Manual Transmission Service
Contents
1. DIAGNOSIS OF TRANSMISSION NOISE DIAGNOSIS OF HARD SHIFTING COLUMN MOUNTED GEARSHIFT LINKAGE ADJUSTMENT FLOOR MOUNTED GEARSHIFT LINKAGE ADJUSTMENT CLUTCH OPERATION OVERHAUL TIPS 1 ovo H The most common manual transmission com plaint and at times the most elusive to track down comes under the general heading of noise in the transmission More specific in formation is needed to help you pinpoint the trouble What kind of a noise is it When does it occur How long has it been apparent What are the owner s driving habits You ll need the answers to these questions and others as well to help you isolate the cause of the complaint In some cases you may even find that the so called transmission noise orig inates elsewhere in the drive train Here are seme general rules of thumb to guide you in diagnosing these problems MOISES WITH CAR IN MOTION A chattering gear noise when the car is coast ing in gear with the clutch disengaged is not abnormal and is cause for concern It does however indicate a poor driving habit on the owner s part disengaging the clutch too soon and not using the engine to slow the car when coming to a stop This chattering noise somt times also described as a rattle or flutter may fade away after a while in a new car as the gears wear in In warmer climates this noise may be reduced by using SAE 90 gear lubri cant In cooler climates however you might create a hard shift2. Low 2 50 5econd 1 68 Reverse 3 20 INSPECTION AND DIAGNOSIS In cases where a mis adjusted gearshift linkk age prevented full meshing of gears inspect for damaged or chipped gear teeth on the low and reverse sliding gear and mating gears You can remove small nicks or burrs from gear tecth with a fine stone For your cus tomer s sake and the sake of your own repu tation don t replace any more parts than nec essary If the trouble was a sticking feeling coming euf of neutral when shifting to another gear it may have been caused by sharp corners at the neutral detent notches of the transmission shift lever cams It s a good idea to inspect for this condition whenever the transmission is disassembled SHARP Fig 1 Ssong off neutral detent neich Use a fine stone to round off the corners of the neutral detent notch Be very careful not to round off the cormers too much or the shift levers may develop a tendency to slip out of neutral LUBRICANT If you find signa of an oil leak at the center of the mainshaft flange when you remove the parking brake from the transmission exten ston determine its source If the rear seal in the extension housing is okay and the leak is between the front edge of the flange and the mating shoulder on the mainshaft this leak can usually be corrected by replacing only the flange and not the mainsha t Fig 18 Seel counterihoft bore Look for signs of a lubricant
3. Crostower pin standard linkage The standard linkage has a crossover pin with a square head The flat sides of this pin insure that the shift lever hubs will not move while the pin is passing through the slots from one hub to the other during crossover from low or reverse to second or high The heavy duty linkage has a crossover pin with a round head In this linkage the inter lock provides protection against movement of the hubs during crossover so the square headed pin is not required Never install the wrong crossover pin with either linkage raund headed pin could cause the standard linkage to jam up during quick gearshifting while square headed pin would make it difficult ta obtain a smooth crossover in the heavy duty linkage When you re satisfied that the correct cross over pin is installed and that everything else is okay in this area turn the crossover pin retainer back to its original position and install the lubrication fitting SHIFT LEVER BRACKET ADJUSTMENTS In the area of the shift lever bracket two addi tional items should be inspected Be sure there is about 4 inch clearance between this bracket and the clutch torque shaft arm with the clutch pedal fully depressed At the same time see if the steering column jacket is centered around the steering tube Fig 4 5hift lever bracket clearance If either condition is not correct loosen the lower column clamp bolt and the four stud nuts
4. fine Fig 20 Test reverse sliding gear abrasive cloth Then clean it thoroughly and try the gear again If binding is still present you may have to select fit new low and reverse sliding gear to the mainshaft SHIFT LEVER SHAFTS When installing the two seals for the shift lever shafts in the transmission case be care ful not to bottom the seals in their bores or you will distort them The seals should fit flush with the machined faces of the shaft bosses He sure to use the proper seal installing tools to insure this flush fit When you drive out the tapered retaining pins for the shift lever shafts be careful not to damage the bosses or crack the case And when you install these pins drive them in firmly but not too tight If you bend or mushroom a pin you won t be very well liked by the next man who has to disassemble the transmission CLUTCH HOUSING BORE AND FACE RUNOUT If the transmission is not correctly aligned with the crankshaft centerline clashing of gears when shifting into low or reverse and popping out of gear will result Premature wear of the drive pinion pilot bushing in the end of the crankshaft and of the pilot bearing in the end of the pinion shaft as well as break age of clutch disc damper springs are other possibilities Alignment of the transmission is determined by measuring the clutch housing bore and face Fig 21 Maemrura clutch housing bore and face runa runout with the spe
