arms.

1.

2. 3. Fig. 10-73-Disconnecting Sash from Regulator

Motor (Fig. 2D-76) Removal 1. Disconnect drive cable from motor. 2. Disconnect wiring harness from motor. 3. Remove (3) motor a ttaching screws and remove motor. 4. To install, reverse removal procedure.

4.

CAUTION: Step 1 m ust be perform ed if th e w in d o w is rem oved or d ise n g a g e d from th e regulator lift arm s. The lift arm s are under tension from th e counterbalance spring, an d can cause injury if th e motor is rem oved w ithout locking the sector gears in position. Drill a 1/8 (3.1m m ) inch hole through the sector gear and back plate. Install a sheet m etal tapping screw into the hole to lock the sector gears in position. Disconnect drive cable at jackscrew . Remove the regulator jackscrew attaching screws and remove the jackscrew assembly. Reverse removal procedure for installation.

TAILGATES-PICKUP AND UTILITY MODELS Fleetside Handle Replacem ent (Fig. 10-77) 1. Open tailgate. 2. Remove screws attaching handle assembly to inner side of tailgate.

Blockout Switch (Fig. 10-75) Removal 1. Disconnect L.H . side latch rem ote control rod from center control by removing retaining clip. 2. Remove side latch retaining screws and disconnect blockout switch wiring. 3. Rem ove side latch assem bly and rem ove screws retaining switch to side latch. 4. Reverse removal procedures for installation.

Fig. 10-74-Removing Regulator

Fig. 10-75-Power W indow M otor and Switches (Utility)

BODY

1 0 -2 7

4. Remove ten top-to-side panel m ounting bolts (5 on each side).

CABLE

1v ie w [ a 1 REGULATOR

Fig. 10-76--Endgate Regulator, Drive Cable and M otor

3. Rem ove clips from handle assem bly and rem ove handle. 4. Remove screws from each latch assembly and lift off, with actuating rods. R eplacem ent of Trunnion Assembly 1. Lower tailgate h alf way. 2. Remove both retaining straps. 3. Lift up tailgate at the right side and pull out at the left side to remove tailgate assembly. 4. Rem ove two screws from trunnion.

tru n n io n and rem ove

Stepside E ndgate Replacem ent (Fig. 10-77) 1. Unhook endgate chain assembly at each side. 2. Remove bolt and lock washer from each trunnion in carrier box endgate. 3. Remove endgate. 4. R everse procedure for in stallatio n . A lign slot in trunnion to coincide with hole in endgate to perm it using a tool to hold trunnion while tightening nut.

REMOVABLE TOP-FOLDING TOP-UTILITY MODELS Removal 1. Remove access and disconnect courtesy light. 2. Lower the tailgate window and lower the tailgate. 3. Remove six top-to-roof m ounting bolts.

5. Remove upper spare tire brace by removing brace bolt. The spare tire brace must be reinstalled after top is removed. 6. Remove only the rear attaching screws for the side trim panel (12 for LH panel and 11 for RH panel) so th at the rear of panel can be pulled aw ay to gain access for removal of hidden top bolt. If rear roll bar equipm ent is present, it is necessary to remove all the attaching screws, 20 on LH side and 19 on R H side, and the 1 bolt attaching the shoulder belt retractor located behind the access plate on retractor. T hen th e trim panel is raised and moved forw ard approx. 2 -1 /2 inches so th a t access can be gained through the cut out in trim panel to remove hidden top bolt. 7. W ith assistance, lift the top and move rearw ard for rem oval. T he top should be rem oved carefully to prevent flexing of the sides and possible dam age.

10-28

BODY

Fig. 10-78--Removable Top M a n d a t o r y A s s e m b ly S e q u e n c e (F ig . 1 0 - 7 8 )

6. Loosen bolts # 6 on both sides.

To prevent possible dam age to the top and to ensure proper w eatherstrip sealing, the following procedure must be followed: 1. Remove the upper spare tire brace by removing (2) bolts. 2. Remove the necessary side trim panel screws. 3. Place top on box using the two rear guide pins as locators. 4. Install bolts # 6 on both sides and tighten. 5. Bolting m ust sta rt with the rear vertical bolt # 1 . Now going forw ard install # 2 LH side only, # 3 and # 4 . The R H side # 2 bolt will be installed later.

7. Install and tighten bolts # 5 on both sides. 8. R e-tighten bolts # 6 on both sides. 9. Install and tighten rem aining bolts to cab. 10. Install and tighten the 2 rear hidden bolts. 11. Install the side trim panel screws th at were removed including the shoulder belt retractor bolt if it had to be removed. 12. Finally, reconnect the courtesy light and reinstall the upper spare tire brace using 2 bolts, with one of the bolts being the # 2 R .H . top-to-side panel bolt.

BODY

1 0 -2 9

IN VEHICLE

Fig. 10-79--Folding Top Assembly

LAP BELTS A N D SHOULDER BELTS (ALL MODELS) Before servicing or replacing lap and shoulder belts, including single loop belt systems, refer to the following precautionary items: 1. Lap and shoulder belts will be serviced as follows: a. All belts will be serviced in complete sets. b. Do not interm ix standard and deluxe belts on front or rear seats. 2. Keep sharp edges and dam aging objects away from belts. 3. Avoid bending or dam aging any portion of the belt buckle or latch plate. 4. Do not bleach or dye belt or strap webbing (clean with a mild soap solution and w ater). 5. W hen installing lap or shoulder belt anchor bolt, start bolt by hand to assure th at bolt is threaded straight. 6. Do not attem pt repairs on lap or shoulder belt retractor m echanism s or lap belt re tra c to r covers. R eplace defective assem blies w ith new service replacem ent parts. 7. Do not attem pt to remove seat belt retractor cover. The cover and the long rivet securing the cover to the retractor are not available as service replacem ent parts.

The shoulder belts and lap belts are attached to the front seat lap belt latch plate and connected to an inertia locking retractor installed to the floor or q u arter inner panel above the right and left side of the front seat. The belts rem ain unlocked to allow occupants to move freely while the vehicle is being operated. W hen the vehicle decelerates or changes direction abruptly, the belts are locked in position by a pendulum th at causes a locking bar to engage a cog of the retractor mechanism. Removal a n d Installation Refer to illustrations on following pages and select the appropriate illustration for removing and installing lap belts and shoulder belts. Internal drive thread-form ing anchor bolts are used to secure lap belts to the floor pan. To remove or install internal drive anchor bolts, use door lock striker and lap belt anchor bolt removal tool J-23457 or equivalent. S ta rt bolt by hand to assure th at bolt is threaded straight.

SEAT MOUNTING Typical Seat M ounting provisions are shown in figures 10-83 through 10-89. NOTICE: See N O T IC E on page 1 of this section regarding fasteners used on seats and seat belts.

1 0 -3 0

BODY

SEAT SEPARATOR C O M PAR TM EN T Figure 10-90 illustrates assembly and installation of the CK model seat separator com partm ent. BODY M O U N T IN G The removal of anyone bodymount necessitates the loosening of adjacent body m ountings to perm it the fram e to be separated from the body. C are should be exercised to prevent breakage of plastic fan shroud, or dam age to fram e attachm ents such as steering column, brake pipes, etc., during replacem ent of body mounts. D uring installation of a body m ount, caution should be used to insure th a t the body m ount is properly seated in the fram e m ounting hole, otherwise a direct m etal to metal contact will result between the fram e and body. The tube spacer should be in all bolt-in body mounts and the insulator or m etal w asher positioned to prevent contact with the fram e side rail. Do not over-torque the body m ount or a stripped bolt may result. Do not use lubricants of any kind on the rubber parts of the mounts. Proper clam ping by the m ount depends on clean and dry surfaces. If the body mount bolt does not screw in

Fig. 10-81 --Seat Belt Installation (Utility)

smoothly, it maybe necessary to run a tap through the cage nut in the body to remove foreign m aterial. Caution should also be used to insure th a t ta p doesn’t punch through underbody. The sequence of mounting attachm ents is shown in figures 10-91 through 10-94. APPLIQUE PROCEDURES R efer to Section 2C, C hassis S heet M etal, for procedures relating to decal and woodgrain appliques. ADHESIVE BO DY SIDE M O LD IN G R efer to Section 2C, C hassis S heet M etal, for procedures relating to installation of adhesive moldings.

BODY

Fig. 10-82--Seat Belt Installation (Suburban)

Fig. 1 0-83--Front Bench Seat Driver Seat (Suburban)

10-31

10-32

BODY

BODY

Fig. 10-88-R ear Bench Seats (Suburban)

10-33

10-34

BODY

Fig. 10-89-C K Utility Seat Attachments

Fig. 10-90--Seat Separator Compartment and Door--CK Models

10-36

BODY

V MOUNT 2

CK1°

J

Fig. 10-91 --Body Mounting (Chassis Cab)

Fig. 10-92--Body Mounting (Crew Cab)

C-30J

BODY

MOUNT 1

/ L V MOUNT T

MOUNT 4,5,6

Fig. 1 0 -9 3 --Body Mounting (Suburban)

Fig. 10-94--Body Mounting (Utility)

10-37

10-38

BODY

G MODELS INDEX F ro n t E nd W in d s h ie ld W i p e r s .............................................................. 10-38 C o w l V e n tila to r G rille ...................................................... 10-39 S id e V e n tila to r V a l v e ......................................................... 10-39 R e a r V iew M i r r o r ................................................................ 10-39 B o d y G la s s W in d s h ie ld G la s s ................................................................ 10-40 S w in g o u t G l a s s ..................................................................... 10-44 F ro n t D oor A d j u s t m e n t s .......................................................................... 10-44 H i n g e s ................................ i..................................................... 10-45 W e a t h e r s t r i p .......................................................................... 10-45 V e n til a to r ................................................................................. 10-46 W in d o w R e g u l a t o r .............................................................. 10-47 L o c k s , H a n d le s , R o d s ...................................................... 10-48 S lid in g S id e D o o r ..................................................................... 10-51 D e s c r i p t i o n ............................................................................ 10-51

A d j u s t m e n t s .......................................................................... S tr ik e r s .................................................................................. F r o n t L a t c h .......................................................................... R e a r L a tc h .......................................................................... U p p e r R e a r H in g e ........................................................... R ear D oor H i n g e ......................................................................................... R e m o te C o n tro l ...................... ........................................... L a tc h e s a n d R o d s ................................................................ A d j u s t m e n t s .......................................................................... S e a ts D r iv e r s S e a t .......................................................................... P a s s e n g e r S e a t ..................................................................... R e a r S e a t s ............................................................................... R o o f V en t ............................................................................... S e a t B e lts ............................................................................... D e c a l A p p liq u e P r o c e d u r e .................................................. A d h e s iv e B o d y S id e M o l d i n g s ..........................................

