Technical Service Information This manual covers both the model 003 and model 010 transmissions. The model 003 first appeared in Fastback and ‘Squareback Volkswagon 1968-1973 and in some Audi models. The model 010 unit first appeared in 1972 Volkswagon Rabbits, and Scirocco and in Audi vehicles. | | | We thank Volkswagon for the information and illustrations that have made this booklet possible. ROBERT D. CHERRNAY DALE ENGLAND TECHNICAL DIRECTOR FIELD SERVICE CONSULTANT WAYNE COLONNA. ED KRUSE TECHNICAL SUPERVISOR ‘TECHNICAL CONSULTANT PETER LUBAN JIM DIAL, ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT GREGORY LIPNICK JERRY GOTT ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT DAVID CHALKER ARSENIO RIVERA ‘TECHNICAL CONSULTANT ‘TECHNICAL CONSULTANT AUTOMATIC TRANSMISSION SERVICE GROUP. 9200 S. DADELAND BLVD. SUITE 720 4 MIAMI, FLORIDA 33156 (305) 670-4161ATSG INDEX GENERAL DESCRIPTION TROUBLESHOOTING (003) PRESSURE STESTINGH ess: suite ca : ON-CAR REPAIR .. TEAROOWN (003) . FINAL ORIVE .. SPECIFICATIONS ..... TEAROOWN (010) FINAL ORIVE AUTOMATIC TRANSMISSION SERVICE GROUP@4ATSG Technical Service Information 1, GENERAL DESCRIPTION ‘The automatic transmission is housed in a case as- ‘sembled from two main castings. At the front of the as- sembly is a cast aluminum transmission case containing ‘the automatic transmission fluid (ATF) pump, the hydrau- lic controis, anc the planetary gear system. Attached at the rear of this case by four steel studs is a final drive housing cast in light magnesium alloy. The drive pinion, ring gear. and differential assembly are mounted on pered-roller bearings in a separate cast iron car bolted inside the magnesium casting. The bellhousing for the torque converter is an integral part of the final drive housing Torque Converter The torque converter is a large doughnut-snaped as- ‘sembly located between the engine and the automatic transmission. The converter not only receives engine out- but and passes it on to the transmission, but also multi- plies engine torque at low vehicle speeds and serves as a fluid coupling between the engine and the transmission. ‘The converter housing spins with the engine's crank- shaft. Curved vanes inside the housing set up a flow of ATF that drives another vaned wheel called the turbine ‘The turbine drives a hollow shaft that transmits power to the transmission ATF Pump. ATE must be circulating under pressure before the au- tomatic transmission can function. The ATF pump that Creates this pressure is located at the extrome front of the tansmission case. A long pump driveshaft that passes ‘through the center of the hollow turbine shaft drives the ATF pump. ‘The pump driveshaft is splined directly into the con- verter housing. The pump therefore circulates ATF when- ever the engine is running, regardless of selector lever Position. Since circulating ATF is also the transmission’s only lubricant, itis important to remember that ATF does Not circulate when the engine is not running and the car is being towed. cauTion— "Naver fow a ear with automatic vansmiesion faster than 30 mph (8 kph) or farther than 30 ‘niles (48 kilometers). Bearings can be dam- ‘aged by lack of lubrication. if you must tow ‘he car farther, lit the rear wheels or remove ‘the rear whee! diveshats that connect the ‘rear whoels tothe trenemiesion, Planetary Gears A torque converter alone cannot supply the torque ‘multiplication needed for all driving conditions. The out- put of the torque convertor is therefore routed into a plan- ‘tary gearset. The planetary gearset is located at the rear ff the transmission case, just ahead of the final drive housing. ‘The planetary gear system used in the VW automatic transmission operates on the same principles as similar ‘gearsets found in other automatic transmissions but dit {ers in numerous construction details. The planetary gear system has one large sun gear (51 teeth), one small sun ‘gear (30 teeth), three small planet pinions (16 teeth each), three large planet pinions (35 teeth each), and one large annulus (fing) gear. The planet pinions are all mounted ‘on the planet carrier which is coupled to the final drive pinion (transmission output shaft). The annulus has a ‘one-way roller clutch to provide free wheeling when the driver takes his foot off the accelerator with the selector lever at D and the transmission in tst gear. Clutches ‘Two hydraulically operated multiple disk clutches con- trol the delivery of turbine output to the planetary gear system. The clutch at the front of the transmission is callod the direct and reverse clutch because it transfers power to the small sun gear of the planetary gearset only when the transmission is in direct (3rd gear) or in reverse. The other clutch, located between the direct and reverse clutch and the planetary gearset, is called the forward clutch because it transfers power to the large sun gear in all forward gears. Brake Bands Two hydraulically operated brake bands are used to hold various parts of the planetary gear system stationary, thereby obtaining reverse and 2nd gears. One brake band ‘operates on the outer surlace of the planetary gearset annulus (ring) gear. Its called the Ist and reverse brake ‘band because its purpose is to provide reverse operation land to keep the transmission trom freewheeling in 1st ‘gear when the solector lever is in 1. This brake band does ‘not engage when the transmission is in tst gear and the solactor lever is at D. ‘The other brake band locks the drum that houses the direct and reverse clutch and thereby prevents free rota- tion of the small sun gear in the planetary gearset. It is called the 2nd gear brake band because itis applied in ‘2nd gear with the selector lever at D or at2, or during 2nd ‘gear kickdown. Both brake bands are fitted with adjusting Screws. However, adjustments can be performed only af= tor the transmission has been removed from the carHyde ‘The hydraulic control system directs and regulates hy- draulic pressure from the ATF pump. thereby controling shitting of the planetary gearset, Shits are produced by applying ATF pressure to the ring-shaped clutch pistons. land the two piston-type brake band servos in the bottom of the transmission case. Hydraulic pressure is directed to the proper clutch or brake band servo by a number of spring-loaded control valves inside cylinders machined lic Controls to the valve body. Three primary control devices regu- late the movement of these valves 123945 67 8 90 RID Technical Service Information (1) The manual valve, which is connected to the selec- tor lover by a flexible cable. Moving the lever changes the setting of the valve to produce the necessary application of hydraulic pressure for the'drive range selected, (2) The primary throttle pressure valve, which operates on engine vacuum. The pressure valve makes the transmission re- Sponsive fo variations in engine speed and foad. (2) The governor, which is gear-driven off the final drive pinion and controls ATF pressure relative to its rotational speed. The governor makes the transmission responsive to var- ations in vehicle speeds. Fig. 1-1. Fuly automate nansmsion, cutaway view 1s 16 17 19 2 21 2 2 mH 2S 2 27 29 90 31 32 33 34 3S 98 ST oe 9 a 2 1. Pump 14, Adjusting ing tor pion 28. Conwol vale 2. Clutch aru earng 29, Transor pate 5. ston for creck and 15, Turbine shalt 30, ATF strane reverse cluicn 18. Govern eve 531. Sepaater pate 4 Drect and reverse clten 17, Fira ve nousing 52. Vane body 5. Forward ellen drum wth 18, Oiferenal earner 33, Spang or vale ball vave 19, Cocing tne 34. Owing she 6, Psion for forward elven £20, One-way citen support 235, Large planet pion 7. Forward eluim 21. impeter 96. Large sun gest 8. Ferward euch hub 22, Stator 37. tstand reverse bake bard 9. Panetary goa carrer 23, Converter housing 88. Beatin targe 10. Smat sun gear 2A, Tubing 538, Bearing cap fr eterea 11. Sma plane prion 25. One-way clutch 4&0. Pinen wth shat 12, Annulss 0 19g goat 26, Transmission case 41, Pump shalt 13. tt gear one-way cuten 21. 2na gear brake bane 42 Connecting tugFinal Drive The final drive consists of a hypoid drive pinion and ring gear with a differential gearset. The cast-iron final ‘tive cartier in which it is mounted also provides a ‘mounting point for the torque converter support tube. 2. MAINTENANCE The fully automatic transmission requires regular maintenance at specified intervals. In fact, many auto- matic transmission malfunctions can be traced to dirty ATF, t00 lite or too much ATF, or other improper mainte- nance and lubrication conditions, The following opera- tions for the automatic transmission are covered in LU- BRICATION AND MAINTENANCE in etal 1. Checking ATF level Checking transmission pan screws Checking constant velocity joint screws Checking constant velocity joint seals Checking kickdown operation Changing ATF, cleaning the sump and strainer Filling transmission Changing final drive hypoid oi! Lubricating rear whee! bearing. Technical Service Information 3. TROUBLESHOOTING Before diagnosing automatic transmission troubles, re- view the history of the unit. Such a review may offer im- portant clues to present difficulties. The following should be checked before making any repair or adjustment 1, Be sure the engine is tuned up and running right. 2, Inspect the transmission for external damage, loose or missing screws, and obvious leaks, Chock the tinal drive hypoid oll tor ATF Contamination, 3, Check the ATF level. Rub some ATF between your fingers and sniff to detect the ourned odor that means burned friction linings, It the ATF is ditty, it may be clogging the automatic controls, 4. Check the adjustment and operation of the kick- down switch and the adjustment of the selector lever cable. See if the vacuum unit for the pri- mary throttle pressure valve 's bent, 3.1 Road Testing Drive the car in all transmission ranges and under as. many different road conditions as possible. Note the shift points both up and down. They should take place without interrupting the power flow. Listen for engine racing be- tween gears, a possible indication of slipping clutches or brake bands, Table a suggests remedies for detects you ‘observe, The numbers in bola type in the Remedy column refer fo numbered headings in AUTOMATIC TRANSMIS- SION Table a. Automatic Transmission Troubleshooting Problem Probable Cause [ Remedy 1 No dive in any selector Ie ver postion | Purp or pickup screen clogged Detect in tranemsson sume. oF one ©. Bowen shal planetary gear se 2 ATF ark colored and ‘eros burned the brake bands orelutenes ‘Automatic Wanssrission tad level low | Manual valve not hooked to selector lever | This may accompany oF signal the sat ot trouble caused by burned Triton ngs on "3 Check and earect ATF level Repar any leaks . Replace Bowden cable or attachments, See 72.4, lean pump and peckup “* Repair replace pump drive broken check ure bushing ana! pay” See 10.6 se. Replace broken parts. See V0. Drain contaminated ATF Remove as mach ATF as posse be trom corverier Replace wih fresh ATP Seo 8S." 3. No are m forward gears _ | Forward cuuch detecive Rega cach See 102, 10.8 “Noche mR and no engine trakng mith evr a 1 ‘Check and epar 1st and reverse band and seve, See 6) 5. Car wll not mow off whan "et gear one-way elulchn annulus detecive “Replace annulus gear and one-way cluich. Seo 102 103 1 No dive n Ona gear when 2rd gear band or sero detect “Repar band or sovo See 6 102 104 7 Tanemsion stays in 15t ‘gear ah lever at 2 oF D '& Governor ay oF aetocine Vai boxy assembly dirty '8 Clean a repar gavernor Fit new lek washer # ale ‘one is mising, Remive pan Io retheve aid masher See? Remove ci pan. Clean vale boy. See 5 1 No cive Sed gear or re (ireland reverse cui aetectve repr cin See 102, 10.7Technical Service Information son oaks Table a. Automatic Transmission Troubleshooting (continued) Problem Probable Cause Remedy @ Erate_power_tarari- | a ATF level eo ow or igh 1 Gheck and earct ATF os. par any iaks.