5. leak past the countershaf t at the front of the transmission case To prevent leakage apply a thin even coat of MoPar or Chryco gasket sealer to the inside of the bore for the countershaft in the transmission case during reassembly Do this just before you drive the countershaft all the way into place Apply the sealer from the front of the case not from the inside And don t let it overflow onto the machined front surface of the case or into the case It s essential that the gasket for the drive pin ion retainer be selectively fitted as described in your Service Manual If the gasket used is too thin lubricant could leak out to the clutch If it s too thick the bearing will have end play which it should not have When you install the transmission don t over lubricate the drive pinion shaft pilot bushing If you do you ll end up with a slipping or chattering clutch ELIMINATE EXCESSIVE END PLAY Be sure to measure the end play of the secand specd gear and of the cluster gear before you remove them That way you ll know if you re going to need a new snap ring or new thrust washers when you reassemble the transmis sion It is necessary to eliminate all end play of the synchronizer clutch gear by installing the thickest snap ring that can be used This will prevent excessive end play of the second speed gear In fact all the end play specifica tions in your Service Manual should be strictly maintained for proper transmissio
6. with kerosene to reduce shift effort in the winter It s less expensive in the course of time too since the kerosene mixture has to be replaced with undiluted lubricant in the spring This must be done ta prevent transmission dam age because of too low viscosity in the Iubri cant The automatic transmission fluid on the other hand is an all year round lubricant good for winter and summer as well LIHKAGE LUBRICATION cars with calumn mounted gearshifts lubri cate the fitting for the shift lever hubs at the lower end of the shift tube with regular chassis lubricant If you find build up of oil and dirt which creates a binding condition in the control rod swivels its a good idea to clean them by squirting some MoPar or Chryco manifold heat control solvent on them cars with floor mounted gearshifts raise the boot up from the floor pan and lubricate the pivot points and yoke selector mechanism of the linkage with engine oil SHIFT LINKAGE AND CLUTCH Many hard shifting complaints can be caused by the gearshift linkage being out of adjust ment If this condition is allowed to continue chipped and broken gears as well as popping out of gear could result Also be sure the clutch pedal free play is correct as this can have con siderable effect on gearshift quality In 1961 Chrysler Corporation cars two types of column mounted gearshift linkages are used a standard linkage and a heavy duty linkage T
7. al and retainers the rear engine oil gallery plug and the camshaft end plug for oil leaks In some cases an oil leak at the rear of the rocker chamber cover may run down to the clutch At the transmission leakage past the drive pinion bearing retainer gasket or seal could flow directly onto the clutch facing Don t even overlook a leaking brake master cylinder or an over lubricated clutch torque shaft Leakage from either of these points can enter the clutch housing through the clutch release fork boot For a step by step guide to manual transmis sion overhaul follow the procedures presented in your Service Manual Due to certain detail differences United States and Canadian trans missions require slightly different overhaul procedures Don t try to use the Service Man ual for one as guide when working on the other And with cars built in the United States be sure you know which of the two current trans mission models you re working on The two models are very similar in design features and appearance The 903 standard manual trans mission referred to as the standard 3 speed aynchroshift transmission in the Service Man uals is standard equipment with all six cylin der engines and the 318 cubic inch V 8 The 745 heavy duty standard manual transmission referred to as the standard 3 speed heavy duty transmission in Service Manuals is standard on the larger V 8 s It s also optional for the smaller V B engine as w