10-51 10-51 10-53 10-54 10-54 10-56 10-56 10-57 10-57 10-58 10-58 10-59 10-59 10-59 10-59 10-59

FRONT END STREAM OF CONTACT

P u ll o u te r e n d o f a r m a w a y fro m g la ss w h ic h w ill tr ip lo ck sp rin g a t b a s e o f a r m a n d re le a s e s p rin g fro m u n d e r c u t o f piv o t s h a f t. W h ile h o ld in g a r m in th is p o sitio n , p u ll o u tw a rd on c a p se c tio n a t b a se o f a r m to rem o v e a rm . A rm c a n b e re in s ta lle d in a n y o n e o f se v e ra l p o sitio n s d u e to s e r ra tio n s o n p iv o t s h a f t a n d in a r m c a p . S e e fig u re 1 0 -9 5 .

W IP E R A R M P IV O T S H A F T S A N D L IN K R O D -F IG . 1 0 -9 6 Removal 1. R e m o v e w in d s h ie ld w ip e r a r m s fr o m p iv o t s h a f ts . P ro c e d u r e fo r re m o v in g a rm s is e x p la in e d p re v io u sly u n d e r " A r m A d ju s tm e n ts ." 2. R e m o v e scre w s w h ic h a tta c h o u ts id e a ir cow l v e n tila to r g rille to cow l. C a re fu lly re m o v e g rille fro m cow l. 3. A t c e n te r o f cow l, re m o v e tw o a tta c h in g n u ts w h ich a tta c h lin k ro d to m o to r d riv e . D is e n g a g e lin k ro d s fro m pins.

Fig. 1 0 -9 5 -W ip e r Pattern

4. R e m o v e screw s w h ic h a tta c h e a c h a r m tr a n s m iss io n p iv o t s h a f t a s s e m b ly to c o w l. R e m o v e p iv o t s h a f t a ss e m b ly w ith lin k ro d fro m p le n u m c h a m b e r.

W IN D S H IE L D W IP E R S W in d s h ie ld w ip e r u n its on all m o d els a re o f th e tw osp eed e le c tric ty p e . A sin g le w ip e r m o to r u n it, m o u n te d to d a s h p a n e l a t to p a n d to le ft o f e n g in e co v er in s id e c a b , p o w ers b o th w ip e r b la d e s . T h e w ip e r b la d e o p e ra tin g lin k ro d s a n d piv o t m o u n tin g s on th e s e m o d e ls a r e lo c a te d in th e o u ts id e a ir in le t p le n u m c h a m b e r.

Installation 1. P la c e p iv o t s h a f t a ss e m b ly w ith lin k ro d in to p o sitio n a t cow l b ra c k e t. S e c u re a s s e m b ly to b ra c k e t w ith tw o screw s. 2. A tta c h e n d o f lin k ro d to m o to r d riv e a n d a rm . S e c u re ro d w ith th e tw o a tta c h in g n u ts .

Arm Adjustment

3. In s ta ll o u ts id e a ir cow l v e n tila to r g rille to to p o f cow l.

T o a d ju s t sw eep o f b la d e s tu r n on w ip e rs, th e n n o te sw eep o f a rm s . I f n e c e s s a ry , rem o v e o n e o r b o th a rm s as follow s:

4. B e fo re in s ta llin g w ip e r a r m s , o p e r a te w ip e r m o to r m o m e n ta r ily w h ich sh o u ld r o ta te pivot s h a f ts to p a rk p o sitio n . In s ta ll a rm s .

BODY

Fig. 10-96--Windshield W iper Linkage C O W L V E N T IL A T O R G R IL LE

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Fig. 1 0 -9 7 -C o w l Ventilator Grille 3. R e v e rse th e a b o v e ste p s fo r in s ta lla tio n . R E A R V IE W M IR R O R S

Replacement 1. R e m o v e w in d sh ie ld w ip e r a rm s .

In s id e R e a r V i e w M ir r o r

2. R e m o v e screw s re ta in in g g rille , fig u re 1 0 -9 7 . 3. R e m o v e g rille a n d seal.

Replacement

S ID E C O W L V E N T IL A T O R

T h e in sid e m irro r m a y b e re m o v e d by rem o v in g screw re ta in in g m ir r o r to its g la s s -m o u n te d b ra c k e t, a n d liftin g m irro r o ff b r a c k e t (fig. 1 0 -9 9 ).

Replacement

O u ts id e R e a r V i e w M ir r o r s

4. R e v e rse ab o v e ste p s to in s ta ll g rille .

1. R e m o v e screw s re ta in in g v alv e g u id e to p a n e l, as sh o w n in fig u re 1 0 -9 8 . 2. R e m o v e valv e a ss e m b ly b y d e p re s s in g p in s a t to p a n d b o tto m o f valve.

Fig. 10-98-Side Cowl Ventilator

O u ts id e r e a r view m irro r in s ta lla tio n s a r e sh o w n in fig u re 1 0 -1 0 0 . O c c a s io n a l tig h te n i n g o f m o u n tin g a n d a ss e m b ly b o lts a n d sc re w s w ill s h a r p ly d e c re a s e o c c u re n c e o f fa ilu re d u e to d o o r s la m m in g o r ro a d sh o c k .

Fig. 10-99-Inside Rear View M irror

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BODY

I viE w fAj

OPTIONAL

Fig. 1 0 -1 0 0 --Outside Rear View Mirrors

BODY GLASS CAUTION: Always w e a r gloves and eye glasses w hen handling glass to avoid personal injury.

W IN D S H IE L D G L A S S T h e w in d s h ie ld g la s s is r e t a in e d to th e b o d y by u re th a n e a d h e siv e . T h e w in d sh ie ld re v e a l m o ld in g s a r e v in y l a n d a re re ta in e d b y tw o s trip s o f b u ty l a d h e siv e on th e u n d e rs id e o f th e m o ld in g , a tta c h in g to th e b o d y on o n e sid e a n d th e g la ss on th e o th e r a n d a lso by a re te n tio n lip in th e u r e th a n e w h ic h re ta in s th e g la ss. T h e w in d sh ie ld re s ts u p o n th e s u p p o r t m o ld in g w h ic h is s e c u re d to th e p in c h w e ld by a b e a d o f b u ty l ad h e siv e . W h e n re p la c in g a c ra c k e d w in d sh ie ld g la ss, it is v ery i m p o r t a n t t h a t th e c a u s e o f th e g la s s b r e a k a g e be d e te r m in e d a n d th e c o n d itio n c o rr e c te d b e fo re a new g la ss is in s ta lle d . O th e rw is e , it is p o ssib le t h a t a s m a ll o b s tru c tio n o r h ig h sp o t s o m e w h e re a ro u n d th e w in d sh ie ld o p e n in g w ill c o n tin u e to c ra c k o r b re a k th e new ly in s ta lle d w in d sh ie ld ,

e s p e c ia lly w h e n th e s t r a in o n th e g la s s c a u s e d b y th is o b s tr u c tio n is in c r e a s e d b y s u c h c o n d itio n s a s w in d p re s su re s, e x tre m e s o f te m p e r a tu r e , m o tio n o f th e v eh icle, e tc . Removal T h e re a r e tw o m e th o d s o f w in d sh ie ld in s ta lla tio n . T h e w in d s h ie ld re m o v a l p r o c e d u r e is th e s a m e fo r b o th in s ta lla tio n m e th o d s w ith o n e e x c e p tio n . I f th e s h o r t m e th o d in s ta lla tio n is to b e u se d , m o re c a r e m u s t b e u se d d u rin g re m o v a l to m a k e c e r ta in t h a t a n ev en b e a d o f a d h e siv e m a te ria l re m a in s on w in d o w o p e n in g to se rv e a s a b a s e fo r re p la c e m e n t g la ss, th e r e sh o u ld n o t b e a n y loose p ie c e s o f a d h e siv e le ft in th e o p e n in g . C u t a w a y a su ffic ie n t a m o u n t o f m a te r ia l to allo w fo r th e in s ta lla tio n o f th e re v e a l m o ld in g s. 1. P la c e p ro te c tiv e c o v e rin g s a ro u n d th e a r e a w h e re th e g la ss is b e in g re m o v e d . 2. R e m o v e