*> sion, revorae rie (0008- | 8 Saeco vr oo achsinent Act cable, Seo 122 erator ey nave be | © Gy ser ey © Famave ol an lan sara * res ete 4. Primary tote preseuevavesickng |e Chock ave, ote incest. Se8 33, 8 10. Engine surges on ups. | & ATE velo ow or Woh ‘2 Check and corect ATF evel Repair ary ess ** Shine org ©: Peary trate posure vo mesacisies |b. Acustriary hot pressure, See 33,4 rect and reverse een cee se. Reps een See 102, 107 Primary ewote pressure vave rsagusied | a Adis ary vote pressure Seo 33. & 3: Governor of governor dv dtetve 3. Isparta repr goverma Se 7 Val boxy assembly ty Rem 0 pn, Can ve boo ** rmary trate presi ve radios | a. Adit rier vate pressure S20 33. acim hos ey © Reiace hve. See 4 ‘chao seh oo acsivent Aaj ckdown seh, °° ‘exc solo such che 4. Repce sna. See 5:2 Yate boy aay ty Remove of pan. Clean vate boy ** ATE prstire low ov 1 tral wanems- |. Oisssemele vansmsson and rece all eae ‘and gaskets. 500 10,7. 83 Transmission coos not iM im Id gear wit vera Governor or govern dive detective Valve body assembly arty Direct and reverse clutch detective Inspect ord repair governor. 5007. ‘Remove ol pan. Cisan valve boty ** *c. Repat clutch, See 102, 107 Heawy jerk when selecting 2 dre range (rom neu: wrap Engine ide 100 fast Primary throtie pressure valve msacusted vacuum hose leaky Primary trots pressure vacuum uni ea 9) ‘Adjust do speed, See FUEL SYSTEM, ‘Adjust primary tote pressure. See 3.3, 4 ‘Replace hse. Soo 4 Replace primary trolle pressure vahe, See 4 16 iekdawn wil nt function '. Kiekdown eevich detective or misacjusiod ickdown solenoid etch deectve “Aghust oF replace Kckdown swith. Replace solenoid, See 5.2. 16. Poor aeceleraton Top speed low despie good fengine output [AT aval 00 low or igh Torque comerer one-way chich defecive Forward utch detective Dect and reverse cuch defective 2nd gear bake band or servo delecive ‘a. Check ard corect ATF level. Repir any leaks "* b. Replace torque converter. See 8 re, Repair cuich. See 102, 10.8 0, Repair ouch. See 102. 107 2. Repair bake band o” sero. See 6, 10.2, 104 7. ‘Screeching noise when ‘oung aor aoceleratng Torque converter one-way clutch detective 1st gear ene-way clutch in annul detective ‘a. Replace torque converter. S00 8. *b. Replace anrulus goar and one-way cluch. See 302 109, Scraping, grinding noise trom corwerer. Fd si voredlore Thrust washer in converter worn Fegace annwls gear and one-way clutch. Seo 10.2, 09) 8. igh ATF consumption ‘nou external teak ' Leaking vacuum chamber on primary tote resoure vate (exhaust wil bo smoky) . Oi seals for pinion o governor shes leaking (oi may’ be leaking fom transmssion raat) "3 Replace primary thvate pressure valve. See & tb. Replace seals, See 7.11.1, 14.2. 20. Parang look wat ot nota vehicle ‘2. Socio ever out of ajusiment| 1. Parking lock Brkage detective ‘& Adjus cabo See 12.2 1 Repair inkage. Seo 10.19 2 Heavy leakage ot ATF. Traremssion case ahd Undo 660 ot car oly Leaking converter ll seal_On ears to chassis No. 318 102 508 melded seam in corverter may be leaking ‘Replace ll sl, of Sea! and converter if nocoesary. See 112 ‘Tranamiaion mut Be out of he car anc duansemied fr ti repair Gen LUBRICATION AND MAINTENANCEWhen troubleshooting the automatic transmission, try to pin down the main component involved: converter, planetary gear system, or hydraulic controls. i Table a. Aulomalle Transmission Troubleshooting has failed 10 pinpoint the malfunction adequately. the following tests, should help to isolate the problem. 3.2 Stall Speed Testing This test provides a quick check of the torque con- verter operation, but should be performed only ifthe car accelerates poorly oF falls to reach the specified maxi- ‘mum speed. An electronic tachometer is required cauTio¢n— Never extend this fest beyond the time it takes to read the gauges. Ooing 30 may over heat the wansmission and damage te oi) ‘seals To test: 1. Connect the tachometer according to the manufac turer's instructions. Then start the engine. 2, Set the parking brake and depress the foot brake firmly to hold the car stationary, 3. Shift the selector lever to position D and floor the accelerator pedal. Instead of rewing up, the engine will 1un at a reduced rpm, known as stall speed. ifthe rpm at stal is about 400 rpm below the specified 1900 to 2000 rpm stall speed. and the engine is in a proper state of tune, something is wrong with the torque Converter. If the rpm at stall is too high, something Is wrong in the forward clutch or the 1st gear one-way Clutch located in the annulus gear. The test can also be made with the selector lever at A. If the reverse stall speed is too high. it indicates slippage in either the direct and reverse clutch or the 1st gaar brake band, 3.3 Testing Hydraulic Control System A stall speed testis valuable mainly for isolating prob- lems in the converter and the planetary gear system ‘Troubleshooting the hydraulic control system requires pressure testing. although the pressure tests described hhere do not include tests for every valve in the hydraulic control system, the tests are adequate for determining \whether or not the trouble is in the hydraulic controls. ‘The actual source of the trouble is not significant since you will have to remove the valve body to correct the trouble, regardless of where it lies. it there are physical elects—even minor ones—the entire valve body and governor must be replaced. In many cases, however, a thorough cleaning will be al that is required. Technical Service Information ‘The components of the hydraulic control system can be divided into three basic groups: pressure regulating valves, shift valves, and operating controls. A description ‘of each group follows: Pressure Regulating Valves Leading this category is the main pressure valve. This valve receives pump output and controls main line pres: sure relative to engine (and pump) rpm. Next is the con- verter pressure valve that regulates ATF pressure to the converter and also lubricating pressure to the transmis sion bearings. The governor, which is a centrifugal valve also belongs in this group. it regulates ATF pressure, to the large ends of the shift valves and controls upshift and downshift speods. The primary throttle pressure valve Is another impor- tant pressure regulating device. It consists of a diax phragm sealed inside a vacuum chamber and a spoolike valve that regulates the ATF pressure reaching the shift valves relative to intake manifold vacuum. The vacuum chamber Is visible on the outside of the transmission at ‘the point where the primary throttle pressure valve is in- sorted into the transmission case. This valve regulates ATF pressure to the smaller ends of the shif valves, op- posing governor pressure ‘The modulator valve, working under the influence of ‘governor pressure, connects the pressure limiting valve with the primary throttie pressure line at 18 mph (29 koh). “The pressure regulator valve then limits the flow from the primary throttle pressure valve to about 28 psi (2.0 kg’ em?) This, in tur, limits the maximum pressure delivered by the main pressure valve to 88 psi (6.18 kg/em®), There is also a escondary throttle pressure valve that increases primary throttle pressure by mixing it with main pressure Its function is to raise the speed at which shifts occur when the engine is operating under heavy loads. Shift Valves Al other valves in the hydraulic control system move Under the influence of the pressure regulating valves to produce automatic shits. The valves do this by sending ATE pressure to the operating controls. Valve movement |s determined by springs and the balance of opposing hydraulic foreas. In some cases ATF pressure is applied equally to opposite sides of a valve, The valve moves de- spite the identical pressures because the areas of the two valve surfaces differ in size. The psi is the same on both sides, but the number of square inches is not. ‘Operating Controls ‘The brake band servos and clutches put the com- ‘mands of the shift valves into operation. The accumulator is a device which slows application of the 2nd gear brake ‘band for smooth shifts and kickdown engagements.Pressure Testing ‘Only two of the six pressure test connections need be used, One is for checking primary throttle pressure and the other for checking main pressure. By attaching pres- ‘sure gauges at these points using long hoses, it is possi- ble to find internal leaks, wear, clogged ATF passages, or sticking valves. Most automatic transmission malfunctions can be iso lates without pressure tests. However, such tests are of- ten valuable for confirming the need for certain repairs or isolating one of two possible causes for the same mal- function. A gauge reading from 0 to 140 psi (0 to 10 kg/ em?) is needed to measure primary throttle pressure and ‘2 gauge with a 0 to 350 psi (0 to 25 kg/cm) range is needed to measure main pressure. Fig. 3-1 shows the test connection points on the transmission case, Regul pressure Main pressure Phmary tote pressure Main pressure. Release side of 2a gear brake band sor piston 5. Secondary thotie pressure 6. Main pressure. App side of 2nd gear brake bard servo 2 3 Fig. 3-1, Presoura test connections, The main pressure ‘and primary throte pressure connectons are {he most important points to know. cauTio¢n— you lack the sil, tools oF suitable work: ‘shop for automatic vansmission work, we ‘suggest you leave such repairs to an Autho- ‘ized VW Dealor or other qualified shop. We ‘especially urge you to consult your Autho- ‘ized VW Dealer before attempting repairs on 4 car sUll covered by the new-car warranty. Technical Service Information To test pressures: 1. Connect the 0 to 350 psi (0 to 25 ka“em®) gauge to ‘the main pressure test point. 2. Connect the 0 to 140 psi (0 to 10 ka/em*) gauge to the primary throttle pressure test point. 3, Route the long gauge hoses into the car. cAauTION— ‘The car must be drven during thie test 86 ‘sure ho hoses do not drag on the pavement ‘rub the wheels ofthe car. This could dam ‘08 the testing equipment. 4, Remove and plug the vacuum line. See Fig. 3-2. Fig. 3-2, Olsconnecting vacuum hose. Pull the hose oft the vacuum unit and seal i wih an B-rm (i in) punch. The test convection is behind the funen. The hex key in the vacuum unit's nose onecton is In postion to act the primary throttle pressure 5. Move the selector lover to N, start the engine and measure both pressures at a fast (1000-rpm) idle. ‘The throtle pressure should be 42 psi (3.0 kg/em”) ‘on pre-1972 models and 45.5 psi (3.2 kg/em*) on 4972 and, 1973 models. On all models, the main pressure should be 116 to 120 psi (82 to 84 kg/em*y 6. Ifthe throtte pressure is not within specifications, correct it using the adjusting screw inside the vac- ‘uum chamber connection. loplace valves that will not adjust to specifications. Note — Bo careful not to bend the, vacuum unit It ‘must be pertecty straight to work property 7. Reconnect the vacuum hose and again measure the pressures at a fast idle. The throttle pressure ‘should be 5 to 6 psi (0.95 to 0.42 kg/cm?) and the main pressure 47 to 50 psi (9.90 to 9.50 kg/em.TSG 8. Move the selector lever to D. 9. Check both pressures at full throttie while you hold the car stationary with toot and parking brakes. The throttle pressure should be 40 to 42 Ps! (2.8 to 3.0 kg/cm) and the main pressure 114 10-120 psi (8.0 to 8.4 kg/em. cauTio¢n— "Never continue a tulLthrotte pressure test Tonger than it takes 10 rad the gauges. Doing ‘80 may overhoat the transmission and dam: 208 the ol seals, 10. Move the selector lever to R. Check the main pres- ‘ure while you hold the car stationary with the foot ‘and parking brakes. It should be 95 to 110 psi (6.7 0 7:7 kg/cm?) ata fast idle and 213 to 284 psi (15.0 0 20.0 kg/em at full throtle, 11. Take the car on the road and measure the main Pressure at speeds above 19 mph (30 kph). It should be between 87 and 90 psi (6.1 and 63 kgvem’), 12. After removing the test hose connections, run the tengine and check the pressure connection plugs for leaks. Prossures lower than those specified mean one or ‘more of the following: 1) a worn pump: (2) internal ATF leaks past seals, gaskets, and metal mating surfaces: (3) Sticking pressure regulating valves. High pressures al- Ways indicate sticking valves or a bent primary throttle Pressure valve. 