8. cial tool C 870 and a dial indicator See your Service Manual for the full story on the permissible limits and ad justment procedures Correct excessive bore runout by installing a pair of offset housing alignment dowels Ex A Puting Remember your customers bring their serv ice problems to you because they know you have the equipment parts and know how to take good care of their cars Your sincere desire to be of service to your customers is the starting point for a chain reaction that creates satisfied customers and a successful dealership So use the information in this Reference Book to help you keep your service customers happy with their stick shift jobs CUSTOMER SATISFACTION CAN BE CONTAGIOUS AND THIS 15 ONE EPIDEMIC WE WANT TO SPREAD cessive face runout should be corrected by installing shims between the clutch housing and the engine only When finishing this job be sure to tighten the clutch housing bolts to the specified torque values FINAL CAUTION Before you install any manual transmission be sure you have the right one for the engine and car you re servicing One way to verify this is to check the gear ratios stamped in the transmission cover plate against those in the chart on page 10 It s possible for example to install a V 8 903 standard manual transmis spon in six cylinder Plymouth or Dart How ever the different gear ratios of the V 8 trans mission would surely lead to a complaint o
9. d hold the low reverse shift lever at a point precisely halfway between these two extremes of its travel If adjustment is necessary simply loosen the swivel on the control rod and retighten it while holding the shift lever at the mid backlash point LOW REVERSE SWIWEL ADJUSTMENT TEST It s a good idea to check this adjustment on the heavy duty linkage before proceeding with the next step Apply the parking brake fully and idle the engine with the gearshift lever in neutral and the interlock pin engaged in the low reverse shift lever Take hold of either the low reverse control rod which leads to the transmission or the end of the low reverse shift lever and firmly move it back and forth to both extremes of the back lash travel permitted by the interlock pin In other words try to shift the transmission into low and reverse by moving the control rod while the interlock is engaged If the gears clash when moving the red in either direction adjust the position of the swivel on the low reverse control rod to eliminate the clash SECOMD HIGH SWIVEL ADJUSTMENT STANDARD AND HEAVY DUTY When shifting from low to second or high the crossover pin slides from one shift lever hub into the other On all column mounted link ages the swivel on the second high control rod should be adjusted to obtain the smoothest possible crossover movement Here s how to check the crossover feel Move the gearshift lever up and down through
10. ell as Plymouth and Dart six cylinder engines 745 903 HEAVY DUTY STANDARD STANDARD MANUAL MANUAL TRANSMISSION TRANSMISSION es rs Fig l Retainer pins identify transmission Here s a sure way to tell these two models apart even when they re installed in a ear Examine the retainer pins in the two gearshift lever shaft bosses on the left side of the trams mission case These two pins are horizontal on the 903 standard manual transmission they are vertical on the 745 heavy duty standard manual transmission PARTS IDENTIFICATION In the design of the manual transmissions for 1961 Chrysler Corporation cara every attempt has been made to reduce the possibility of in stalling the wrong replacement parts example 903 standard manual tranamission gears will not mesh with gears from the 745 heavy duty standard manual transmission the helical teeth of corresponding gears spiral in different directions And gears having dif ferent numbers of teeth also have different major diameters thus preventing many mis matched combinations However when re placing g ars it is well to positively identify the new gear by counting the gear teeth MANUAL TRANSMISSIONS 1961 PASSENGER CARS NOTES 1 Data far the 903 Srandard Manual Transmission alse pertains to ALL Cana dian passenger car transmissions 2 few early 1961 six cylinder cars were equipped with 903 transmissions having gear ratios
11. f sluggish performance i in low and second gears wrong gear ratio combination leads te an even greater problem The lower numerical gear ratios of the V 8 transmission put an added starting load on the clutch This could lead to early failure of the cluteh discs So you can see how important it is to install the cor rect transmission SERVISE REFERENCE BOOK R FCRENCE b BOOK SERVICE REFERENCE SERVICE REFERENCE MN BOOK A SERVICE BOOK i SERVICE REFERENCE SERVICE REFERENCE BOOK L SERVICE REFERENCE BOOK gt REFERENCE BOOK SERVICE BOOK SERVICE REFERENCE SERVICE REFERENCE BOOK REFERENCE BOOK SERVICE EN BOOK SERVICE REFERENCE SERVICE REFERENCE HOOK Ul tle REFERENCE SERVICE REFERENCE BOOK SF REFERENCE BOOK SERVICE REFERENCE BOOK SERVICE BOOK i SERVICE REFERENCE BOOK SERVICE REFERENCE REFERENCE BOOK lt SERVICE REFERENCE BOOK SERVICE CE BOOK SERVICE REFERENCE BOOK SERVICE R FERENA SERVICE REFERENCE BOOK lt SERVICE REFERENCE BOOR