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Adhesive Service Kit or Cartridge M a te ria l liste d h a v e a s h o r t s h e lf life. Be s u r e m a te ria ls a r e fre sh . U r e th a n e a d h e siv e c a r tr id g e E ssex S D C 5 5 1 .2 o r th e e q u iv a le n t a r e p ro v id e d s in g u la r ly . A d h e s iv e K it N o . 9 6 3 6 0 6 7 (u re th a n e a d h e s iv e ) o r e q u iv a le n t c o n ta in s so m e o f th e ite m s n e e d e d to r e m o v e a n d r e p la c e a u re th a n e a d h e s iv e in s ta lle d g la s s . A d d itio n a l ite m s re q u ire d : 1. P in c h w e ld p rim e r fo r e n a m e l p a in te d s u r fa c e E ssex S C D 4 3 5 .3 4 o r e q u iv a le n t. 2. C le a r g la ss p rim e r, E ssex S C D 4 3 5 .1 8 o r e q u iv a le n t. 3. B la c k g la s s p rim e r (in c lu d e d in k it 9 6 3 6 0 6 7 ) o r E sse x S C D 4 3 5 . 2 0 o r e q u iv a le n t. 4. S o lv e n t fo r c le a n in g e d g e o f g la ss ( p r e fe ra b ly a lc o h o l) a n d a d h e s iv e d is p e n s in g g u n N o . J -2 4 8 1 1 o r a n e q u iv a le n t s t a n d a r d h o u s e h o ld c a r t r i d g e ty p e g u n re w o rk e d as follow s: m o ld in g s , in te r io r g a r n is h m o ld in g a n d s u p p o r t m o ld in g fro m th e p in c h w e ld . C le a n u p a n y re m a in in g a d h e siv e le ft on th e b o d y fro m th e rev e al m o ld in g . T h e reveal m oldings can be removed from the urethane adhesive by tak in g one end o f the m olding and pulling it aw ay from the adhesive. T he support m olding is rem oved in the sam e m anner from inside the vehicle , pry up one end o f the m olding and pull it aw ay from the pinchw eld. T h ese m olding are to be rem oved prior to w indshield rem oval. 3. U se a k n ife as sh o w n in F ig. 1 0 -1 0 1 to c u t th e a d h e siv e c o m p le te ly a ro u n d th e p e rim e te r o f th e g la ss. K n ife , J - 2 4 4 0 2 -A o r e q u iv a le n t m a y b e u se d . W ith h e lp fro m a n a s s is ta n t, c a re fu lly re m o v e th e g la ss. 4. I f o rig in a l g lass is to b e re in s ta lle d , p la c e it on a p ro te c te d b e n c h o r h o ld in g fix tu re ; re m o v e o ld m a te ria l u sin g a ra z o r b la d e o r s h a r p s c ra p e r. A n y re m a in in g tr a c e s o f a d h e s iv e m a t e r i a l c a n b e re m o v e d w ith d e n a tu r e d a lco h o l o r la c q u e r th in n e r d a m p e n e d c lo th .

a. W id e n e n d slo t to a c c e p t d is p e n s in g en d o f a d h e siv e m a te ria l tu b e . b. R e d u c e d ia m e te r o f p lu n g e r d isc on ro d so t h a t d isc c a n e n te r la r g e e n d o f a d h e siv e m a te ria l tu b e . 5. C o m m e rc ia l ty p e ra z o r k n ife. 6. U r e th a n e c u ttin g k n ife N o . J -2 4 4 0 2 -A o r e q u iv a le n t o r tw o p ie c e s o f w ood fo r w ire h a n d le s. 7. T w o ru b b e r s u p p o r t sp a c e rs. Installation S te p s 1 th r o u g h 11 a r e to b e u sed for in s ta llin g g la ss o n to th e o rig in a l u r e th a n e a d h e siv e le ft b e h in d w h e n th e w in d s h ie ld w a s re m o v e d . In th o s e in s ta n c e s w h e re th e a d h e siv e w as e n tire ly re m o v e d , to m a k e a m e ta l r e p a ir o r to p e rfo rm a p a in t re fin ish o p e ra tio n , it is n e c e ss a ry to follow th is e x tr a ste p , b e fo re s ta r tin g S te p 1. • T h o ro u g h ly c le a n th e m e ta l a r e a s u rro u n d in g th e w in d sh ie ld o p e n in g b y w ip in g w ith a c le a n alc o h o ld a m p e n e d c lo th . A llo w to a ir d ry . T h e n a p p ly p rim e r fo r e n a m e l p a in te d s u rfa c e E ssex S C D 4 3 5 .3 4 o r e q u iv a le n t, to th e s a m e a re a , b e in g c a re f u l n o t to a llo w a n y spill o v e r o n to ex p o se d p a in t su rfa c e s as th is p rim e r w ill d a m a g e th e p a in t finish. T h e s u r fa c e sh o u ld n o t e x c e e d 3 8 °C (1 0 0 ° F ) a t th e tim e o f th e a p p lic a tio n . R e fe r to F ig. 1 0 -1 0 2 . A llow th e p rim e r to d ry fo r th ir ty m in u te s .

W h e n c le a n in g w in d sh ie ld g la ss, a v o id c o n ta c tin g e d g e o f p la s tic la m in a te m a te r ia l (on e d g e o f g la s s) w ith v o la tile c le a n e r. C o n ta c t m a y c a u s e d is c o lo ra tio n a n d d e te r io r a tio n o f p la s tic la m in a te b y w ic k in g a c tio n . D O N O T u se a p e tro le u m b a s e so lv e n t su c h as k e ro s e n e o r g a so lin e . T h e p re s e n c e o f oil w ill p re v e n t a d h e sio n o f new m a te ria l. W h e n r e p la c in g th e w in d s h ie ld , u r e t h a n e a d h e s iv e (p a rt n o . 9 6 3 6 0 6 7 o r E s s e x S C D 5 5 1 .2 o r e q u iv a le n t) m u s t b e u s e d in o rd e r to m a in ta in o rig in a l in s ta lla tio n in te g rity . T h e s h o rt m e th o d a s d e s c rib e d p re v io u sly c a n b e u sed w h e re o rig in a l a d h e siv e m a te r ia l le ft on w in d o w o p e n in g p in c h w e ld flan g e s a f te r g la ss re m o v a l se rv es a s a b a se fo r th e new a d h e siv e to th e g la ss. T h is m e th o d w o u ld b e u se d in c a se s o f c ra c k e d w in d sh ie ld s o r re m o v a l o f w in d o w s th a t a r e still in ta c t. T h e a m o u n t o f a d h e siv e le ft in w in d o w o p e n in g c a n b e c o n tro lle d d u rin g g la s s re m o v a l. H o w ev er, in so m e in s ta n c e s all th e m a te r ia l m u s t be re m o v e d , to m a k e a m e ta l re p a ir o r to p e rfo rm a p a in tre fin is h in g o p e ra tio n . In th e s e ca se s, a n a d d itio n a l c le a n in g a n d p rim in g ste p is re q u ire d b e fo re a p p ly in g th e u r e th a n e

1.

F ro m in sid e th e v eh icle , in s ta ll th e s u p p o r t m o ld in g o n to th e p in c h w e ld flan g e, th e jo in t is to b e lo c a te d a t b o tto m c e n te r o f th e o p e n in g . S e e F ig . 1 0 -1 0 3 .

2. T h o ro u g h ly c le a n th e e d g e o f th e g la s s to w h ic h th e a d h e siv e m a te ria l will be a p p lie d b y w ip in g w ith a c le a n a lc o h o l-d a m p e n e d c lo th . A llo w to a ir d ry . W h e n re p la c in g th e w in d s h ie ld , u re th a n e a d h e s iv e P art N o. 9 6 3 6 0 6 7 o r E sse x S C D 5 5 1 .2 o r eq u iv a le n t m u st be u se d in o rd e r to m a in ta in o rig in a l in s ta lla tio n in te g rity . 3. A p p ly c le a r g la s s p r i m e r , E sse x S C D 4 3 5 .1 8 o r e q u iv a le n t a ro u n d th e e n tir e p e rim e te r o f g la ss ed g e. R e fe r to F ig . 1 0 -1 0 2 . 4. A p p ly

th e

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BODY

a d h e s iv e k it 9 6 3 6 0 6 7 o r E s s e x S C D 4 3 5 .2 0 o r e q u iv a le n t a r o u n d th e e n ti r e p e r i m e t e r o f th e g la s s e d g e . A llo w to d r y to to u c h ( a p p r o x im a te ly 10 m in u te s ). R e fe r to F ig . 1 0 -1 0 2 . 5. W ith th e a id o f a h e lp e r, lift th e g la ss in to th e o p e n in g . C a r r y th e g la ss w ith o n e h a n d on th e in s id e o f g la ss, a n d o n e h a n d on th e o u ts id e . A t th e w in d sh ie ld o p e n in g , se t th e g la ss in a h o riz o n ta l p o sitio n . W h ile o n e p a r tn e r h o ld s th e g la s s in th is p o sitio n , th e o th e r c a n r e a c h o n e a r m a ro u n d th e p illa r a n d s u p p o rt th e g la ss fro m th e in sid e , w h ile th e first p e rs o n a ss u m e s th e s a m e p o sitio n . W ith th e g la s s c e n te re d in th e o p e n in g , p la c e th e g la ss a g a in s t th e in s id e s u p p o r t m o ld in g , u se s m a ll r u b b e r b lo ck s to s u p p o r t th e g la s s in th e c o rr e c t p o sitio n . U se th e la s t screw on e ith e r sid e o f th e cow l g rille c o v er a s a g u id e fo r th e p o s itio n in g o f th e s e b lo c k s in th e w in d sh ie ld o p e n in g . B e s u re to c e n te r th e g la s s so th a t g a p s on o p p o site sid es a n d to p -to -b o tto m a re e q u a liz e d . T rim ru b b e r b lo c k s a s n e c e ss a ry . If th e s h o rt m e th o d is u se d , c h e c k re v e a l m o ld in g fit a n d c u t a w a y a d d itio n a l solidified u r e th a n e b a s e as n e c e ss a ry . S e e F ig . 1 0 -1 0 4 .