4. REPLACING PRIMARY THROTTLE PRESSURE VACUUM UNIT The primary throttle pressure vacuum unit screws into the transmission case. A hex below the vacuum chamber Provides a grip for the wrench. When instaling a new Unit, lubricate the threads lightly with a good anti-seize ‘compound. Torque to 25 mkg (18 ft. Ib), ‘Make certain that the vacuum hose to the engine isin ‘good condition. Replace iti itis cracked or fits loosely. Deo not overtighten the hose clamps, Nore— When replacing the primary trot presoure vacuum unit o instaling a new or exchange transenssion, check the primary wot pres sure bring it within the specications given under step $ of the pressure testing proce. ‘dures. A nex key is inserted in the vacuum ‘connection io make ay adjustment required, ‘8 shown in Fig. 3-2 Technical Service Information 5. SERVICING VALVE BODY ‘AND VALVE BODY ASSEMBLY Servicing the valve body assembly normally involves only removal and cleaning. It may also be necessary, however, to remove the assembly from the transmission to replace a faulty kickdown solenoid, 5.1 Removing and Installing Valve Body Assembly ‘The valve body assembly can be removed with the en- gine and transmission in the car. It must also be removed for cleaning during mare extensive repairs with the trans- ‘mission out of the car. The location of the valve body ‘assembly and related parts in the transmission case can be seen in Fig. 5-1 Manual vate 5. Vato body 2. Kickeown solenoid 6 Vacuum unt for primary 2 AT atraner ttrotle pressure vate 44 Transfer pate Fig. 5-1. Vale body and related parte in pace, The transmiction pan has been removed, To remove: 1. Remove transmission pan screws. 2. Take off transmission pan and gasket. 3. Disconnect the solenoid electrical wire from is ter- minal on the transmission case. 4, Fourteen bolts and a screw hold the valve body to- ‘gether and faston it to the transmission. These fas- teners are shown in Fig. 5-2. Take out the 14 bolts, but for the moment leave the screw in place.Technical Service Information To Install 1. Attach the valve body assembly to the transmission case with the screw indicated by arrow 1 in Fig, 5-2 The manual valve (arrow 3) must be engaged in the operating lever. 2. Install the 14 bolts and washers finger-tight. 3. Torque all bolts to 0.4 mkg (3.0 ft. Ib.) and the screw to 0.95 mkg (2.5 ft. Ib.) working diagonally 4. Connect the wire to the kickdown solenoid. 5. Fit a new pan gasket. Torque the pan screws diag ‘nally to 1 mkg (7 A. ib.) 6. Wait 5 minutes for the new gasket to compress then retorque the screws to 1 mkg (7 ft. 10), Fig. 5-2, Fasteners fo the va body assemby,Aerow 1 omnis to serew which isthe fitaenth and lst caurion— Tastoner to be removed. row 2 pains 0 the ever ighten the transmission pan screws ‘lctial connection or the Wekown scenoid ‘over 1 mkg (7 fb.) in an attempt fo cure a leaking gasket. Overbghtering will deform ‘he pan and make it impossibie to get a good s2al, Alay inetall 8 New gasket lo correct 5. Remove the screw. Take off the valve body assem- leaks by, but do not separate it nto its three main compo- nents as shown in Fig, §-3 or you may lose the ball valves. 5.2 Removing and Installing Kickdown Solenoid ‘The kickdown solenoid is an electromechanical device that moves the kickdown valve in the hydraulic control system. It is operated by an electrical switch on the en gine. I the transmission will not kick dawn, check with a voltmeter the wire leading to the transmission. if current Is reaching the transmission, the solenoid may be at fault, Test the solenoid for continuity by removing the wire from the outside of the transmission, Attach a battory- powered test light to the terminal on the transmission ‘case and to the case itself If the test light does not come (on, the solenoid is faulty or disconnected from the term ral inside the transmission case. Remove the transmis: sion pan in order to inspect the wire's connection. 1 ee 1. Transmission case 9, Separator pate To replace solenold: 2 Valve body 4 Transer plate 1. Take off the transmission pan. Fig. 5-3. Valve boxy assembly apart. Olsssserbie only tna clean workbench aftr removal 2, Remove the valve body assembly. 3, Remove the two screws holding the solenoid to the valve bos ‘cauTion— body. I the valve body assembly is removed while the transmission isin tho car, the Ser pis. NoTe— ton for the ist gear band can fall out Be ‘The solenoid mounting screws are inaccessi- ready to catch it ble while valve body isin place 105.3 Disassembling and Assembling ‘Valve Body As a tule, the valve body is disassembled only for cleaning. Unless the tluid is very dirty or contaminated by large sold particles, it usually is sufficient to immerse the ‘complete assembly in cleaning fluid and dry it with eam pressed air. Be careful, however, that the ar jet Is not held so close that it moves the valves violently, This could damage the springs. Fig. 5-4. vate 00), The kcksown valve, governor pes: sure valve, thrate prasure iin valve, ard ‘omerterprossure valve are physiol Wet C2 Used valves, however, must nt Be intr: changed 2 2 2 oF 1, Screw M $x 28 (2) 2. Ena pate, ont 10. Screw M5. 15.01) 11. Speing washer 8 (12) 3. Adjusting screw wih sping 12. Cover diate seat 1. Governor plug tst/2na 44 Spring, tote pressure oar Imting valve 14, Governor plug 2/3 5. Spring, si valve 2rd gear goer 15, Conta valve Sed/2nd gear 5. Sping, shi valve Yst/2nd 18. Spring, contol wate eer ‘a/2n gost 7, Shit valve 2nd/Sec gear 17. Spring, macdstor valve ‘Shit valve 1sv2nd gest 18, Spring cup, converter Troe pressure iting Technical Service Information Fig, 5-4 is an explodad view of the valve body. Be- ‘cause many of the parts look alika, itis easy to mix them up. This is especially true of the springs. Unless you keop the springs separated and marked for identification, you will nave to measure each spring with a micrometer prior to reassembly in order to find its correct place. See 13. Aulomalle Transmission Technical Data tor spring Istgurtntenen CMT assembly, Take out the Tat gear band pision and Euesen eee removes eal ing 9: 2 oar bar tua 2. Take the 9-mm and 6-mm E-clips off the piston rod 45) 2. cover cic and dlassemble te paton and springs Check ine 1. Stuna cov etn parts for wear 2 Omn 3. Remove the sealing cover circlip. Take out the seal- ing cover for the 2nd gear band piston, Take out the 5. Take out he accumulator spring and the accumula 2nd gaar band seal piston 15, Recs sig piston and remove its two seals 1 Gee 7. ae eae ea 17 pecumlao piston 4. Replace the O-ing on the sealing 18 Accum pon sel tor piston. Remove the piston seal To instal 1. Dip new seals in ATF and insiall thern on thelr re- spective pistons. NoTe— When instating the seals on the pistons, be ‘ure to poston thom withthe seal ia toward the pressure sie af the pistons. The lip of the large seal on the 2nd goar brake Band servo piston wil point upward, the ip of the ‘small seal downward. The lip of the accumu lator piston seal points upward and the 7st and reverse sano piston. seal points ownward 2. Lubricate the 2nd gear band servo piston with ATE and insert it into the sealing caver using a twisting ‘motion 3. Insert the cover with the piston and band return spring into the transmission ease. install the circip. 4. Assemble the piston, spring, and piston rod for the ‘st and reverse brake band servo using the two E- clips. 5. Install the accumulator piston and spring and the ‘st and reverse band servo piston with its springs. Lubricate them with ATF and insert them into the transmission case using a twisting motion. 6. Install the valve body assembly in the transmission Case and replace the transmission pan using a new ‘gasket7. SERVICING GOVERNOR ‘The governor for the hydraulic control system is lo- cated beneath a round, black pressed sheet metal cover Just ahead of and slightly above the left drive-shatt on the {ransmission. The cover is held in place by a spring wire clip. 7.4 Removing and Installing Governor The governor can be removed with the engine and transmission installed in the car. It s usually removed for Cleaning or for replacing worn paris. Since each gover- fr is matched to a particular valve body at the factory, it isnot recommended that a ditferent governor be installed inthe car. To remove: 1. Release the clip and take off the cover. Pullthe gov- ‘ernor out of the transmission case. 2, Inspect the thrust plate and the drive end of the shatt for wear and scoring NOTE Because the governor should not be re places without also insialing matched vaNe body, new shafts are available sope- fataly to replace: those that are worn or damaged To install: 1, Make certain the governor and the valve body are a ‘matched pai. 2, Insert the governor inte the transmission case, mak- ing sure that the equare drive atthe end of the shaft ‘engages the drive gear 3. Check the O-ring for the cover. Replace iti broken oF deformed, 4, Install the cover and secure it withthe eli. 7.2 Disassembling and Assembling Governor Unless transmission {rouble has burned the clutch fric- tion linings and contaminated the ATF, or the governor parts are worn, there is no reason to take the governor ‘apart. It can usually be cissnad just by dipping & in sol vent and drying it with compressed ai To disassemble: 1. Remove the governor from the transmission, 2. Remove the two M5 x 40 screws and take off the ‘thrust plate and housing (988 Fig. 7-1). 4 Technical Service Information is S.. og ao era a 4 eo” | r iz | oo ee : aetna oe < Sx 1 ane i ie a ee Fig. 7-1. Contitugal governor cisasserbied. Shatt and rast plat a usual wear points 3. Take out the transfer plate and the balance weight Note — ‘The balance weight has been matched tothe goveror. De not exchange the balance ‘weight with one from another governor. 4, Take off the E-clip and remove the valve, spring, ccentritugal weight, and dished washer To assemble: 4, Wash all the parts in cleaning solvent and dry them with compressed air. 2, Lubricate the parts with ATF as you install them, 3. Install the valve, spring and dished washer in the housing, Install the E-cilp. 4. Install the balance weight and the transfer plate NoTe— When the transfer plate is instaloc correct, the drilings open toward the governor shalt and taper toward the centitugal weight 5. Assemble the housing and shaft. Attach the thrust plate so that the angle of the plate is toward the Center of the housing, where the cover will bear against itTORQUE CONVERTER Up to this point we have covered service operations that can be carried out with the engine and transmission in the car—altnough they may also be done with the transmission removed. Servicing the torque converter, however, demands that the engine be removed from the 8.1 Removing and installing Torque Converter ‘The torque converter is usually removed to replace the oil seal or bushing oF to clean the converter after a trans- mmission fallure has contaminated the ATF. Since the con- verter is a welded assembly, replace it i it is leaky or Noisy, if It has a defective starter ring gear, or if a stall spead test shows the unit to be outside specifications, To remove: 1, Take the engine out of the car, as described in ENGINE. 