12. h ing gears and popping out of gear are among the transmission complaints which can be traced to a faulty clutch CLUTCH PEDAL FREE PLAY ADJUSTMENT Maximum clutch life and good operation de pend on the right amount of clutch pedal free play the amount of pedal movement before the clutch starts to disengage On all models there should be 54 inch free movement of the clutch release fork measured at its outer end Fig 15 Clutch free ploy This will give you about an inch of free travel of the pedal However don t attempt to gauge the amount of free play by measuring the travel of the clutch pedal before it meets re sistance This method is unreliable because the over center spring makes it impossible to feel the end of the free play accurately Shorten or lengthen the effective length of the adjust ing link to the clutch release fork as neces CLUTCH CHATTER Clutch chatter while not actually a transmis sion problem is closely related to it because it affects the quality and feel of gearshifting In addition to a binding pressure plate clutch disc hub or release levers glazed or loose clutch facings and misalignment of the transmission chattering clutch can also be caused by just the slightest trace of oil on the clutch disc If you find evidence of oil leaking into the clutch check the following arcas to locate the leak At the engine inspect the oil pan rear gasket the rear crankshaft se
13. he heavy duty linkage can be iden tified by an interlock pin attached to the lower end of the shift tube When a shift 1s made to second or high this pin is moved through a hole im the shift lever bracket to engage a matching hole in the low reverse shift lever This serves to lock the low reverse shift lever positively in neutral The standard linkage doesn t have this interlock pin Fig 1 Heavy duly linkoge Follow the same order of adjustment with either type of column mounted linkage First inspect the shift lever hub area Then check and if necessary adjust the shift lever bracket the low reverse control rod swivel and the second high control rod swivel in that order Complete the adjustment by making some final checks to be sure that the settings will be maintained and the linkage isn t binding SHIFT LEVER HUBS INSPECTION Remove the lubrication fitting at the hub be tween the two shift levers at the lower end of the steering column Rotate the cylindrical crossover pin retainer until its open section is up exposing the crossover pin and the slots in the shift lever hubs Examine the crossover pin slots in both hubs Excessive wear in either amp lot will make it extremely difficult if not im possible to properly adjust the linkage In spect the hubs for other signs of wear and damage Also be sure the two hubs are held together firmly by the spring washer between the bracket and the front hub Fig 2
14. he pivot points and yoke selector mechanism of the linkage with engine oil And if you suspect that the binding might be in the transmission itself disconnect both control rods at the transmis sion and try the transmission shift levers one ata time PRIMARY ADJUSTMENT If linkage adjustment is needed raise the boot and slide a wedge between the second high lever and the gearshift fork to keep the cross over pin engaged in both levers This effec tively locks the two levers together in neutral to maintain the proper crossover alignment while adjustments are being made SECOND AND HIGH LEVER Fig ld Wedge keeps crossover pin engaged From underneath the car disconnect the con tral rod swivel from the first reverse lever Also loosen the swivel clamp nut on the sec ond high control rod to allow the two locked levers to move as necessary during adjust ment sure neither shift lever at the trans mission moves out of the neutral position while you re doing this The primary adjustment is made by loosening the locknut on the end of the first reverse con trol red and moving the swivel block back or forth on the red to position the gearshift lever You can change the angle of the gearshift lever to suit the individual owner Just move it to the position desired and adjust the swivel block to line up with the hole in the first reverse lever When it s set coat the swivel block stud with Lubriplate and connec
15. ially depressed indicates tight or dry drive pinion pilot bush ing in the end of the crankshaft This noise may be particularly evident with a cold en gine and with the transmission in low gear or second gear Check the clutch housing bore and face runout as improper transmission alignment might be putting an excess load on the pilot bushing MISCELLANEOUS MOISES Clashing gears primarily a hard shifting prob lem i amp complaint covered in the following section under the heading DIAGNOSIS OF HARD SHIFTING Other gear noises may require removing and partially disassembling the transmission to inspect the gears for chipped or damaged teeth and loose spline fits Also check for ex cessive end play clearances particularly at the synchronizer and second speed gear The other category into which manual trans mission service complaints frequently fall is hard shifting The gearshift linkage the clutch or the transmission itself may be at the bottom of this problem In some cases even the transmission lubricant may have an effect In searching for the source of trouble it s usually best to begin with the easiest most accessible and most probable things first With that in mind the following steps should serve as effective guide in isolating and correcting hard shifting complaints GEAR LUBRICANT Beginning early in 1961 all Chrysler Corpora tion cars made in the United States with man ual tra