Fig. 10-103 Support Molding Installation

6. C u t th e tip o f th e a d h e siv e c a r tr id g e to m a k e a s m a ll o p e n in g o f a p p ro x im a te ly 3 /1 6 in c h . F ir s t, fill in b e h in d a n d a ro u n d s p a c e r b lo c k s w ith u re th a n e . 7. T h e n a p p ly a sm o o th , c o n tin u o u s b e a d o f u re th a n e . D ire c t th e flow o f u re th a n e d o w n in to g a p a s sh o w n in F ig . 1 0 -1 0 5 . T h e m a te r ia l s h o u ld fill th e g a p b e tw e e n th e g lass e d g e a n d th e s h e e t m e ta l. I f n e c e ss a ry , u se a fla t-b la d e d in s tr u m e n t to p a d d le m a te ria l in to p o sitio n . Be su re t h a t a d h e siv e c o n ta c ts th e e n tire e d g e o f th e g lass, a n d e x te n d s to fill th e g a p b e tw e e n th e g la ss a n d p rim e d s h e e t m e ta l o r so lid ified u r e th a n e b a s e fro m th e o rig in a l in s ta lla tio n . 8. S p ra y a m is t o f w a te r o n to th e u re th a n e . T h is a d h e siv e is m o is tu r e c u r in g . W a t e r w ill a s s is t in th e

Fig. 10-104 Windshield Installation

BODY

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to th e e x te r io r w in d s h ie ld re v e a l m o ld in g a re a . I f b u b b le s a p p e a r a t th e w in d s h ie ld a re a , a w a te r le a k e x is ts in th e u r e t h a n e s e a l. A m in o r le a k c a n b e r e p a ire d w ith th e a d d itio n o f u r e th a n e a d h e s iv e (K it N o . 9 6 3 6 0 6 7 ' E s s e x S C D 4 3 5-20 o r e q u iv a le n t) .

A-A Fig. 10-105 Adhesive Material Application c u rin g p ro cess. D ry th e a r e a w h e re th e re v e a l m o ld in g w ill c o n ta c t th e g la ss a n d th e b o d y . 9. T o in s ta ll th e o u ts id e re v e a l m o ld in g s. I f new m o ld in g s a r e in s ta lle d , re m o v e th e p ro te c tiv e ta p e c o v e rin g th e b u ty l a d h e siv e on th e u n d e rs id e o f th e m o ld in g . I f th e o rig in a l m o ld in g s a r e re u s a b le , re m o v e a n y ex cessiv e b u ty l o r u re th a n e . P u sh m o ld in g c a p s on to e ith e r en d o f o n e o f th e re v e a l m o ld in g s . P re s s th e m o ld in g re te n tio n lip in to th e u r e th a n e a d h e siv e a g a in s t th e e d g e o f th e w in d sh ie ld a s sh o w n in F ig . 1 0 -1 0 6 ta k in g c a r e to s e a t th e m o ld in g in th e c o rn e rs. B e s u re th e lip fu lly c o n ta c ts th e a d h e siv e a ll a ro u n d a n d t h a t th e g a p is e n tire ly c o v e re d by th e c ro w n o f th e m o ld in g . S lid e m o ld in g c a p s in to p o s itio n b e tw e e n m o ld in g s c o n n e c tin g th e m . U se ta p e to h o ld th e m o ld in g d o w n in th e c o rr e c t p o sitio n a g a in s t th e b o d y a n d g la ss u n til th e a d h e siv e c u re s . 10. In s ta ll w ip e r a rm s , a n d c le a n u p s u rro u n d in g a re a s as re q u ire d . V e h ic le s h o u ld n o t b e d riv e n a n d r e m a in a t ro o m t e m p e r a t u r e fo r s ix h ou rs to a llo w p r o p e r c u r e o f a d h e siv e . 11. W a te r le a k te s t th e v eh ic le . I f a le a k is fo u n d , re f e r to W in d s h ie ld W a te r le a k C o rre c tio n p ro c e d u re .

W IN D S H IE L D W A T E R L E A K C O R R E C T IO N W ith th e u r e th a n e b o n d e d g la s s o n th e G m o d e l, w a te r le a k s c a n b e c o r r e c te d w ith o u t th e re m o v a l o f th e re v e a l m o ld in g s o r g la s s fro m in s id e th e v e h ic le . R e m o v a l o f th e g a rn is h a n d s u p p o r t m o ld in g w ill e x p o s e th e u r e th a n e b o n d fro m th e g la s s to th e b o d y . R e fe r to F ig u re 10-106. It is n o t n e c e s s a r y to re m o v e th e p la s tic re v e a l m o ld ­ ing to c o r r e c t w a te r le a k s in m o s t c a s e s . 1. To lo c a te th e s o u r c e o f a w a te r le a k , re m o v e th e w in d s h ie ld g a rn is h m o ld in g if s o e q u ip p e d , fro m th e in s id e o f th e v e h ic le . 2. R e m o v e th e w in d s h ie ld s u p p o r t m o ld in g , F ig u r e 10, fro m th e in s id e o f th e v e h ic le w ith o u t re m o v in g th e w in d s h ie ld . 3. L o c a te th e p is to n o f th e w a te r le a k b y a p p ly in g lo w a ir p r e s s u r e to th e u re th a n e se a l a r o u n d in s id e o f th e w in d s h ie ld w h ile w a te r o r a s o a p y s o lu tio n is s p r a y e d

To a p p ly s e a le r in th e w in d s h ie ld r e v e a l m o ld in g a n d u r e th a n e a r e a , u s e a h e a t g u n to w a rm th e a r e a slig h tly a n d th e n c a re fu lly m o v e th e p la s tic re v e a l m o ld in g w ith a flat b la d e d to o l s u ffic ie n tly to a llo w th e s e a le r to b e in s e r te d in th e le a k a re a . 4. W a te r m a y b e le a k in g th r o u g h a p in c h w e ld s e a m in th e to p o f th e w in d s h ie ld o p e n in g b e c a u s e o f s e a le r v o id s in th e f r o n t r o o f d rip ra il a n d n o t th e u r e th a n e b o n d . To d e te r m in e if a w a te r le a k e x is ts in th e r o o f d rip ra il se a le r, re m o v e o n e s u n v is o r a ss e m b ly . A p p ly lo w p r e s ­ su re a ir th r o u g h th e s u n v is o r a s s e m b ly o p e n in g a n d a t th e s a m e tim e , a p p ly w a te r o r a s o a p y s o lu tio n to th e e x te r io r r o o f d rip ra il a re a . I f a le a k e x is ts in th is a r e a , b u b b le s s h o u ld a p p e a r in th e w a te r b e in g a p p lie d to th e o u ts id e r o o f d rip ra il a re a . In th e s e in s ta n c e s th e r o o f d rip ra il s h o u ld in itia lly b e p r e p p e d w ith a c le a n e r (s u c h a s is a v a ila b le fro m K e n t P a r t N o . 32180 o r D o m in io n S u re S e a l P a r t N o . B .S .S .) . T h e n jo i n t a n d s e a m s e a le r, w h ic h c a n la te r b e p a in te d (s u c h a s is a v a ila b le fro m K e n t N o . 32130 o r D o m in i o n S u r e S e a l P a r t N o . C .S .C .) , s h o u ld b e a p p lie d .

W IN D S H IE L D REVEAL M O L D IN G — R H

TO P C E N TE R ETCH M ARK

W IN D S H IE L D

W IN D S H IE L D REVEAL M O L D IN G — L H ~

REVEAL M O L D IN G

O U T S ID E E D G E O F W IN D S H IE L D G L A S S

W IN D S H IE L D S U P P O R T M O L D IN G

W IN D S H IE L D RABBET AREA

U R E T H A N E A D H E S IV E R E T E N T IO N LIP~

REVEAL M O L D IN G CAP

REVEAL M O L D IN G RH

W IN D S H IE L D FRAM E A S S Y

C E N T E R L IN E O F G LASS

W IN D S H IE L D GLASS A SSY

REVEAL M O L D IN G — LH

Fig. 10-106 Reveal Molding Installation

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BODY

B -0

Fig. 10-108--Body Window Glass

Fig. 1 0 -1 0 7 --Support Molding and Adhesive ij5. U sin g w a rm o r h o t w a te r, leak te s t to a s s u re th a t th e le a k h a s b een c o rre c te d .

6. In s ta ll th e s u p p o r t m o ld in g im m e d ia te ly .

S W IN G O U T W I N D O W * A D H E S IV E T O W E A T H E R S T R IP A N D P IN C H W E L D Replacement 1. S w in g o u t th e w in d o w . S e e fig u re 1 0 -1 0 9 . 2. R e m o v e sc re w s re ta in in g la tc h to b o dy . 3. R e m o v e w in d o w b y s w in g in g g la s s o u t, s e p a r a ti n g a ss e m b ly a t h in g e . 4. R e m o v e la tc h fro m g la ss by tw is tin g a n d p u llin g o u t. 5. R e v e rse re m o v a l p ro c e d u re to in s ta ll sw in g o u t w in d o w .

L A T C H S W IN G O U T W I N D O W Replacement 1. S w in g o u t th e w in d o w . 2. R e m o v e la tc h to b o d y a tta c h in g sc re w s. 3. T w is t a n d p u ll la tc h to re m o v e fro m g la ss.