2. Remove the securing bracket installed temporarily during engine removal 3. Grasp the converter with both hands. Remove it by pulling it with a twisting motion off its support tube (on the final drive carrier. ‘cauTiON— ‘Do not rock or tit the converter when remov- {ing or intaling it. This could damage the ol ‘001, the one-way stator clutch, or other parts Inthe nub, Installation is basically the reverse of removal. Betore you install it, inspect the converter thoroughly as de- ‘scribed in 8.2 Inspecting Converter. tthe oll seal saat on the hub is rough, worn, or pitted, you should replace the torque converter. Otherwise the seal will wear out in a very short time. Slowly turn the converter clockwise and counterc'~okwise as you install it so that the turbine and pump shaft splines can engag 8.2 Inspecting Converter Inspect the converter seal inside the support tube on the final drive carrier. Replace the seal it necessary. Gheck the converter hub for signs of scoring from the oil seal. If the scoring Is deep, replace the converter. Check for broken welds on the starter ring gear and air deflector plate. Remove any burrs from the ring gear. Insert the rbine shaft and turn the turbine to see that it spins Ireely. Check the condition of the torque converter bush- 15 Technical Service Information Ing. it must be within the specitications given in 8.4 Re- placing Convertor Bushing. 8.3 Replacing Converter Seal ‘The converter seal is located inside the support tube ‘on the final drive carrier. The old seal can be pried out land 4 new one installed with an appropriate seai-install- ing tool. Early transmissions had black seals. Since July, 1877. a creamy-white silicone rubber seal has been used, Its less sensitive to temperature change and Is the stan- dard replacement part. These seals, however, are soft and easily damaged. If exposed to gasoline or cleaning solvents they must be replaced. 8.4 Replacing Converter Bushing ‘A worn bushing in the converter hub is usually the cause of leaking or damaged oil seals. Check the bushing ‘every time you replace a seal. The bushing inside diam- ster must not exceed 34.25 mm (1.348 in.). Maximum out- of-round Is 0.03 mm (0.001 in). To replace: 1. Uso an extractor and a slide hammer to remove old bushing, as shown in Fig, 8-1. 3 Fg. Extracting convertor bushing Use clean oo to Koop dit cut of converter 2. Drive the new bushing In with a propery fiting bushing driver. The special VW driver is made 10 |ust come free easily ater the bushing is pressed in, The fitted inside diameter must be between 34.03, and 34,10 mm (1.340 and 1.343 in),Technical Service Information 8.5 Cleaning Torque Converter 2, Push the siphon ine pipe through the rubber plug until contacts the converter bottom. It particles from a burned clutch disk or other debris has polluted the ATF. use a home-made siphon (Fig. 8-2) to remove as much ATF as possible from the convarter. 3. Place the siphon hose over the oil receptacle and blow Into the short tube to start the siphon. 4. Let the converter drain overnight or about eight hours. Nore — ‘A small diameter siphon pipe is necessary because the ATF drains off the converter ‘vanes slowly. A larger pipe would draw off the faccumulation too quickly and stop the i phon. After draining, clean the convertor tur ther with special pressure equipment 9. REMOVING AND INSTALLING AUTOMATIC TRANSMISSION The automatic transmission and the engine can be re- moved from the car individually or as a unit. The proce- 1. Stee or copper tube @ mm x 200 mm (4 in.x8in) dure for removing the automatic transmission is virtually 2 Steal or copper ube 3 mm x 150 mm (/eiN-»6 im) the same as for removing the manual transmission with 5 PVG hose Simm 150 mem (iin. x6 in) double-jointed rear axle. Follow the instructions given in i aber cael tag ame a aa TRANSMISSION AND REAR AXLE, with the additional Rubber conical pig 35 mm (134m) dasroter steps shown in Fig. 9-1 Fig. 8-2. Siphon pans obtainable trom auto stores. To drain: 1. Install the siphon, as shown in Fig. 8-3. Fig. 9-1, Transmission removal Looton tho selector cate clamp rut (corer arrow), push the boot ‘vay, serew apart the cable soave (ot arrow) land ferove the slove. Remove the ground ‘Stap (Upper arom), It is also necessary to take out the four bolts holding the front transmission mount and disconnect the kick- down solenoid wire. The 1972 cars sold in California have another wire 10 disconnect. Adjust the selector lever ‘cable, as described in 12. Selector Lever and Bowden Fig, 6-3. Sichon and ol recepace in positon. Cable, after the transmission is back in car. 1610. REPAIRING AUTOMATIC ‘TRANSMISSION Thoroughly clean the outside of the transmission be- fore disassembly so dirt will not enter the hydraulic con- trols or mechanical parts. Study the repair procedures on the following pages. If they require equipment you do not have, the transmission should be turned over to a special- ist before any disassembly. caurion— I you lack te ski, tls, ora suitable work: ‘hop for transmission work, we suggest you leave such repairs to an Auhorzed VW Dasier or other quaitiod shop. We especially trge you fo consult an Authorized VW Dealer before attempting rapairs on a car still com ered by the new-car warranty. Technical Service Information 10.1 Separating Transmission Case from Final Drive Housing A suitable transmission stand is a great help when tak- ing the automatic transmission apart. Do not disassemble the unit on the shop floor where dirt and debris may enter the working parts To disassemble: 1. After cleaning the outside of the transmission and draining the ATF, remove the converter and with- draw the pump shaft Note — The hypoid oll need not be drained unless you intand to disassembie the final crive 2. Remove the four M 8 nuts from the steel studs hold- ing the final drive housing to the transmission case. Separate the main parts as shown in Fig. 10-1 Fig. 10-1. Main pars of the warsmission separated 1. Nut 8) 9. Bracket 15. Gasket 2 Spring washer 88 (3) 19. Bot M82) 18. Vacuum unit 11, Spring wasner 8 6 (2) 7. Ong 12. Ong 18, Cover for breather pipe (2) 13. Connecting piece wih ©: 19, Fra ve (comple) 8. Spring washer fig 20, Turbine shat 7. Ale caictr plate 14, Tranemision assembly 21, Pump att 8. Groune step (coreete) 22. Torque convert:Technical Service Information 3. Cover the converter hub opening and the final drive 10.2 Disassembling and Assembling housing to prevent dirt from entering. Tat transmission itself to the workbench. Nore — ‘A special stand i used in Authorized VW Dealers shops to hold the transmission while the vansmission case and final drive housing le separated and to hold the transmission for subsequent repair ‘Transmssion case 8 Nut for adjusting scrow 10. ‘Adjusting screw for 2rd 1 (gear band 12 ‘Aajusting srow for tet 13 (gear band 18 ‘Spring washer B 8 (5) 15. Bott M6 35 16. ATF pure 17 2nd geer band 18 the Automatic Transmission Study Fig, 10-2 carefully so that you become familiar with the correct names for the various parts. These ames will be referred to frequently on the following ages, The illustration also shows the order in which you will remove the planetary gearset and related parts from the transmission case. Keep them in order for future assembly, Fig. 10-2. isassembled planelary gest system. The boanng Hlange Bos 16 the ranemsion case Trrust wosher 1 19, Planetary gear set Deoet and reverse cen 20. SHimis) Thrust washer 2 21. Theust washer 6 Trust washer 3 22. 13 gear ban Foard cutcn| 23, Suppor fork Thrust washer 4 2A, Anrulve gear with one-way ‘Guten hub couch ving shot 25, Gasket or beating ange ‘Sun ger, sma 26 Bearing ange Thrust washer 5 21. Screw M6 x 15 (2) 18Technical Service Information To dlsassembi Nore — Record the number and thickness of shims 1. Hold the transmission in a stand, as shown in Fig. you tind in the gearset 10-3, of secure it to the workbench, 5. Remove the driving shell, the small sun gear, the Clutch hub, and the forward clutch. 6. Take out the direct and reverse clutch and the 2nd gear brake band. Remove the pump bolts and lit out the ATF pump. (if you are also removing the transmission pan, keep these bolts separate trom tte bolts you will find in the valve body.) To assemble: Insert the pump in the case so that the single lug and the part number face upward (see Fig. 10-5). Insert the five pump bolts together with the spring washers and screw them in by hand to uniform tightness. Finally, tighten the bolts to 0.4 mkg (3.0 fib). Fig. 10-3. Searing flange for plavetary gearset Tans ‘mission casa s had ona reper tana 2. Remove the countersunk bearing flange screw(s) Later trangmigsions have only one screw 3. Using a slide hammer and puller hook, as shown in Fig. 10-4, pull out the bearing flange, Fig. 10-5. ATF pumo insaliod. Lower arrovenccales the tug that must face upward. Tes! te nstaaton by turning the pump as shown by curved a 2. Turn the pump with the pump shaft. It should turn smoothly and easily, 3, Slide thrust washer 1 for the direct and reverse Cluteh over the pump housing and engage the washer on the lug, 4. Install the 2nd gear brake band and turn the ad- justing screw unt it enters the recess in the band ‘5, Install the direct and reverse clutch and press it down in the case until the cluteh bears on the Fig. 10-4, Using side hammer to pul bearing Hang, thrust washer. 4, Loosen brake band adjusting screw. Lift out the tst 6. Put grease on thrust washers 2 and 3 and stick ‘gear band, the annulus gear with one-way clutch, them to the inside of the forward clutch (see Fig, {and the planetary gearset 10-6). Install the forward clutch in the case. 19Fig. 10-6. Thrust washer 2 (attow A) ard 2 (airon B) in forward clutch ust washer 7, Use a screwdriver to align the internal splines of the forward cluteh plates to receive the hub. 8, Stick thrust washer 4 on the forward clutch hub with grease. Insert the hub into the clutch splines, 9. Install the drive shell and the small sun gear. En- ‘gage the skirt notches with the lugs on the direct and reverse clutch drum. 10, Insert thrust washer § between the large planet pinions £0 that the projecting shoulder faces the ‘small sun gear, as in Fig. 10-7, Technical Service Information Fig. 10-8, Transmission parlong lock, Arrow inostes the pa, which snaps into cartier notches 10.3 Adjusting Axial Play ‘Axial play of 0.45 to 1.05 mm (.018 to .041 in.)is speci fied for the planetary gears and clutches when installed in the transmission case. It may be necessary 10 install shims to bring the axial play within this range. To adjust axt Play: 4. Measure to tind dimension a as shown in Fig. 10-3, Fig. 10-7, Thrust washer § for large sun gear. Shoulder (arrom) should face the al sun gear 11. Install the planetary gearset. All the parts are cor- rectly installed if the planet carrier and parking Jock pawl are aligned axially, as shown in Fig 10-8. 