16. ing complaint by using this heavier lubricant Noise from the transmission just before stop ping might be caused by a parking brake that is dragging or has an out of round drum In any event it s a good idea to be sure the park ing brake is adjusted correctly and operating properly when tracking down most transmis sion complaints harsh metallic rattle upon acceleration in high gear within the 20 to 30 MPH range may originate not from the transmission but from the clutch if the clutch disc damper is not functioning properly This noise may also ap pear upon deceleration between 50 and 35 MPH It will sometimes be evident at lower speeds in second and low gears too rotile in the gearshift linkage of earlier 61 may be eliminated by installing the cur rent anti rattle type washers at the control rod swivel MOISES WITH CAR AT REST rattling noise in neutral with the clutch en gaged can be caused by worn or misaligned drive pinion bearing When installing the pin ion bearing retainer follow the instructions in your service manual for selectively fitting gasket of the right thickness to eliminate all bearing end play You ll find more on this sub ject in the OVERHAUL TIPS section of this reference book A high pitched noise in neutral with the clutch disengaged usually indicates a faulty clutch release bearing squealing noise with the transmission in gear and the clutch pedal part
17. la NICIANS ug MC MANUAL TRANSMISSION lt lt SERVICE i OWNERS TRAN SIS EIN REPAIR _ C GANG HABITS TABLE OF CONTENTS Experience has proved that many manual transmission service complaints can be cleared up without removing or disassembling the transmission itself In most cases a thorough cleaning and lubrication plus some fairly sim ple but very important adjustments will correct the complaint Occasionally the trouble may be traced to areas other than the transmission Once in a while the fault may even lie in the owner s poor driving habits Then the only fix is a tactful suggestion that the owner use his trans mission properly to get the most out of it Obviously there are also times when a trans mission must be removed from the car dis assembled and repaired But whether the prob lem is one that can be solved by a few simple adjustments or one that requires a complete transmission overhaul you ll find this refer ence book packed with pertinent information Use these tips to supplement the data and pro cedures in your current Service Manual and Service Bulletins Legitimate service complaints on manual transmissions fall mainly into two broad cate gorits noise and hard shifting The ding nosis and correction of these types of com plaints as presented in this reference book will touch on virtually all the problems normally encountered on these units
18. n operation When you install the countershaft make sure the tabs on the thrust washers are positioned properly in the ense grooves Fig 19 Rewerse idler property installed Be sure to get the reverse idler gear installed properly it s easy to put this in backwards if you re not careful For Canadian cars only there is new reverse idler gear available as part of a package which also includes a low and reverse sliding gear and a countershaft cluster gear These new gears which are currently being used in dian production have chamfered tooth ends in the areas where the gears first contact each other This gear package can be installed to correct difficulties in shifting to low or reverse due to butt ending of the gear teeth when the car is at rest FIT OF LOW REVERSE SLIDING GEAR When you place the low and reverse sliding gear on the mainshaft slide it the full length of the splines a few times to be sure there is absolutely no binding On the 745 heavy duty standard manual transmission this is espes cially important if the service complaint is a condition of hanging up in low gear If you find any binding no matter how slight try removing the gear and rotating it one spline before you put it back on If necessary con tinue to change the mating of the splines until you find s amp mooth sliding combination If the gear still binds polish down the major diameter of the mainshaft splines with
19. nsmissions were serviced at the factory with Automatic Transmission Fluid A Suffix A instead of the SAE 80 Multi Purpose Gear Lubricant previously used Manual transmissions in all 1961 Canadian models were also filled with this automatic transmission fluid Initial shift effort in cold weather has been significantly reduced with this lubricant and there reliable indica tions that the service life of seals and gaskets has been prolonged too The original factory fill of automatic trans mission fluid is colored red but only for iden tification So don t worry about mixing lubri cants Your standard MoPar or Chryco Auto matic Transmission Fluid Type Suffix A is compatible with this fluid as is SAE 80 or SAE 90 Multi Purpose Gear Lubricant Except in a few scattered instances where the greater sound deadening qualities of SAE 90 Gear Lubricant are desirable it is recom mended a general rule that you do use the automatic transmission fluid It will pay off in customer satisfaction in the long run If the problem is a hard shifting complaint in cold weather 10 degrees above zero or lower which seems to clear up after the transmis sion has been shifted through its gears once the chances are that a switch to automatic transmission fluid is all that s needed This a more satisfactory method than the common practice in colder climates of replacing a pint of lubricant in the transmission