Fig. 1 0 -1 0 9 '--Swingout Window

4. R e v e rse a b o v e ste p s fo r in s ta lla tio n .

FRONT DOOR D O O R A DJUSTM ENTS D o o rs c a n b e a d ju s te d fo r a lig n m e n t o f c le a ra n c e in th e c a b d o o r o p e n in g , a n d fo r p ro p e r la tc h in g . D o o r a lig n m e n t a d ju s tm e n ts a r e m a d e a t th e s tr ik e r b o lt, a n d a t d o o r h in g e s. T h e d o o r, w h en p ro p e rly lo c a te d in d o o r o p e n in g , w ill h a v e e q u a l c le a ra n c e a ro u n d its p e rim e te r. T h e d o o r sh o u ld be a d ju s te d in th e o p e n in g so th e e d g e o f th e d o o r a c ro s s th e to p a n d also a t th e lo ck sid e is p a ra lle l w ith th e b o d y o p e n in g as n e a rly as p ossible.

H in g e A d ju s t m e n t D o o r h in g e b o lt h o le s a re o v e rsiz ed to m a k e a d ju s tm e n t p o ssib le. A lig n m e n t a d ju s tm e n ts c a n b e m a d e b y lo o sen in g th e p ro p e r h in g e b o lts, a lig n in g d o o r to p ro p e r p o sitio n , a n d

tig h te n in g b o lts se c u re ly . S ee fig u re a d ju s tm e n ts .

1 0 -1 1 0 , fo r ty p ic a l

S tr ik e r B o lt A d ju s tm e n t W ith th e u se o f J -2 3 4 5 7 , sh o w n in fig u re 1 0 -1 1 1 , th e s trik e r b o lt c a n b e a d ju s te d in a n y o f th r e e w a y s. S e e fig u re 10 - 112 . 1. U p and d ow n-T o a d ju s t s tr ik e r u p o r d o w n , lo o sen b o lt, a d ju s t to c e n te r o f lo ck e n tr y , a n d tig h te n b o lt se c u re ly . T h is a d ju s tm e n t is im p o rta n t to a s s u re t h a t th e rig h t p ro p o rtio n o f d o o r’s w e ig h t w ill re s t on s tr ik e r b o lt w h e n d o o r is clo sed . I f b o lt is p o sitio n e d to o h ig h on p illa r, ra p id w e a r w ill o c c u r to th e lo c k c a m ; if to o low, a n e x tr a lo a d w ill b e p la c e d on d o o r h in g e s a s w ell as p u llin g d o o r d o w n w a rd a n d o u t o f a lig n m e n t.

BODY

10-45

3. A d ju s t d o o r a s o u tlin e d u n d e r " D o o r A d ju s t m e n t " . 4. T o rq u e b o lts to sp e c ific a tio n s. 5. In s ta ll h in g e ac c e ss h o le co v ers.

D O O R W E A T H E R S T R IP S u c c e ss o f w e a th e r s tr ip r e p la c e m e n t d e p e n d s e n tire ly u p o n th e q u a lity o f th e c e m e n t u se d a n d th e c a r e w ith w h ic h it is a p p lie d . A ll ru s t, ro a d d ir t a n d g re a s e o r oil m u s t be c o m p le te ly re m o v e d as sh o u ld all old c e m e n t a n d b its o f old w e a th e rs trip . A f te r re m o v in g all fo re ig n m a te ria l fro m d o o r o p e n in g s u r fa c e , w ip e d o w n w ith p re p so l o r its e q u iv a le n t. U se o n ly a g o o d q u a lity c e m e n t w h ic h is m a d e s p e c ia lly fo r w e a th e r s tr i p in s ta l la t io n , fo llo w in g th e m a n u f a c t u r e r ’s d ire c tio n s. P ro c e e d a s follow s: 1. O p e n d o o r a n d b lo c k o p e n . 2. R e m o v e sid e d o o r w e a th e rs trip . 3. R e m o v e u se d a d h e siv e fro m d o o r w ith a d h e siv e o r c e m e n t re m o v e r, a n d re m o v e a ll p la s tic n ails. 4. A p p ly a d h e siv e to d o o r. 2. In and O ut-T o a d ju s t s tr ik e r in a n d o u t, lo o sen b o lt, a d ju s t h o riz o n ta lly to m a tc h th e d o o r s u r fa c e to th e b o d y su rfa c e , a n d tig h te n b o lt se c u re ly .

5. P o sitio n w e a th e r s tr ip by lo c a tin g p a r t n u m b e r a t to p o f v e n t w in d o w , m a k in g s u re t h a t p la s tic n a ils a lig n w ith h o les in d o o r.

3. F orw ard and R e a rw a rd -T o m a k e th is a d ju s tm e n t, loosen s trik e r b o lt, sh im to d e sire d p o sitio n , a n d tig h te n b o lt se c u re ly .

6. In s ta ll w e a th e r s tr ip by p re s sin g e a c h n a il in to th e d o o r.

DOOR HINGE Remove

T R IM P A N E L , A R M REST A N D H A N D L E S Removal 1. R e m o v e scre w s re ta in in g a rm re s t to tr im p a n e l.

1. R e m o v e h in g e ac c e ss h o le c o v er fro m d o o r h in g e p illa r. 2. I f re m o v in g o n e h in g e , s u p p o r t d o o r in s u c h a m a n n e r t h a t w e ig h t is ta k e n o ff o th e r h in g e , a n d t h a t th e d o o r w ill n o t m ove. 3. R e m o v e h in g e scre w s fro m b o th b o d y a n d fro m d o o r a n d re m o v e h in g e . S e e fig u re 1 0 -1 1 0 . Installation

2. R e m o v e d o o r a n d w in d o w h a n d le s w ith T ool J-9 8 8 6 -0 1 a n d p u ll fro m s h a ft. 3. R e m o v e tr im p a n e l scre w s a n d re m o v e p a n e l. I f p la s tic w a te r sh ie ld seal is d a m a g e d , re p la c e seal. Installation 1. In s ta ll tr im p a n e l.

1. In s ta ll h in g e to d o o r a n d b o d y . S n u g b o lts. 2. R e m o v e d o o r su p p o rts.

Fig. 10-111 --Loosening Striker Bolt

2. I n s ta ll a r m r e s t. I n s ta ll d o o r a n d w in d o w h a n d le w a sh e rs a n d h a n d le s .

Fig. 10-112--Typical Striker Bolt Adjustment

10-46

BODY

filler a w a y fro m g la s s) e v e n ly o v er th e e d g e o f th e g lass w h ich w ill fit in th e c h a n n e l. T h e e x tra filler e x te n d in g b e y o n d th e r e a r e d g e o f th e g la ss sh o u ld b e p in c h e d to g e th e r to h o ld it in p la c e d u rin g g lass in s ta lla tio n . O n e s id e o f th is fille r ( t h e o u ts id e o f th e ro ll) is s o a p s to n e d . T h is is th e sid e w h ic h goes in to th e m e ta l c h a n n e l. 4. B ru sh th e in sid e o f th e m e ta l g la s s c h a n n e l fre e ly w ith o rd in a ry e n g in e oil. T h is w ill e n a b le th e g la ss a n d filler to slid e fre e ly in to th e c h a n n e l. G la s s sh o u ld b e in s ta lle d so t h a t r e a r e d g e is p a ra lle l to th e d iv isio n p o st. A llo w fu ll c u re b e fo re w a te r te s tin g . Installation R e p la c e th e d o o r w in d o w g la ss a n d re g u la te to th e full d o w n p o sitio n b e fo re in s ta llin g th e d o o r v e n tila to r a sse m b ly . 1. L o w e r th e v e n tila to r a ss e m b ly in to th e d o o r fra m e . C e n te r in to p o sitio n . 2. M a k e c e r t a in th e r u b b e r lip is p o s itio n e d b e fo r e tig h te n in g screw s. 3. S lid e d o o r g la s s f o r w a r d c h a n n e l.

e n g a g in g

g la s s in v e n t

4. R e in s ta ll a ll sc re w s a n d tig h te n . 5. In s ta ll a n d tig h te n th e th r e e sc re w s a t th e u p p e r fro n t o f th e d o o r. Adjustment 1. A d ju s t th e v e n ti la t o r a d ju s ti n g n u t by t u r n in g clo c k w ise to in c re a se o p e ra tin g te n s io n , as sh o w n in fig u re 1 0 -1 1 5 . F ig . 1 0 - 1 1 3 -C h a n n e l, Run a nd V en tilato r Assembly

2. A f te r m a k in g a d ju s tm e n t b e n d ta b s o v er th e h ex n u t. 3. In s ta ll tr im p a n e l.

DOOR VENTILATOR ASSEMBLY

4. In s ta ll d o o r a n d w in d o w r e g u la to r h a n d le s .

Removal T h e c h a n n e l b e tw e e n th e d o o r w in d o w g la ss a n d d o o r v e n t is re m o v e d as p a r t o f th e v e n t a sse m b ly . 1. R e g u la t e th e d o o r w in d o w g la s s to th e fu ll d o w n p o sitio n . 2. R e m o v e d o o r a n d w in d o w h a n d le s w ith T o o l J - 9 8 8 6 - 0 1 .

DOOR W IN D O W ASSEMBLY Replacement 1. C o m p le te ly lo w er g la ss to b o tto m o f d o o r. 2. R e m o v e d o o r a r m re s t, tr im p a d a n d w a te r sh ie ld s. 3. M a s k o r c o v e r u p p e r p o rtio n o f d o o r w in d o w fra m e .