20 Dimension 2 Fr this measurement the gasket between the tranamision case and the gear et Doaring lange rust be in lace on fhe Seaing surtace. Omension @ 16 tho cst trom the gasket fo the planetary gear care. Inti frst ste, use a depth gauge fo measure the distance lm case im fo planet earner2. Measure the distance between the rim and the ‘gasket on the sealing surface, Subtract this me surement from the previous one to obtain dimen- 3. Measure dimension b on the bearing flange, as shown in Fig. 10-10. Fig. 10-10, Dimension b on the tensmsion bearing ange, Note that the measurement taken trom the mating surtace near the ne ofthe ange 4, Subtract b trom a to obtain the axial play, called dimension x 5, From Table b select the shims that will adjust the transmission to the specified axial pay. Table b. Axial Play Compued "Vane | Nomber and Taine ot sim Trust washer only 1.95-2.25 mm 77-89) Technical Service Information 7. Slip the 1st gear brake band with support fork over the annulus gear. Turn the adjusting screw into the fork, 8, Install the bearing flange and gasket. Tighten the 10.4 Adjusting Brake Bands ‘The transmission must be in a horizontal position for these adjustments. If the transmission is not horizontal, your adjustments will be inaccurate To adjust: 1. Genter the 2nd gear brake band by tightening the adjusting screw to a torque of 1.0 mkg (86.8 in. I.) 2, Loosen the screw and retighten it to a torque of 0.5 kg (43 in. 1b). 3, From this setting, back the screw out from 1% to 2 tums and secure the screw with the locknut. 44. After adjusting the 2nd gear brake band, use the same procedure for adjusting the 1st and reverse {gear band, but back the screw out 314 to 3/4 turns instead. Sée Fig. 10-11 Fig. 10-1. Torqung tot and rvoreo brake Dang acust ing screw. Arrow anscales 2nd gear bake band soren, on Automatic Transmission For this procedure the transmission should be in a ver- ann | ipesetb} we | 105 tnstatng Fina ove iat | s0e-agan | we ean) 1120-138 wd —— tical position on a repair stand. sasesan | asta miarnyow ism | sete} 6. Place the gearset shims under thrust washer 6 and install the annulus gear with one-way clutch. a1 cauTion: Wen moving or canying the transmission 19 not use the filer ube as.a handle. YOu ‘could bend it or cause a leakATSG Technical Service Information To assembie: ‘To disassemble: 1. Inspect the chamfer on the transmission case. Re- 1, Remove the two slotted M 4 x 6 screws from the move any burrs, dit, oF rust cover plate and take it oft 2, Dip the O-ring in ATE. 2, Remove the ball valve and ball spring, the inner 3, Place a new paper gasket on the transmission case eee aerate eee ‘sealing surface and carefully set the final drive 3, Use needle nose pliers to unhook the piston rings, housing on it. Be careful not to crush or otherwise as in Fig, 10-13, and remove the rings. ‘damage the O-ring when you install the housing 4. Tighten the four attaching nuts diagonally to 2.0 akg (14.0 ft. Ib), 5, Insert the pump and the turbine shafts. (The splined fend of the turbine shaft goes into the transmission.) 6, Set the converter in place over the end of the tur bine shatt, turning the converter clockwise and counterclockwise unti it engages the turbine shaft splines, 10.6 Disassembling and Assembling ATF Pump. A shaft extending forward from the torque converter through the hollow turbine shaft drives the transmission pump shown in the exploded view of Fig, 10-12. Any time you have occasion to remove the pump, inspect the housing, both gears, and the cover plate carefully for wear and damage. Fig. 10-12, femoving deh pon rings fem pure, Fig. 10-12. ATE pump \ a Screw M46 (2) 4. toner goat 7, Bal pring 2. Cover pate 5. Quer gear 8. Pump housing 8. Dive plate 6 Bab 1) mm dia 9, Paton tinge (8) 22To check pump: 1. Clean all parts thoroughly. Blow out the fluid pas- sages with compressed air 2. Inspect the drive plate and the piston rings. Re- place if worn or damages. 3. Ifthe pump housing, gears, or cover plate are worn ‘or damaged, replace the pump. To assemble: 1, After lubricating all parts thoroughly with ATF, in- stall the gears and the drive plate, Be sure that the ‘rive plate is in tha position shown in Fig. 10-12, with the long hub side toward the pump body. 2. Insert the spring for the ball vaive and the ball 8. Screw on the cover plate. 4. Insert the pump shaft and turn the drive plate by hhand in a clockwise direction to check the installa- tion. Improper assembly or excessive torque on the retaining bolts are the usual causes of binding 10.7 Disassembling and Assembling Direct and Reverse Clutch The direct and reverse clutch and the 2nd gear brake band that operates against the cluten drum are shown in lan exploded view in Fig. 10-14. Become familiar with the part names. They are used frequently in the disassembly and repair procedures which follow this illustration, Fig. 10-14. Dro ard reverse elle, Note that Wo tea clutch plates are istalled together in the madd o te clutch pack, separated rom the 1 samo 6 5 som eet te ; a i | I 1 } J ae J ré aie, Vi Technical Service Information To disnssombie: 2 Use a screwdri to pry out the large circlip. Take out the pressure plate, the two lined plates, and the three steel plates. Putthe clutch on a press and force down the spring plate until you can pry out the small circip. With a twisting movement, pull the clutch piston with return springs out of the clutch drum. Take off {he piston seal and the clutch drum seal Use a press to pull the drum bushing (Fig. 10-15). Fig. 10-15, Removing clutch drum bushing. Phantom rawing (dashed lines) shows extractor ‘cute cru sea 10 Cretip (sma {Gute piston sat 1, Pate (see) (3) Cues piston 12 Pate ined) (2) Fetun spring (18) 13. Pressure pate Seeing plate 14, Gieip targe) 23To check clutch: 1. Look for wear or damage on the friction surfaces of the piston and the clutch drum and in the grooves in which the steel clutch plates ride. 2. Check the ball valve for freedom of movement. Make sure the driling is clear 3. Inspect the steel clutch plates. Replace any plate that is scored or grooved. 4. Check the lined plates. Replace any plate that is worn, damaged, or burned. '5, Check the 2nd gear brake band. Replace iti worn, damaged, or burned To assemble: 1. Install new seals on the clutch drum and the piston, ‘The seal lips must point into the drum toward the source of hydraulic pressure. 2. Lubricate the seals well with ATF. Insert the piston into the drum with a twisting motion. 3. Insert the 18 return springs and the spring retainer plate. Press the parts together on the repair press Until you ean snap the small circlip into its groove. Nore — “The lnes plats for tho tron clutch have wat- fied surfaces, shown in Fig. 10-16. Do not Ccontuse thom with the forward cluteh lined plates, which have grooved surfaces. New lined plates shoula be soaked n ATF fs for at least an hour before instalation. Technical Service Information Fig. 10-16. Fron! clich lined pate. The wattle surace ‘ofthe ning distinguishes these plates 4 Install the clutch lined plates and the stee! plates. ‘The order Is important. Check your work by refer: fing to Fig. 10-14 5. Install the pressure plate and the large circlip. The tolerance range for the thickness of the plate is 6.15 to 6.30 mm (242 to .248 in). The thickness of the Circip is specified at 1.7 mm (.067 in.) only. 6, Press a new clutch drum bushing into place using ‘an appropriate tool and a hydraulic press. 10.8 Disassembling and Assembling Forward Clutch The forward clutch transmits torque from the con- verter turbine to the direct and reverse clutch and the large sun gear. Fig. 10-17 gives an exploded view. Fig, 10-17. Forward clutch disassembled. Note that tho ‘oat plates in this clutch are separate. The ute ccip isa seecive ft 1 Claten rum 5. Daaphvogm spring 9, Plate (sew) (2) 2. Paton sea (large) 5. Spring exci (2 mn tk) 10. End pate 3. Gluten pston 1 Prossure pate 11, Outer evel 4 Paton seal (smal) 8. Pattie) (3) 24To disassemble: 1. Pry out the outer circlip with a screwdriver and re- ‘move the clutch plate pack 2. Pry out the spring circlip. Remove the diaphragm spring. 3. Withdraw the piston from the clutch drum, then 1 move the small and large piston seal. To check clutch: 11. Shake the drum, Ifthe driling shown in Fig. 10-18 is clear, you will hear the ball valve rattle Fig. 10-18, Gall vale (trou) in clteh dram, 2. Check the diaphragm spring. When the piston is in- stalled. the spring should reach at least tothe lower ‘edge of the cielip groove. 3. Inspect the steel clutch plates, Replace any plate that is scored or grooves. 4. Look for signs of burning and wear on the lined plates. Replace damaged plates. To assemble: 1. Install new piston seals. The seal lips must point into the drum toward the source of hydraulic pressure 2, Lubricate the seals well with ATF. Insert the piston into the drum with a twisting motion, 3. Install the diaphragm spring with the curved side toward the piston. Use only a 2-mm (079 in) thick Circlip with a lug to retain the diaphragm. Nore— ‘The diaphragm spring should be under some tension when the circlip is installed and it should nat be easy to snap the cilip into ts {groove If insertion ofthe eirclip does not put the diapsragm spring under tension, replace the spring 25 Technical Service Information 4, Install the pressure plate with the chamfered side toward the diaphragm spring 5, Soak new lined plates (Fig. 10-19) in ATF for at least one hour. Used plates can merely be lubri- ‘ated with ATF before reinstalling, 6. Install ined plates altornatoly with steel plates. Fig. 10-19. Forward clutch ine plata Note the concen. tncaly grooved surat of ining. 7. Install the end plate and outer circlip. The specified thickness of the end plate is 6.15 to 6.30 mm (242 to 248 in.) 4. Using a feeler gauge, check the clearance between the end plate and the outar elrclip, asin Fig. 10-20. The clearance should be from 0.80 to 1.20 mm (031 to .047 in). Select a circlip to give this tt. Table ¢ lists the cizcips available at Authorized VW Dealers. Fig. 10-20, Measuring forward clutch end play. Use 2 fecier gauge to measure ciesrance a be aan the end late and the lage outer apATSG Technical Service Information Table c. Circlip Thickness ‘Thickness Part No. 180 mn (0590 9) (00 908 157 D 1.70 mm (0669 (0a 320 157 200 men (0787 in) (03 893 167 A 2.30 tm (0005 in) ‘000 923 157 C 2.50 mm (0984 in) (000 325 187 8 mmm (1053) 009 325 167 € 10.9 Disassembling and Assembling Annulus Gear The annulus gear assembly includes the annulus gear with the one-way clutch and the Yst gear brake band. Fig 40-21 gives an exploded view of the assembly. Become famiiar with the part names. They are used in the follow- ing text. The annulus engages the small pinions of the planetary gear set. 1, Support tx 5. Sexing soacers and rollers 2. Acjusing sorew Go exer) 23, tet goar brake bana 6. One-nay clutch inner ring 4 Armas gear Fig. 10-21. Annus goar. The acting sraw fr the te (gear brake Band goes trough the Wan: Bion case no a recage i ho support frk the end athe band. The spring spacers and rales ate part ot tne one-way euch asso To disassemble: 1. Pull the inner ring of the one-way clutch out of the annulus gear. 2. Take out the 10 rollers and 10 springs. 26 To check gear: 1. Look for scoring and other signs of wear on the annulus gear, all the gear teeth, the outer ring. the one-way cluteh hub, and the rollers. Replace dam- aged parts, NoTe— ‘The one-way clutch must be in perteetcondl- tion tits to hole the annulus against the turbine shaf rotation 2. Inspect the 1st gear brake band. Check the lining for burning and excessive wear. Remove any em- ‘bedded bits of metal. Check the operating parts for To assemble: 1. Insert the inner ring of the one-way clutch in the annulus. Then insert the 10 rollers into the space between the one-way clutch inner ring and the an- rnulus gear assembly. 