20. play in second gear down if there is too little free play in low And take it easy with the hammer Fig 7 dijutt crossover pin trowel Remember you probably won t need to move the clamp more than few thousandths of an inch to equalize the free play When it s set tighten the clamp bolt and stud nuts to the torque values specified earlier LOW REVERSE SWIVEL ADJUSTMENT STANDARD LINKAGE On the column mounted standard gearshift linkage the setting of the swivel on the low reverse control rod should be adjusted to es tablish the neutral position and consequently the location of the four gear positions of the driver s gearshift lever Mormally this linkage should be adjusted so that the knob end of the gearshift lever is just about horizontal in the neutral position This position can be changed at your discretion however to give your cus tomer more kneeroom in high gear or greater clearance from the heater pushbuttons in second If adjustment is required decide how much the gearshift lever should be moved and in which direction Then with the transmission in neutral loosen the swivel on the low reverse control rod Have someone pull the gearshift Fig B Adpust qeanrihift lever pocition lever up into the low and reverse side and hold it steady in the desired neutral position Gently move the low reverse control rod back and forth just enough to be sure the neutral detent in the transmission i
21. s fully engaged then tighten the swivel adjusting locknuts or clamp screw Changing this adjustment will affect the feel of the crossover so be sure to make the adjustment described under the heading SECOND HIGH SWIVEL ADJUST MENT after readjusting the low reverse con trol rod swivel 70 INCH POUNDS 100 INCH POUNDS Fig Sovivel types nnd borgers Some swivels are held to the control rods by clamp and clamp screw Others use tw swivel adjusting locknuts Tighten the clamp screws to 100 inch pounds of torque tighten the adjusting locknuts to 70 inch pounds LOW REVERSE SWIVEL ADJUSTMENT HEAVY DUTY LINKAGE In the heavy duty linkage the neutral posi tion of the gearshift lever is fixed positively by the interlock pin and can t be changed However it s absolutely essential that the bow reverse control rod swivel be set so that the hole in the low reverse shift lever is centered around the interlock pin when this lever is in the neutral position Otherwise hard shifting and clashing gears may result Here s how to test and adjust the setting of this swivel Fig 10 Center the interlock pin With the transmission in neutral the interlock pin should be at its mid backlash point in the hole in the low reverse shift lever To find the mid backlash point wiggle the low reverse shift lever up and down as far as it will move with the interlock pin engaged The newtral detent in the transmission shoul
22. t If it is install a new lever To finish the job check for binding in the linkage by shifting the transmission through all four gears Depress the clutch pedal and accelerator pedal fully on each shift This will tell you if there s interference between the gearshift control linkage and the clutch or accelerator linkages BINDING LINKAGE If the gearshift lever operates stiffly look for points of interference at the control rods For example the low reverse control red might be bent out of shape causing it to rub against the clutch linkage or the car body You can bend the rod slightly to return it to its original shape and eliminate the interference But don t over do it and bend the rod beyond the range of adjustment provided You ll find it may be necessary to readjust the low reverse control rod swivel particularly on the heavy duty linkage After the interference has been eliminated re check the crossover feel If a crossover ad justment is necessary make it at the second high control rod swivel only And don t ower look the possibility that other parts of the linkage may be damaged or distorted causing binding If more than the slightest effort is required to move the gearshift lever through the crossover from low to second or high be sure the floor seal isn t rubbing against the shift tube If the position of the floor seal is okay but the sticky crossover persists it may be caused by a misaligned shif