3. R e m o v e tr im p a n e l a n d w a te r sh ie ld s. 4. R e m o v e r e a r w in d o w ru n c h a n n e l screw s. 5. S lid e d o o r v e n tila to r.

w in d o w

g la s s

re a rw a rd

aw ay

fro m

6. R e m o v e th r e e scre w s a t th e u p p e r fro n t o f th e d o o r a n d lo w er fo rw a rd c h a n n e l sc rew , as sh o w n in fig u re 10 113. 7. P u ll th e u p p e r p o rtio n o f th e v e n tila to r re a r w a rd . 8. T u r n th e v e n t a ss e m b ly 9 0 ° a n d c a re fu lly re m o v e by g u id in g u p a n d o u t, a s sh o w n in fig u re 1 0 -1 1 4 . Ventilator Glass Replacement 1. U sin g a n oil c a n o r sim ila r m e a n s , s q u irt p re p so l on th e g lass filler all a ro u n d th e g la s s c h a n n e l o r fr a m e to s o fte n th e o ld seal. W h e n th e se a l h a s so fte n e d , re m o v e th e g la ss fro m th e c h a n n e l. 2. T h o ro u g h ly c le a n th e in sid e o f th e g la ss c h a n n e l w ith s a n d p a p e r , re m o v in g all ru s t, e tc . 3. U sin g new g la ss c h a n n e l filler, c u t th e p ie c e to be in s ta lle d tw o in c h e s lo n g e r th a n n e c e s s a r y fo r th e c h a n n e l. P la c e th is p ie c e o f filler (s o a p sto n e d sid e o f

Fig. 10-114--Removing Ventilator

BODY

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W IN D O W REGULATOR - POWER In th e c a s e t h a t w in d o w w ill n o t o p e r a t e , c h e c k e le c tr i c a l c o n n e c tio n s firs t. F ig u r e 1 0 -1 1 8 i l lu s tr a t e s lo c a tio n o f ju n c tio n s , sw itc h , re la y a n d c ir c u it b re a k e r. Replacement CAUTION: Electrical connectors must be removed from w in do w lift motor before performing any operation on the regulator, or personal injury could occur. 1. D isc o n n e c t b a tt e r y g ro u n d c a b le . 2. R e m o v e d o o r tr im p a n e l. 3. D is c o n n e c t h a rn e s s fro m re g u la to r . 4. R e m o v e sc re w s se c u rin g re g u la to r to in n e r p a n e l. 5. P u sh r e g u la to r o u t o f d o o r o p e n in g w h ile h o ld in g re a r o f a s s e m b ly , th e n slid e a ss e m b ly to th e n o tc h e s in th e c a r r ie r c h a n n e l a n d o u t th r o u g h th e d o o r acc e ss h o le.

4. R e m o v e v e n tila to r a s s e m b ly a s p re v io u sly o u tlin e d . 5. R a is e w in d o w u n til r e g u la to r a rm s a re level w ith a c c e ss h o le in doo r. 6. S lid e g lass fo rw a rd u n til fro n t ro lle r is in lin e w ith n o tc h in sa sh c h a n n e l. D is e n g a g e ro lle r fro m c h a n n e l. S e e fig u re 1 0 -1 1 6 . 7. P u sh w ind o w fo r w a rd a n d ti lt fro n t p o rtio n o f w in d o w u p u n til r e a r ro lle r is d is e n g a g e d . 8. P u t w indo w a ss e m b ly in n o rm a l p o sitio n (le v e l) a n d ra is e s tr a ig h t u p a n d o u t. 9. R e v e rs e ab o v e p ro c e d u re fo r in s ta lla tio n .

DOOR W IN D O W ADJUSTMENT T o p e rf o rm th e a d ju s tm e n ts liste d , th e d o o r tr im p a n e ls m u s t b e re m o v e d . Glass Height (Fig. 10-116) L o o sen th e b o lt a n d a d ju s t th e s to p a ss e m b ly lo c a te d a b o v e th e r e g u la to r s p ro c k e t so t h a t th e g la ss h e ig h t in th e lo w e re d p o sitio n is flu sh w ith th e to p o f th e sill, th e n tig h te n sto p a s s e m b ly b o lt. Regulator Raising and Lowering Effort (Fig. 10-109) T h e lo w er b o lt on th e r u n c h a n n e l a ss e m b ly p ro v id e s fo re a n d a f t m o v e m e n t to e a s e r e g u la to r e ffo rt.

W IN D O W REGULATOR - M A N U A L Replacement 1. W in d w in d o w a ll th e w ay u p . 2. R e m o v e in sid e d o o r h a n d le s w ith T o o l 5 - 1191 . 3. R e m o v e d o o r tr im p a d . 4. R e m o v e sc re w s s e c u rin g r e g u la to r to in n e r p a n e l. 5. P u s h re g u la to r o u t o f d o o r o p e n in g w h ile h o ld in g r e a r o f a ss e m b ly , th e n slid e a ss e m b ly to th e n o tc h e s in th e c a r r ie r c h a n n e l a n d o u t th r o u g h th e d o o r a c c e ss h o le. 6. In s ta ll r e g u la to r in re v e rse o rd e r o f re m o v a l, lu b r ic a te re g u la to r g e a rs w ith lu b r ip la te o r e q u iv a le n t.

C AUTION: Step 6 must be perform ed w h en regulator is removed from door. The regulator lift arms are under tension from the counterbalance spring and can cause serious injury if the motor is removed w ith o u t locking the sector gear in position. 6. D rill a h o le th r o u g h th e re g u la to r s e c to r g e a r a n d b a c k p la te . D O N O T d rill h o le c lo se r th a n 1 /2 " (1 2 .7 m m ) to e d g e o f s e c to r g e a r o r b a c k p la te . In s ta ll a p a n h e a d sh e e t m e ta l ta p p in g sc re w (N o . 10 - 12 x 3 /4 ) in d rille d h o le to lo ck s e c to r g e a r in p o sitio n . 7. R e m o v e m o to r to r e g u la to r a tta c h in g screw s. 8. R e m o v e m o to r fro m re g u la to r. 9. P rio r to in s ta lla tio n , lu b r ic a te th e m o to r d riv e g e a r a n d re g u la to r se c to r te e th . T h e lu b r ic a tio n u se d m u s t b e c o ld w e a th e r a p p ro v e d to a m in im u m o f m in u s 2 0 ° f a h r e n h e it (-2 9 ° C ). 10. In s ta ll re g u la to r m o to r to r e g u la to r . M a k e su re th e m o to r p in io n g e a r te e th m e sh p ro p e rly w ith th e se c to r g e a r te e th b e fo re in s ta llin g th e th r e e m o to r a tta c h in g screw s.

10-48

BODY

F ig . 1 0 - 1 1 7 --P o w e r W in d o w a nd Pow er D oor Lock W irin g 11. R e m o v e sc re w lo ck in g s e c to r g e a r in a fixed p o sitio n . 12. In s ta ll r e g u la to r in re v e rse o r d e r o f re m o v a l, lu b r ic a te r e g u l a to r g e a r s a n d r o lle r s w ith l u b r ip l a te o r e q u iv a le n t.

DOOR LOCK-FIGURE 10-118 Removal 1. R a is e w in d o w . LOCK

2. R e m o v e in sid e h a n d le s w ith T o o l J - 9 8 8 6 - 0 1 . 3. R e m o v e tr im p a n e l. 4. R e m o v e d o o r lock k n o b . 5. F ro m o u ts id e th e d o o r re m o v e sc re w s re ta in in g lo ck to d o o r e d g e a n d lo w er th e lo ck a ss e m b ly . 6. R e m o v e sc re w s re ta in in g re m o te c o n tro l. 7. R e m o v e sc re w s se c u rin g g la s s ru n g u id e c h a n n e l. 8. R e m o v e lo ck , p u sh b u tto n ro d a n d re m o te c o n tro l rod a s a n a ss e m b ly . Installation 1. T r a n s f e r re m o te ro d w ith c lip to new lo ck .

Rod and clip must be i;o lock asm before lock asm is installed to door.

2. C o n n e c t re m o te d o o r h a n d le ro d to lo ck a f te r lo ck is p o sitio n e d . 3. S e c u re lo ck sc rew s a n d g la s s ru n g u id e c h a n n e l. 4. S e c u re re m o te h a n d le .

F ia . 1 0 - 1 1 8 -L o c k a nd Remote C ontrol Assembly 59 7

5. C h e c k a ll re in s ta llin g , T A n j 6. In s ta ll d o o r

c o n tr o ls fo r p ro p e r tr im a n d h a n d le s . . , , , lock k n o b .

o p e r a t io n

b e fo r e

BODY

10-49

2. R e m o v e b o lts se c u rin g re m o te c o n tro l to d o o r in n e r p a n e l. 3. P iv o t re m o te in b o a rd slig h tly , to d is e n g a g e c o n n e c tin g ro d , a n d re m o v e re m o te c o n tro l fro m d o o r. C o n n e c tin g ro d c a n b e re m o v e d a t th is p o in t by d is c o n n e c tin g s p rin g c lip fro m lock. 4. T o in s ta ll, re v e rse re m o v a l p ro c e d u re .

POWER DOOR LOCKS T h e p o w e r d o o r lo c k s y s te m in c o r p o r a te s a m o to r a c t u a t o r in e a c h d o o r w h ic h a c t u a t e s th e lo c k th r o u g h lin k a g e (fig. 1 0 -1 2 0 ). S e e F ig u re 1 0 -1 1 7 fo r sw itc h e s, re la y a n d w ire ro u tin g . Replacement 1. D isc o n n e c t b a tte r y g ro u n d c a b le . 2. R e m o v e d o o r tr im p a n e l to g a in a c c e ss to p o w e r d o o r lock m o to r. 3. D isc o n n e c t e le c tric a l c o n n e c to r fro m m o to r. 4. R e m o v e sc rew s a tta c h in g m o to r to d o o r in n e r p a n e l. 5. R e m o v e d o o r lo ck le v e r fro m ru b b e r m o u n t a t to p o f m o to r a c tu a to r a n d re m o v e m o to r th r o u g h a c c e ss hole. 6. T o in s ta ll, re v e rse ste p s 1 th r o u g h 5 a b o v e.