2. Put the spring spacers between the lugs and the rollers. AS you look down on the gear the instala- tion sequence should be: lug, spring, roller, lus, spring, roller... and so on. 4, Install the one-way clutch on the bearing flange so that the splined part of the flange meshes with the. Inner ning 4. To check the locking effect and the direction of ro lation, try to turn the clutch both clockwise and ‘counterclockwise (Fig. 10-22) Fig. 10-22. One-way cluch, When insaod on tho bea Ing ange, the clutch us in deecson A but holds in deecton &10.10 Planetary Gears The planetary gearset should not be disassembled ‘The planetary pinions run on needle bearings on peened- in shafts that can be properly installed only at the factory The gearset is shown in Fig. 10-23. Nore — Worn or damaged gearsets must be replaced fae 2 unt since individual parte ae nol supplied 1 Smal sun gaat 2. Panel cat 5. Large plans pce 4 Large sun gear 5. Smal pane! piven Anois (ng) gear Fig. 10-22, Planstary gear system wih anasus remeved The annulus engages the small prions ony To check: Inspect all gear teeth and thrust surfaces 2. Check the backlash in meshing gears. 3. Check the radial play of the planetary gears. Examine the flange of the parking lock for wear. Remove any burrs. 5, Check the internal splines for wear. Replace worn pars, 10.11 Parking Lock Disassembly of the parking lock requires removal of the transmission pan and the valve body. Read the in- structions for those procedures before you start this task ‘The position of the parking lock relative to the planetary ‘gearset is shown in Fig. 10-24 ar Technical Service Information Fig. 10-24, Parking lock in engaged positon. Shape of the noches around the edge ol the planet carrer 16 desgned to retain the paw ily wth the vehicle slaonary, but 1 fore the paw from engagerent the S8ectr lve" fccidertally moved fo whe the car To disassemble: 1. Remove the transmission pan and the valve body (ig. 10-25). Unscrew the threaded pin for the oper- ating lever. Take olf the E-clip and remove the lever. lee] | | | | | ww desu ca ere Paw pia 8 O19 Return sping 9, Rotaiing bat Paw 10. Song washer 86 Threads pin 1 Manual valve lever Operating ver 12 Washer Ba Escto 1, Satlocking rut Wa (Cable lever and shat Fig. 10-25. Parking lock assembly. The view i rom be low. The engne mous be fo the lt2. Drive out the pawl pin, Take off the paw! and the return spring 3. Remove the selt-locking nut from the manual valve lever, then press off the lever. 4. Remove the retaining bolt and take out the cable lever and the shaft To assemble: 1. Install the lever shaft using a new O-ring, Install the manual valve lever together with a washer and a sellocking nut. Tighten the nut to 0.6 mkg (4.5 ft Ib). Insert the retaining bolt together with a spring washer 2. Inzart the pawl together with a return spring, Hold the paw! away from the planet carrier and drive in the paw pin 3, Install the operating lever and then the E-clip. Tighten the threaded pin to 2.5 mkg (18 ft. Ib). 4. Check the operation of the parking lock. Reinstall the valve body and the transmission pan. Technical Service Information 11. FINAL DRIVE The final drive consists of two flanged shafts that are ‘couples to the rear wheels, the diferential gears, the ring ‘gear and drive pinion, and the differential carrier that con- tains these parts. The ditferential gears and the ring and pinion used with the automatic transmission are entirely Sifferent from those used in the four-speed fully synchro- rized transmission. The differential carrier is bolted inside the final drive housing and is easily removed. All adjust- ‘ments to the final drive gears may be made on the ditfer- tential carrier and the carrier then bolted back inside the final drive housing, Fig. 11-1 shows the disassembly re- quired to remove the differential carrier. Fig. 11-1, Final dive in exploded view. Alter removing te governor and ange shafts the cron ctr can be unboted and taken cut ofthe ‘nal dn nousing. 1. Plnon of seat 6. Serng oti 11. Dien carver 2 Flanges shat ol seas (2) 7. Governor cover 12, Dierental carrer gasket 3. shims (2) 8 Governor 13, BG lock washer 4, Flanges shat (gh) 9. Flanged shatt (ot) 1 Ment 53. Ranged shat bts (2) 10. Fina ve Rousing11.1 Removing and Installing Differential Carrier Because dirt will invariably enter the transmission and difficulty may be encountered during reinstallation, itis, recommended that you do not attempt to remove the dit- ferential carrier while the transmission is mounted in the To remove: 1. Take out the torque converter, Pull out the pump, shaft and turbine shatt 2, Separate the final drive housing from the transmis- 3, Secure the final drive housing to the assembly stand 4, Flemove the governor. 5. Remove the flanged shatts. Note — (On 1970 and ator cars, the anged shats can be withdrawn after removing the socket head bolts trom their center as was shawn im Fig 11-1. On eater cars, the langed side covers are unbolted. See Fig. 11-2. 1. Gretp 4, Ov seat 2. Thrust washer 5. Flanged shat 2. Sto cover Fig. 11-2. Early tangod shal. 1968 and 1969 cats have Hanged shals flained in side covers. Later tars have no $160 covers and ho Hanged ‘as are retain by Sate 6. Remove the nuts holding the citterential carrier n= side the final drive housing, 7. Pass a long threaded shaft through the hollow drive pinion and secure the shaft with nuts and ‘washers at the transmission end. 29 Technical Service Information 8. Attach a slide hammer to the threaded shaft and Use the hammer to pull the diferential carrier free of the housing, as shown in Fig. 11-3. Fig. 11-3, Puting dierent carer The side harerer held he prion withthe long threaded shat Can also be used to it the carrer trom. tbe owsing. 9. Check the pinion oll seal. Pry it out if faulty 10. Check the governor oil seal and O-ring. Replace them if necessary Note — ' hook-ehaped too! can be used to remove the governor sha seal i the tansmission is instaieg In the ear it you disassemble the twansmission, you can ctive out the seal with 111. Check the flanged shaft oil seals in the final drive housing and replace them if cracked or worn Note — ‘On early model transmissions having the flangad shat retained nthe side covers, tis necessary to take off the cicip holding the flanged shatt in the cover and remove the flanged shatt to inspect the oll sea. The oi ‘eal ts pressed into the side cover. Iisa ways best to replace the seals, To instal: 1, Coat the outsides of the flanged shaft seals with hhypoid oll and press them into the side covers or final drive housing. Pack the seal lips with itium grease, 2. On early transmissions only, install the flanged sha in the side covers and install the snap rings. 3. Drive in a new governor oll seal. The seal lip must point outward, toward the governor. Use a proper Seal-driving tool 4. Use the proper sleeve-type driver to press in the pinion oll seal. Have the seal lip toward the final rive, Seat the seal flush with the housing.NOTE — ‘The proper setup for driving i the pinion seal is shown in Fig. 11-8, Prot to January 1971. the drive pinion seal was installed with the seating ip toward the transmission you replace one of these earlar instalation, put the mew seal in with the Up toward the nal deve Fig. 11-4. Driving in rem pinion seal. This isa vary cet fl Sea, $0 Makeshit instalation methods ‘Pou nat be used 5. Puta new paper gasket over the studs in the hous- ing betore instaling the differential carver. 6. Lower the dierentil carrier onta the studs in the final drive housing using the long threades shaft passed through the drive pinion. 7. Put spring washers and nuts on the studs and tighten uniformly by hand. Then, working diag- conally, torque the nuts to 0.8 mkg (6. 1b), 4, Install the flanged shatts, using @ new gasket un- der the side covers on early transmissions, Nore — ‘The long shart govs on the fot side of the final drive 9. Torque the socket head flanged shaft retaining bolts to 2.5 mag (18 MID), 10. On the earlier type transmission, put the spring washers and nuts on the side cover studs and tighten them uniformly by hand. Working diag- ‘nally, torque them to 0.8 mkg (6 tt. 1b), 30 Technical Service Information Note — Flanged shats wih two spline designs were used in the years covered by this Manual ‘The spline angle was changed from 45" to 30° and the numberof splines from 34 to 38 Mako sure the splines mateh if you replace fther the flanged shafts or the ciferentia), siae gears, 11, Install the O-ring for the governor cover 12. Install the governor and the cover. 49. Clean the mating surfaces of the final drive hous- ing and transmission case. Install anew gasket ‘and O-rings and reinstall the final drive on the transmission. NoTE— Always remove butts, corrosion, and dirt trom the chamters around the stid betore atuing the Ovnpe Dp the Ortnge le AVF Dror to instalation, Be careful not to crush oF tear the rings during assembly 14. Working diagonally, tighten the nuts on the four studs to 2 mkg (14 ft 1B) 15, Insert the transmission pump shaft and the turbine ‘shaft. The end of the turbine shaft with the short pilot ahead of the splines should point toward the tranemission. wor The shafts must turn easly by hand. Check this by turning thom in both directions after 16, Install the ATF filler tube, the air deflector plate, ‘and other external parts. 17. Install the torque converter. Turn it clockwise and counterclockwise unti it engages the turbine shatt land pump shatt splines ‘caurion— 1 the converter comes part way off its sup- port tube, or if the converter again re ‘moved afer insaling i. the transmission ‘ump shat may come along with It far ‘enough 10 disengage the shan spines from the pump drive plata. Uniess the pump shaft 's then reinserted inthe spines by hand, the ‘next oparation ofthe wansimssion may dan ‘age the pump. To correct the damage would ‘oquite complete removal and disassembly of 18, Secure the torque converter in the transmission with a retaining bar to prevent the converter from falling out prior to installation of the engine.11.2 Disassembling and Assembling Differentail Carrier The ditferential carrier assembly is shown in the ex: ploded view in Fig. 11-5. Become thoroughly familiar with the names of the various parts. They will appear tro quently in our description of the disassembly and assem bly procedures you must use when servicing the final are. cauTio¢n— (Do not proceed with disassembly unt you have marked the acjustng ring positions for accurate location during assembly, Fig. 11-5. Diterenna’ carer assem. Technical Service Information The procedure you will follow in disassembling the dit: ferential carrier depends on whether or not you intend to adjust the ring and pinion gearset, When you do not in tend to adjust the ring oF pinion, you begin by recording the ring gear backlash. (This job will be described later.) ‘Next. carefully mark the postions of the pinion adjusting ring and the two ring gear agjusting rings. During reas- sembly the rings are returned to these marks and the backlash adjusted to the figure recorded earlier Converter seat Dilerentit carer Tapered roter beanng/outer race (2) Lckiate te ang gear agjustng ring (2) 8 Governor deve gear 7. Pina 24 ekpiale for inion gusting rng 9. Bot 6x 10 10. Spang washer 86 (2) 1 Tapered-atier 1 Pon 14. Prion adjusting ring 15. Ring gear ating ring (2 16. Tapered-oer 17 Bearing capt 18. Taperedaler Diterertal rousing Boanng cap, right Bower 424) 31ATSG Technical Service Information To disassemble: 1. Mount the assembled ditferential carrier in a suit- able holding device, 2. Remove the lockplates that hold both ring gear land pinion adjusting rings. Do not reuse the lockplates, 3. Remove the four bearing cap bolts and take off the bearing caps. Remove the differential assombly from the carrier 4. With a special wrench, unscrew the pinion adjust- ing ring and take out the pinion 5. Knock out the pin that secures the governor drive gear. Remove the gear 6. Use a threaded extractor with a special ring-re- Fig. 11-7. Prying out cive pinion seal. A special lever moving too! to pull the outer race of the pinion wt a hooked end is used or his operation in tapered-roller bearing out of the converter end of YW ahs the carrier, Fig. 11-6 shows the setup. 