23. t it to the first re verse lever Tighten the locknut SECONDARY ADJUSTMENT PRIMARY ADJUSTMENT Fig I4 Conirel rad adjustment polinis SECONDARY ADJUSTMENT During the primary adjustment the second high control was free to slide back and forth in its loosened swivel The secondary ad justment which establishes the smoothest pos sible crossover shift action is made at this swivel To make this adjustment slide the second high control rod back and forth gently through the loosened swivel clamp to find the mid backlash position of the linkage Do this very carefully to keep the shift lever at the transmission from moving out of the neutral position When you ve found the right spot tighten the clamp nut in the swivel to 100 inch pounds of torque Remove the wedge between the second high lever and the gearshift fork then shift into either second or high Measure the clearance between the tip of the crossover pin and the first reverse lever The clearance should be no more than 55 inch If necessary bend the first reverse lever slightly to get this dimen sion test your work just shift the transmission to all extremes If it feels right lower the boot into position The transmission is but one part of the entire drive train of the automobile Another drive train component and one which may have a great effect upon the proper operation of the transmission 15 the clutch Hard shifting clas
24. t tube upper pivot in the column jacket bell To correct this take firm hold of the shift tube about halfway down its length Then pull or push hard both left and right a few times This sideways back and forth movement should spring the pivot back inte alignment If it s questionable whether the binding is in the linkage or in the transmission disconnect both control rods from the shift levers at the transmission Then operate the transmission shift levers one at a time by hand Don t for get to return them both toneutral when you re finished though Causes of hard shifting orig inating inside the transmission are covered later in this Reference Book Fig 12 Test for binding inside If you suspect that lack of lubrication 15 the problem remove the gearshift lever and apply Lubriplate sparingly to its pivot and to the inner end of the lever Also apply a small amount to the shift tube pivot in the column jacket bell Work the lubricant into the con tact ares then wipe off the excess To test the floor mounted gearshift linkage just shift through all gear positions The shift feel should be crisp with no binding and the crossover action should be smooth Also be sure the lever doesn t touch the seat cushion in low or high gears If hard shifting is evident inspect the linkage from underneath the car for bent control rods and other damage that might cause binding Raise the boot and lubricate t
25. the crossover several times while holding a slight downward pressure on the gearshift lever This will hold the crossover pin against the right hand edge of the slots in the two shift lever hubs In this way you ll be more able to feel any misalignment of this edge of the two slots Repeat this with slight upward pressure on the lever to press the pin against the left hand edge of the slots in the hubs Fig 1 1 Test crossover feel The crossover action should be smooth Elimi nate any lumpy feeling caused by misalign ment of the slots by adjusting the position of the swivel on the second high control rod never changing the setting of the low re verse control rod swivel FINAL LIHKAGE ADJUSTMENT CHECKS After completing all adjustments jam the gearshift lever into low with considerable force tlose to 50 pounds or so measured at the knob Then check for any change in crossover feel If there s no change repeat this test in reverse second and high If the crossover feel changes on any of these tests it s a sign that some part in the linkage aystem is damaged For example a shift lever might be slipping where it is staked on its hub If this happens replace with new assembly or repair by welding It s also possible that transmission shift lever may be moving slightly on its shaft To check this loosen the nut on the shaft and feel to see if the lever is turning even the least bit on the shaf
26. which attach the support bracket to the clamp and the firewall Turn the clamp as necessary to establish the amp inch clearance between the shift lever bracket and the clutch torque shaft arm Hold the jacket centered around the steering tube while tightening the clamp bolt and the four stud nuts Tighten the clamp bolt to 200 n POUNDS amp Fig 5 5teering column jacket centered inch pounds and no more or the clamp might take a set and make future adjustment dif ficult Tighten the four stud nuts to 85 inch pounds CROSSOVER PIN TRAWEL Crossover pin travel must be adjusted so there is no possibility of incomplete crossover test crossover pin travel slide into the driver s sent and pull the gearshift lever into the low gear position Wiggle the lever up and down parallel to the steering column and note the free play Repeat this test in second gear The amount of free play in both lever positions should be equal Feel for this gently there s only about Lg to 44 inch of travel at the end of the gearshift lever normally lm Fig amp Tast crossover pim travel Hard shifting may result if the free play in both positions isn t equal To correct this eon dition slightly loosen the lower column clamp belt and the two stud nuts which hold the column clamp to the support bracket Then using a soft plastic faced hammer tap the clamp up or down the column Up if there is inadequate free
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