LOCK CYLINDER ASSEMBLY--FIG. 10-119 REMOTE CONTROL A N D C O N N E C T IN G

Replacement 1. R a is e d o o r w in d o w a n d rem o v e d o o r tr im p a d .

R O D -F ig . 10-118 Replacement 1. R a is e d o o r w in d o w a n d re m o v e d o o r tr im p a d .

2. W ith a sc re w d riv e r, o r o th e r s u ita b le to o l, slid e lock c y lin d e r r e ta in in g c lip (o n d o o r o u te r p a n e l) o u t o f e n g a g e m e n t a n d re m o v e lock c y lin d e r. 3. T o in s ta ll, re v e rse re m o v a l p ro c e d u re .

10-50

BODY

W IN D O W SW ITC H A S S E M B LY

MOTOR (PO W E R W IN D O W ) VIEW

SW ITC H C O N TA C T (DO O R)

SW ITCH C O N TA C T (PILLA R)

Fig. 10-120--Pc>wer Door Lock Actuators, Power W indow Motor, W iring and Switches

BODY

10-51

SLIDING SIDE DOOR D E S C R IP T IO N T h e w e ig h t o f th e slid in g sid e d o o r is s u p p o rte d by th e u p p e r r e a r h in g e - a n d -ro lle r a ss e m b ly , a n d by th e lo w er fro n t c a tc h - a n d - r o lle r a sse m b ly . T h e fro n t a n d re a r la tc h e s re ta in th e d o o r in th e lo c k e d p o s itio n , w h ile th e r e a r w e d g e a s s e m b ly re s tric ts d o o r v ib ra tio n on ro u g h ro a d su rfa c e s.

A DJU STM ENTS NOTICE: S e e N O T I C E on p a g e 1 o f th is s e c tio n re g a r d in g a ll slid in g d o o r fa s te n e rs a n d a d ju s tm e n ts fo u n d below . T h e sid e d o o r c a n be a d ju s te d fo r a lig n m e n t a n d /o r c le a ra n c e in th e b o d y o p e n in g a n d fo r p ro p e r la tc h in g . W h e n p ro p e rly p o sitio n e d in th e b o d y o p e n in g , th e d o o r s h o u ld h a v e e q u a l c le a r a n c e s a r o u n d its p e r im e te r . A d ju s tm e n ts fo r d o o r p o sitio n in g a n d p ro p e r la tc h in g c a n be m a d e a t th e lo c a tio n s sh o w n in fig u re 1 0 -1 2 1 .

Up and Down U p a n d d o w n a d ju s tm e n ts a r e p ro v id e d by m e a n s o f s lo tte d holes lo c a te d a t th e u p p e r fr o n t ro lle r, view B o f fig u re 1 0 -1 2 1 ; a t th e lo w er fro n t c a tc h -a n d -ro lle r , view D; a n d a t th e u p p e r r e a r h in g e - a n d -ro lle r a ss e m b ly , view A . T o re p o s itio n th e d o o r u p o r do w n ;

5. A d ju s t d o o r h o ld o p e n c a tc h b r a c k e t , r e a r w e d g e a ss e m b ly , r e a r la tc h s trik e r , u p p e r fro n t ro lle r a n d fro n t la tc h s trik e r a s o u tlin e d la te r in " A d ju s tm e n ts ".

Fore and A ft F o re a n d a f t a d ju s tm e n t is p ro v id e d a t th e u p p e r re a r h in g e s tr ik e r b y m e a n s o f a slo tte d b r a c k e t m o u n te d to th e b o d y , v iew A o f fig u re 1 0 -1 2 1 . 1. P a r tia lly o p en d o o r a n d re m o v e fr o n t la tc h s tr ik e r a n d r e a r lo ck s trik e r. 2. L o o sen r e a r w e d g e a ss e m b ly . 3. R e m o v e u p p e r r e a r tr a c k co v er. 4. L o o sen u p p e r r e a r h in g e s trik e r. 5. M o v e d o o r a ss e m b ly fo rw a rd o r r e a r w a r d , th e n tig h te n s tr ik e r b o lts to sp e c ific a tio n s. 6. R e in s ta ll u p p e r r e a r tr a c k co v er. 7. R e in s ta ll fro n t a n d r e a r la tc h s trik e rs . 8. A d ju s t la tc h s t r ik e r s a n d r e a r w e d g e a s s e m b ly a s o u tlin e d below .

Latch Striker Adjustments Front Striker 1. L o o sen fr o n t la tc h s tr ik e r sc re w s, view C o f fig u re 10-

121 .

1. P a rtia lly o p en d o o r a n d lo o sen fro n t la tc h s tr ik e r on p illa r.

2. V isu a lly a lig n la tc h -to -s trik e r r e la tio n s h ip a n d a d ju s t if n e c e ss a ry .

2. R e m o v e u p p e r r e a r h in g e co v e r, sh o w n in fig u re 10-

3. S lid e d o o r slo w ly to w a rd s trik e r. T h e g u id e on th e d o o r, ju s t a b o v e th e la tc h , m u s t fit sn u g ly w ith in th e ru b b e r lin e d o p e n in g on th e s tr ik e r a ss e m b ly .

122 . 3. L o o sen u p p e r r e a r h in g e -to -d o o r b o lts. 4. L o o sen r e a r lo c k s tr ik e r a n d d o o r w e d g e a sse m b ly .

4. A s s u re t h a t th e la tc h e n g a g e s fu lly in to th e s trik e r . A d d o r d e le te sh im s b e h in d th e s trik e r a s n e c e ss a ry .

5. A lig n r e a r e d g e o f d o o r u p o r d o w n , th e n tig h te n u p p e r r e a r h in g e -to -d o o r b o lts to sp e c ific a tio n s.

5. T ig h te n s tr ik e r sc re w s to sp ecifie d to rq u e .

6. L o o sen u p p e r fr o n t ro lle r b ra c k e t-to -d o o r b o lts. 7. P a r tia lly c lo se d o o r a n d a lig n fro n t e d g e o f d o o r u p o r d o w n b y lo o s e n in g f r o n t lo w e r h in g e - to - d o o r b o lts . W h e n d o o r is c o rre c tly p o sitio n e d , tig h te n b o lts to sp e c ific a tio n s. 8. P o sitio n u p p e r fro n t ro lle r in c e n te r o f tr a c k , th e n tig h te n ro lle r b ra c k e t to d o o r. 9. A d ju s t fro n t a n d r e a r s trik e rs a n d r e a r w e d g e a ss e m b ly a s o u tlin e d in th e ir re s p e c tiv e p ro c e d u re s la te r in th is se c tio n .

In a n d O u t F ro n t in a n d o u t a d ju s tm e n ts a re p ro v id e d by m e a n s o f a n a d ju s ta b le lo w er ro lle r m o u n tin g b ra c k e t, view D o f fig u re 1 0 -1 2 1 , a n d b y a slo tte d u p p e r b ra c k e t, view B o f fig u re 1 0 -1 2 1 . R e a r in a n d o u t a d ju s tm e n t is p ro v id e d by a d ju s tin g th e r e a r la tc h s trik e r , view E o f fig u re 1 0 -1 2 1 . T o p o sitio n th e d o o r in o r o u t: 1. L o o sen fr o n t la tc h s trik e r . 2. L o o sen u p p e r fr o n t ro lle r fro m its b ra c k e t. 3. L oosen lo w er fro n t ro lle r b ra c k e t-to -a rm b o lts. 4. A d ju s t fro n t o f d o o r in o r o u t, th e n tig h te n b o lts to sp e c ific a tio n s.

Rear Striker 1. L o o sen s tr ik e r w ith J -2 3 4 5 7 . 2. L o o sen r e a r w ed g e a ss e m b ly . 3. C e n te r th e s trik e r v e rtic a lly to d o o r s tr ik e r o p e n in g . 4. A d ju s t th e s trik e r la te r a lly to m a tc h o u te r p a n e l to th e b o d y p a n e l su rfa c e s , view E o f fig u re 1 0 -1 2 1 . 5. A p p ly g re a s e to th e s trik e r . 6. G e n tly p u sh th e d o o r in u n til th e re a r lo ck c o n ta c ts th e s tr ik e r e n o u g h to m a k e a n im p re ssio n in th e g re a s e . 7. O p e n th e d o o r a n d m e a s u re th e d is ta n c e fro m th e r e a r o f th e s tr ik e r h e a d to th e im p re ssio n . T h e d is ta n c e sh o u ld be b e tw e e n .20 in ch (5 m m ) a n d .30 in c h (8 m m ). R e fe r to view E o f fig u re 1 0 -1 2 1 . 8. A d ju s t p o sitio n o f s trik e r by a d d in g o r d e le tin g sh im s b e tw e e n th e s tr ik e r a n d th e p illa r. 9. A d ju s t r e a r w e d g e a ss e m b ly a s o u tlin e d la te r in th is se c tio n , a n d to r q u e a ll fa s te n e rs to sp e c ific a tio n s.

Upper Rear Hinge-To-Striker Adjustm ent NOTICE: I f d o o r h a s b e e n re m o v e d a n d is b e in g re in s ta lle d , a d ju s t s trik e r-to -lo w e r h in g e lev er b e fo re clo sin g d o o r. F a ilu re to do so m a y c a u s e p o ssib le lev er b re a k a g e .