11-8. Pring out converter seal wih the speisa Fig. 11-8. Setup for puting he outer race of the penon nooks ever Iapered-roer bearing rom converter end of caer. Sleeve on threaded spindle of extae tor expands ince te beeing race anc en ables the race tobe puted rom cari. 7. Use @ hooked-shaped tool to pry out the drive pin- ion seal as shown in Fig. 11-7. 8. Pry out the converter seal as in Fig, 11-8, 8. With the setup shown in Fig. 11-9, press the pinion tapered-roller bearing outer race out of the adjust- ing ring Note— Ip model yoar 1969, a strengthened pinion a gear was ‘noduces. The now shape quires siterent setup for pressing off the "race ofthe tapored-oler bearing. Fig 11-10 shows the setup forthe early version. Fig. 11-11 shows the setup forthe post 1969, version. With either Ris dificult fo avod ruin ing the bearing Fig, 11-8, Pressing out the outer race 32Technical Service Information 10. Press the tapered-roller bearing inner race off the To assemble: pinion with the setup shown in Fig, 11-10 or Fig Wet 1. Insert the governor drive gear. Drive in the retain- ing pin. 2. Press the differential cartier down on the torque converter oll seal, as shown in Fig. 11-12. ad Fig. 11-10, Prose setup fr pressing of inna ace ofp Jon tapered beating in early version, Fig. 11212, Pressing cari onto conver sea 3. Drive in the pinion seal, as shown in Fig. 11-13. Fig. 11211, Separator device for pressing of at-yp in rer race of pinion taperes-beaing Note — I you intend to replace some part or parts when you assemble the carrer, rt read 11.5 Adjusting Pinion ang 11.6 Adjusting, Ring Gear for insiuctions regarding necessary additonal work. Replacement of a part wil Fequire reacjustment of the. final tive gearset Fig. 11-18, Seating te pinion seal with 2 sea! driver. 33TSG 4, Press the outer race of the pinion tapered-roller bearing into the differential carrer, as ilustrated in Fig. 11-14, Fig. 11-14, Seating outer taco of pinion tapred.roter bearing a aitlorental career 5, Heat the pinion adjusting ring to 100°C (212°F) ‘and install the tapered-roller bearing outer race in it, When the adjusting ring has cooled, seat the bearing race complately under 3 tons (2721 ke) of pressure (see Fig. 11-15) Fig, 11-15, Pressing tapered.roer beating outer race int the prion adusing rng, 34 Technical Service Information 6. Heat the pinion tapered-roller bearing inner races to 100°C (212°F), Start them on the pinion. When the races have cooled, seat them completely un- der 3 tons (2721 kg) of pressure (see Fig. 11-16). Fig. 11-16, Pressing cooled bearing net aces orto he pier Note — £80 eure too all taperedteoler bearings thor. ‘aghiy with hypose 0 before you ital them inthe alien Bore you proceed with final assembly of the itfrential earner. read 11.8 Aausting Pinion forinstruction onthe selection of S shims for adjustment of the pinion. instal all replace: tment S, shims behing the ovter bearing race, fot under the inner race. Only in factory as- sembly are shims installed under the inner 7. Install the correct thickness of S, shims behind the ‘outer bearing race. 8, Install the pinion. f you have not replaced any parts, screw in the adjusting ring to line up the marks you made during disassembly. Lock tho ng, 9, Install the differential in the differential carrier ‘along with the tapered-roller bearing outer races ‘and adjusting rings.10. Install the bearing caps. Torque the bolts to 60 imkg (43 ft. tb.) a8 n Fig, 17-17, caurion— Before you tighten the bearing cap bolt uly be sure thatthe adjusting rings are correctly located nthe threads. Otherwise, the threads ‘il be deformed. © Fig. 11-17. Torquing bale on the cereal eater bea: Ing eap 11, Use a special wrench to turn the adjusting rings to adjust the bearing preload and backlash, Ityou are reinstalling the original parts, set the rings to the ‘reference marks you made before removal. Other- wise, follow the instructions in 11.5 Adjusting Pinion. 12, Secure the adjusting rings with new lockplates, (One of the two available types of plates wil fi Technical Service Information 11.3 Disassembling and Assembling Ditferentiat The ditferontial used in the fully automatic transmis sion is shown in an exploded view in Fig. 11-18. Part ‘names from this figure will be used frequently In the in- structions for disassembly and assembly as well as in the procedures for making adjustments. Become thoroughly familiar with these part names before undertaking any cauTion— 1 you ack the Skil, 018, oF @sultabie work- ‘shop for aiffarantal service, we suggest you leave such repairs to. an Authorized VW ‘Deslor or ether qualified shop. We especialy ‘urge you to consult your Authorized VW Dealer before attempting repairs on a car stil covered by the newcar warranty ‘The differential side gears and the tlanged shafts are splined together. In cars covered by this Manual, gears land shans of two designs are used. The spline angle was, ‘changed from 45° to 30°, and the number of splines re- duced from 34 to 33. Ifyou replace a side gear or flanged shaft, make sure the new part matches the splines of the ol, There has also been a change in the mounting of the langed shafts, which will be explained later. On all trans- missions built since 1970, itis necessary to check flanged shaft axial play, as described in 11.7 Adjusting Flanged Shaft Axial Play, when replacing differential pats. Fig. 11-1 8. Disassembled dierent Eat type does ot havo pans 1, 3,8, 16 or 18. 390 16 7 18 1. Bolt for ot anges sna Trrust washor, large 13. Spang pn” 2 Let anges shat Side gear, le 14 ileal housing 3. Shim, le Nut fo anged shan batt 15. Ring gear 4. Teperedaler beating. 18. Shim, right 5, Boland tock washer 17, ight Hanged shat 18. Bol for right fanged shatATSG Technical Service Information To disassomble: 1. Press the tapered-roller bearing inner races off the differential housing and cover, as shown in Fig, 11-19. Fig. 11-18. Setup or pressing taperee-oter bearings ott ferential neusng and cover 2, Clamp the ditferential Rousing ina vise with soft jaw covers. Take out the ring gear bolts and knock the ring gear loose with a rubber mallet. Either put rags Under the ring gear to soften the fall or, as in Fig. 11-20, leave three bolts loosened but stil threaded so they will eatch the gear when it comes loose. 3. Using a lever, and working carefully to avoid dam- ‘age. pry the cover loose from the housing, as shown and described in Fig. 11-21 Fig. 11-21. Prying cover al he oterontia housing with 2 lever Start the lever in the jin between the pas, thon gragualy work around the ‘cumierence of Ihe housing 4. Knock out the spring pin and the shat 5, Inspect the large and small thrust washers, side gears, pinions, and other thrust surfaces for wear cauTion— Fig. 11-20. Knocking rng goar loose. I you are going to isto! during assembly a ‘now aiterenta side goar, anges shaft large Ivust washer, diferental housing. or die. ‘ential housing Cover, perlorm the chooks and Sdustments described in 11.7 Adjusting Flanged shaft Axial Play. Nor doing 50 wil cause binding of the fanged shafts or abnor ‘mat gear wear. This caution applies ony to Nianged shatts held by a central socket head bot To assemble: 1. Install the side gears, differential pinions, thrust washers, and shat 2, Drive in a new spring pin. Secure it at both ends by peening the housing over it. Nore — In oxder to obtain a tight Ft between the ring oar ane diferent! cover, make certain that ‘smooth. Use an olstone to polish away burrs ‘and pressure marksTechnical Service Information 3. Hoat the ring goar to 100°C (212°F) and put it in 6. Heat the two tapered-roller bearing inner races to place on the housing. Lower it over the two center= 100°C (212"F) and seat them on the cover and Ing pins, as illustrated in Fig. 11-22. housing, Fig, 1-24 shows the press setup. Apply a pressure of 3 tons (2721 kg). NoTE— The retaining bolts for he ring gear are sup- pled complete with lockwashers. Replace ‘hese bolts and washers whenever you re move the ring gear Do not reuse old bolts Fig. 11-22, inataling heated rng gear on the diferent . Pressing healed inner bearing races home housing. Note the centering gue pin at ‘on the dierent, ach ede one housing 4, Heat the differential cover to 100°C (212°F).Installit 14.4 Adjusting Pinion and Ring Gear ‘on the differential housing. ‘The pinion and ring gear together make up the hypoid ‘gearset. lo a hypoid gearset the axis of the pinion is in a diferent plane from that of the ring gear. Precise meshing of the two is necessary for silent running and long service ite. 5, With the ring gear and cover in place on the hous- ing, tighten the ring gaar bolts to 4.5 mkg (22.5 ft 1b), working diagonally as shown in Fig. 11-23. AA special testing machine at the factory adjusts ring ‘and pinion gear mesh. Both gears are stamped with a matching number obtained from the machine measur ments and can be replaced only as a set. Readjust the fing and pinion gear mesh only when you replace parts, directly affecting the adjustments, For example, if you are ‘eplacing the differential housing, housing cover, of a ta- pered bearing, you need adjust only the ring gear. Ifthe pinion bearings or pinion Is replaced, you need adjust Cnly the pinion. if both gears in the set are new or fitted with new bearings adjust the set as a unit. The following Is the standard gearset adjustment se- ‘quence: (1) Adjust the pinion tapered-roller bearings. (2) ‘Adjust and check the pinion depth of mesh. (3) Adjust the Fig. 11-23. Torquing sng gear bots differential tapered-roller bearings and set the backlash, 37(On the factory testing machine, a master gauge is ap- plied to set the initial engagement of the pinion and ring gear, This setting determines the specified distance Ry between the end face of the pinion and an imaginary ver tical line passing through the exact center of the ring gear (see Fig. 11-25). Maser gauge sing 40.55 en (1.5965 in) Actual geting for parveuat goareet Ve. Hypo ist (stance between gear axes) 42.50 nen (7126) 1. 