The upper rear hinge must be positioned as shown in

10-52

BODY

STRIKER

FO R E -A N D -A FT ADJUSTMENT SLOTS

ka! . U P -A N D -D O W N ADJUSTMENT SLOTS

CENTER ROLLER VERTICALLY IN TRACK SO IT DOES N O T CONTACT THE TRACK --------IN FULL OPEN (~ OR FULL ■ . JJ CLOSED * I I PO SITIO N

UPPER REAR HINGE-AND-ROLLER SECTION B-B

TOP VIEW UPPER LEVER.

U P -A N D -D O W N / ADJUSTMENT SLOTS

.LO W ER LEVER

STRIKER,

UPPER F R O N T \1IN -A N D -O U T ROLLER ASSEMBLY) a d -> u s tm e n t; FRONT LATCH STRIKER

FACE VIEW

GUIDE

IN -A N D -O U T ADJUSTMENT

U P -A N D -D O W N ADJUSTMENT

RUBBER-" C USH IO N LATCH

SECTION C-C LOWER ROLLERS C AND CATCH ASM

REAR I REAR LATCH WEDGE il STRIKER ASSEMBLY

SECTION E-E I

Fig. 10-121 --Sliding Side Door Adjustment Locations

HOLD-OPEN & CATCH

BODY

10-53

2. A d ju s t c a t c h - t o - s t r i k e r e n g a g e m e n t b y s lid in g th e b r a c k e t la te ra lly . C a tc h sh o u ld fu lly e n g a g e s trik e r.

Rear W ed g e Assembly Adjustm ent 1. L o o se n sc rew s a tta c h in g r e a r w e d g e a ss e m b ly to th e b o d y p illa r, th e n clo se th e d o o r to th e fu lly la tc h e d p o sitio n . 2. C e n te r th e w ed g e a s s e m b ly on th e d o o r w e d g e , as sh o w n in fig u re 1 0 -1 2 4 , a n d s c rib e a lin e a ro u n d th e w e d g e a ss e m b ly . 3. O p e n th e d o o r, a n d m o v e th e w e d g e a s s e m b ly 3 /1 6 in c h .

FRONT LATCH ASSEMBLY Removal 1. R e m o v e tr im p a n e l, if so e q u ip p e d . 2. R e m o v e a c c e ss co v er. 3. U n sc re w d o o r lo ck k n o b fro m ro d . F ig . 1 0 - 1 2 2 --H inge C over v iew A o f fig u re 10 -1 2 1 , in o rd e r to in s u re p ro p e r la tc h in g . 1. T h e h in g e lo w e r le v e r m u s t c o n ta c t th e s trik e r a t le a s t .06 in c h ab o v e th e lo w er e d g e o f th e s trik e r ta n g .

4. D isc o n n e c t th e fo llo w in g ro d s fro m la tc h , sh o w n in fig u re 1 0 -1 2 5 . a. R e a r la tc h ro d s. b. L o c k c y lin d e r ro d . c. D o o r lock ro d . 5. R e m o v e d o o r h a n d le .

2. T h e lo w er lev e r m u s t e x te n d a t le a s t .10 in c h (2 .5 m m ) o u tb o a r d o f th e s t r i k e r ta n g . A d d o r d e le te s h im s b e tw e e n th e s trik e r a n d th e b o d y a s n e c e ss a ry .

6. R e m o v e scre w s re ta in in g la tc h a ss e m b ly to d o o r.

3. I f n e c e ss a ry to sh im ro lle r a w a y fro m g u id e , sh im s a re a d d e d b e tw e e n th e n y lo n b lo c k a n d h in g e a n d b e tw e e n ro lle r a n d h in g e . T h e y m u s t b e in s ta lle d in p a irs. F o r e x a m p le , if o n e sh im is a d d e d b e h in d th e n y lo n b lo c k a n o th e r m u s t be a d d e d b e h in d th e ro lle r.

8. R e m o v e la tc h a ss e m b ly fro m d o o r.

Door H old-O pen Catch Adjustm ent T h is c a tc h , m o u n te d on th e lo w er fro n t ro lle r b ra c k e t, h o ld s th e d o o r in th e fu ll o p en p o sitio n . S e e fig u re 1 0 -1 2 3 . T h e c a tc h e n g a g e s a s tr ik e r in s ta lle d a t th e r e a r o f th e lo w er ro lle r c h a n n e l, view D o f fig u re 1 0 -1 2 1 . 1. L o o sen th e scre w s re ta in in g th e c a tc h ro d b ra c k e t to b o tto m o f d o o r.

Fig. 10-123--Hold-Open Catch

7. S lid e la tc h re a r w a r d a n d lift fr o n t o f la tc h . D isc o n n e c t ro d le a d in g to lo w er h in g e d o o r c a tc h by p u sh in g ro d o u t o f h o le a n d r o ta tin g ro d c le a r o f la tc h .

Installation 1. I n s ta ll la tc h a s s e m b ly in to d o o r b y w o rk in g la t c h a ss e m b ly b e h in d th e lo w e r h in g e d o o r c a tc h . 2. C o n n e c t lo w e r h in g e d o o r c a tc h , lo ck c y lin d e r ro d , d o o r lo ck ro d , a n d b o th r e a r la tc h ro d s. 3. I n s ta ll la t c h a s s e m b ly - to - d o o r T o rq u e to sp e c ific a tio n s.

a tta c h in g

s c re w s .

4. In s ta ll d o o r lo ck k n o b a n d d o o r h a n d le . 5. In s ta ll a c c e ss c o v e r a n d tr im p a n e l.

Fig. 10-124--Adjusting the Rear Wedge Assembly

10-54

BODY

Fig. 1 0 -1 2 5 --Sliding Door Front Latch 6. A d ju s t d o o r f r o n t s t r i k e r a s o u tlin e d e a r l ie r u n d e r " A d ju s tm e n ts " .

REAR LATCH A N D /O R LATCH A C TU A TIN G RODS

1. C o n n e c t ro d s to la tc h a n d in s ta ll la tc h to d o o r. T o rq u e scre w s to sp e c ific a tio n s. 2. C o n n e c t ro d s to fro n t la tc h a ss e m b ly . 3. I n s ta ll a c c e ss c o v ers a n d tr im p a n e ls ( if so e q u ip p e d ).

Removal

4. A d ju s t r e a r la t c h s t r ik e r a s o u tlin e d e a r l i e r u n d e r " A d ju s tm e n ts " .

1. R e m o v e tr im p a n e l ( i f so e q u ip p e d ). 2. R e m o v e fr o n t la tc h a ss e m b ly ac c e ss co v er. 3. D isc o n n e c t r e a r la tc h ro d s fro m fr o n t la tc h a ss e m b ly , sh o w n in fig u re 1 0 -1 2 5 . 4. R e m o v e r e a r la tc h a tta c h in g sc re w s. S e e fig u re 126.

IQ-

5. S lid e r e a r la tc h to w a rd fro n t of d o o r u n til ro d c lip s b e c o m e ex p o sed . D is c o n n e c t ro d c lip s a n d re m o v e la tc h fro m d o o r. Installation

UPPER REAR HINGE Removal 1. R e m o v e th e h in g e c o v er a n d r e a r tr a c k co v er. S e e fig u re s 1 0 -1 2 2 a n d 1 0 - 1 2 7 . 2. O p e n th e d o o r. 3. D ise n g a g e sp rin g fro m b o lt, u sin g a sp rin g re m o v a l too l. 4. C lo se th e d o o r. 5. R e m o v e th e h in g e a ss e m b ly . Installation W h e n h o ld in g h in g e a ss e m b ly as in fig u re 1 0 -1 2 9 , th e lo w er la tc h m u s t e n g a g e c a m . 1. I n s ta ll h in g e sp e c ific a tio n s.

a s s e m b ly

to

d o o r. T o r q u e

b o lts

to

2. C h e c k a n d a d ju s t la tc h to s tr ik e r p o sitio n as o u tlin e d u n d e r " A d ju s tm e n ts " . 3. O p e n th e d o o r a n d re c o n n e c t th e h in g e sp rin g . 4. In s ta ll th e r e a r tr a c k c o v er a n d h in g e co v er. 5. C h e c k th e o p e ra tio n o f th e d o o r h in g e .

STRIKERS T h e fro n t a n d r e a r s trik e r s a r e sh o w n in fig u re 1 0 -1 2 1 . T h e r e a r s trik e r c a n b e re m o v e d w ith J -2 3 4 5 7 a s in fig u re 1 0 - 111 , a n d th e fro n t s tr ik e r c a n b e re m o v e d b y re m o v in g a tta c h in g sc re w s. R e f e r to " A d ju s tm e n ts " w hen re in s ta llin g .

1. 2. 3. 4. 5. 6. 7.

Roller Lockwashers Nut Cam Washer Bushing Bushing

8. 9. 10. 11. 12. 13. 14

Bolt P la te U p p e r lines Spacer S p ring (U p p e r L e v e r) S p rin g (L o w e r L ever) Low er Lever

15. 16. 17. 18. 19. 20.

S cre w G u id e Block H in g e (B o d y H alf) N ut B ushing B ushing

21. 22. 23. 24. 25. 26.

C am B ushing H in g e (D o o r H alf) S pring S pring re ta in e r H in g e liner 103518

10-56

BODY

REAR DOORS REAR DOOR HING E Removal 1. O p e n d o o r. S u p p o rt d o o r so t h a t w h e n h in g e scre w s a re re m o v e d d o o r w e ig h t w ill b e on s u p p o rt. 2. R e m o v e h in g e s tr a p re le a se p in . 3. R e m o v e h in g e -to -d o o r b o lts a n d re m o v e d o o r a ss e m b ly . 4. R e m o v e h in g e -to -b o d y b o lts an