6 833, cede for Gleason gearst, ratio 9:92 2968 matching numb for goasei 3 Deviation rgiven in hundredne ofr, 25 mmm (10 in) 025 Fig. 11-25. Pinon anging géeraajusiment or suet fing, In Is presentation, the pnion wots ‘move any lll or night, the ring. gear ny away tom you ang back again Sling Re ane Rand dovation 38 well as other marie ings, ae vial proper reacjusmert of gear sat From the initial setting R, the pinion is moved axially land the ring gear moved outward from a no-play mesh. A tolerance range for play (backlash) between the gears is, specified. Repeat the trial adjustments until you find the gearset’s position of quiet running and best contact pat- tern. In that position the measurement from the ting gear Centerline to the end face of the pinion wil difer from R, bby a deviation r. The r deviation Is stamped on the outer face of the ring gear as shown in Fig, 11-25, Fig. 11-26 shows the adjusting rings an¢ pinion shim In the differential carrier. The shims inserted between the pinion shoulder and the tapered-roller bearing or be- tween the bearing and the differential carrier determine R for the gearset. The pinion adjusting ring determines the preload on the tapered-roller pinion bearings. The adjust- Ing rings in the differential carrier determine the backlash 38 Technical Service Information between the ring and pinion gears. The adjusting rings also determine the preload of the differential tapered roller bearings, ‘Shim or pinion 5; Scren-in depth of austing ring (ng guar ond) Se Seren-in depth of achusting ring (opposite re) Fig. 11-26. Hypoid gaarset shims. Shop adjustments of le pinion and ring gear mesh rogue the shims shown hate. 5; and Sp determine ring (ear positon. getermnes cept of iran ‘engage ‘Table d lists the components of the differential carrier {and shows whether replacement of each part will require adjustment of the pinion, the ring gear, or both. Table d. Required Final Drive Adjustments ‘Adjust Ring peed Adjust Gear a Pinion | (differential bearings) Dileronia camer x x Devan tapareaoter Destinos x Diterantat now | Dilerentat using cover Pinion tapered-oler bearing x 7 ‘Adjusting ving lor pinion i Pinion and ing gear Irsaaton ol ew gest set ‘egies repticement ot tapered Bearings Lx fee eee eee11.5 Adjusting Pinion In the procedures covering this and other final drive adjustments you will frequently find tables listing the specifications and shim sizes needed to perform the work. The tables contain a number of standard terms and symbols used to designate gearset measurements. Table describes all the terms and symbols. S, Is the first of ‘these symbols that you will encounter. Establishing the thickness of the shim controlling this dimension is an im- Portant part of pinion adjustment Table e. Standard Symbols Technical Service Information Accurate measuring methods at the factory make it practical to place the S; shim between the pinion and the tapered-roller bearing inner race. However, trial and error measurements are needed during repair operations. You should therefore put the S, shim between the tapered- roller bearing outer race and the converter one-way Clutch support. This will make it far easier to exchange the shim for one of a different size if the pinion position must be corrected. See Fig. 11-27. ‘The procedures for adjusting the pinion require two special tools, @ torque gauge with adapter and a dial ‘gauge with holder. The torque gauge is used in measur- ing the preload on the bearing races. Pinion adjustment should be cartied out in four stages: (1) measuring the preload on the tapered-roller bearing races; (2) determining the shim thickness S required for the particular pinion/ring gear combination; (3) setting the pinion; and (4) checking the adjustment Note Lubricate the bearings only with hypoid il ‘uring final rive adjustments. Other ole wil ‘un af leaving the Bearings cry. 39 [Symbot Description Dimension Fig. 11-27. Pinion S, shim locations. The latory pace | Saami ea of aousing ent sheuid rot be usd ale 9 repair o = (cng gear ena) sche Hes Deer ae S| Serewn gepim of ausing “ctorytocation ring ceed (opposite ene) Ss | Shim between tapered roser | See late for bearing and prion or batwoon | thickness Dearing Out race and _| ertereneat carrer Fe | Length of master gauge used | 4055 mm onspecial esting macrine | (159651) | Poston of pinon in eiaton ta | R= Ry > 1 fenterine tng gear at {ites running port (Gominal mension) + | Deviation tom Re, marked on gear set feed Sw _| Backash (035-028 mm (0053-0088) Ve [Hypa ots [425mm (8732 iny 6.033 | Gear set G - Geason 0x3 += 367 29/30 number ol Weth Repair location 1/2 | Halt ameter of setieg 0/2 = 1.00mm ‘mance! (3907'n) Ee] Length ot eating gauge vw | Eo = 50.55 mm georgia Re Di2mm | (geen) © | Diterence between mand | measured in 1/100 ane seting gauge fm << LENATSG Technical Service Information To measure preload: Totind Sy: 1. Put the carrier in the holding plate and clamp the 1. Place the dial gauge in the holder on the setting plate with the carrier in a vise, as in Fig. 11-28. block, as in Fig. 11-29. Set a t-mm preload and then zero the gauge 2. Put the setting mandrel in the differential carrier with the outer bearing races and the adjusting rings in place. Attach the bearing caps and tighten the bolts to 5.5 mkg (40 ft. 1b). Turn the adjusting rings to position the mandrel. You should just be able to turn the mandrel by hand. Fig. 1 28, Pinion a 2. Install the inner bearing race behind the pinion, Fig. 11-29. Dial 2098 on seting boos, et 10 2er0 with 3, Install the pinion in the carrier and tighten the ad- Dia! ge on setin ts justing ring to remove all axial play. 4 Clamp the torque gauge adapter in the pinion and 3. Set the dial gauge holder on the pinion shaft and attach the gauge, press the holder snugly against the end face of the 5. Spin the pinion rapidly 15 oF 20 revolutions in each pinion. (See Fig. 11-30.) Carefully move the holder direction, Lunt the dial gauge pin rests on the highest point of the polished cylindrical section of the mandrel 6. While stil spinning the pinion, screw in the adjust- Take the reading at that point ing ting to bring the torque within the specitied tol- erance (Table f). Make a note of the exact torque recorded. You wil use this value later in adjusting the ring gear. Table f. Pinion Turning Torque ‘New bearings sed besrings later 20" (48 Km) 098 In the next stage of the procedure for adjusting the pinion, use a special mandrel to establish the equivalent ‘of the ring gear center line in the carrer. Install he man- ‘rel where the citferential would normally be. Using a dial Fig. 11-80. Mondrel and cal gauge moosuring pion po {gauge mounted on the mandrel, measure to the end face silon. Gauge pn rests on mandrel whie of the pinion. This is to determine the appropriate S shim ‘gauge holcer i pressed lighty aganst in thleknass for the pinion adjustment. fon 404, Look at the stamped coding on the pinion for devi ation F of the gearset. Subtract this F from the mes Technical Service Information Table g. S, Shims surement you have just taken with the dial gauge. 5; Actual The diference obiained is called the §, nominal fs Nomlna Range] = 01 mm) Shim rat range. Using the arithmetic described here you can [ Ge Use this result to find the actual S, shim thickness a = ane needed for pinion adjustment ea 109-107 105 2 | o0asi9 2a, caurion— (0105-0420) _|_(ots) Every number or setting in the folowing ox- Ta 710 a aa ample is maginay. Using them as speciica. nerenis | too tions fora car could cause serious damage, 1a-447 115 a | onasio tan ous" asoy_ | (0455) A ticttious example will show you how to use the S; 138-122 120 S| onssia 1488 ‘nominal range to find the S, shim thickness. For our ex: 01650480) |_(ot70) ample the following data are given: 129-127 125 6) eco ste aa (stamped on the gearset) 0.23 mm 0486-0500) | C480) E, (ial gauge input from setting block) 50.55 mm 178-192 130 7 | ossie vara R_ (factory master gauge pinion setting) 40.55 mm (os0s- e820) | (0510) /2 (half mandrel cylinder diameter) 10.00 mm 138-437 135 | ocasiara80 Assume the following dial gauge measurement. £0525-.0840)_} (0590) rr 10 @ | 000 sig aoa = 1.64 mm 586-1560 | (0560) We can now find the required shim thickness by Perd 145 10 | 009 619 1608 simple arithmetic. We take the value we calculated for the (0565-0580) | (0570) nominal pinion dimension and subtract it from the actual aaeeiis) a ae irae a Binion dimension we measured without the shims: ase 0600) | (0880) 52.19 mm 159-187 15 12 | 000 610 1e2a = 50.78 mm 500-0620) | (0510) S)= 141mm 160 13 | 005 519 1598 530) Analysis ofthe step-by-step calculation reveals the fol- £ lowing simpie formu 163-167 165 va | 009 510 Tosa 064070885) | (0850) Sre-r 68-172 170 1 | cos si0 158A In our example: os60-0675)_| (ost S)= 1.64 — 0.23. mm = 141 mm The formula says that you take the gauge reading between the pinion end face and the far surtace of the mandrel cylinder (1.84 mm in our example) and subtract {rom it the deviation r (0.28 mm in our example) to obtain ‘Sp, which in our example turned out to be 7.61 mm. Thus the formula requires you to make only one actual mea- surement using the stampings on the gearset Table g gives a list of the shims that are available to match the S; nominal ranges you are likely to find in ac- tual gearsets. The shim numbers and their replacement art numbers are included. NoTe— When selecting a shim trom the table, mea- sure it cartuly at several points with a m- trometer. Check the shim for butre or dam- age. Use only shims in pevtect condition, To set and check pinion: a 1. Remove the pinion and pull out the outer bearing 2, From Table g select the S, shim of the correct size to satisty the equation and install it. Press in the ‘outer race again, 43, Reinstall the pinion and adjust it to give the same torque that you obtained previously in step 4 of the Procedure for measuring the preload. 4, Repeat the measurement between the end face of the pinion and the measuring surtace on the man- rel. (Fig. 11-81 is a cross section of the setup.) Remember that the gauge pin is hail the diameter of the mandrel shatt (shaded circle) beyond the ring {gear centerline. I you have instalied the correct Sy shim, the dial gauge reading should equal the devie allon'r = 0.04 mm (.0018 in).fy Fig. 11-31. Gauge nlder paced against prin taco wit a ncicator pn agers! mance. 5. Lock the pinion adjusting ring. Two different lock- Plates are available. One of them will fi 11.6 Adjusting Ring Gear ‘Smooth operation of the final drive requires correct clearance between the pinion and the ring gear teeth The ring gear adjustment includes bringing this backlash within the specified tolerance, ‘The adjusting rings under the bearing caps at the ‘sides of the diferential carrier move the ring gear toward ‘or away from the pinion. When you screw the right agjust- ing ring out and atthe same time screw the left adjusting ring in, the ring gear is moved away trom the pinion, ‘When you reverse the procedure by screwing the left ing out and the right ring in, the ring gear is moved toward the pinion. The complete procedure for adjusting the ring ‘gear can be divides into three stages: (1) measuring the Pinion torque and adjusting the pinion, (2) measuring the {otal torque on the final drive, and (8) checking the backlash Measuring pinion torque and adjusting the pinion are described in 11.5 Adjusting Pinion. Measuring the total orque requires the same tools. You will also need to know the exact pinion torque gauges in the earlier proce- ure in order to determine the total torque. The dial inai- cator is used with two special brackets to check backlash To measure total torque: (it is assumed in the following instructions that you have already adjusted the pinion and that you have made a note of the exact pinion torque.) 1. With the differential and the ring gear bolted to- gether and with the roller bearings and the adjust ing rings in place, put the differential in the carrier ‘Attach the bearing caps and tighten the cap bolts to 55 mkg (40 ft io), Technical Service Information Nore — Lubricate the tapered-roller bearings thor- ‘ughiy with hypoid il. 1 you use another hind of oi! of leave the bearings dry, mea surements wil Be naccurae, 2, Clamp the torque gauge adapter in the pinion and attach the gauge. Spin the pinion with the gauge hhandle to turn the differential and ring gear 15 to 20 times in each direction. 3. Look inthe two left hand columns of Table h for the ‘exact pinion torque you gauged when adjusting the pinion. Note that new bearing and old bearing val~ ues are different. When you find the entry corre ‘sponding to your vaiue, move across the same row to the right-hand colurnns for the matching Total Torque entry. 4, Tighten the adjusting ring opposite the ring gear to obtain the same torque you found in the Total Torque column in Table h. This procedure is ilus- trated in Fig. 11-32, Table h. Total Turning Torque ——____—_—_______ [Actual Pinion Torque Total Torque cemkg Gin. tb) cemkg (in. 1) ew | Used New Used bearings | bearing bearings bearings vn 20 a un 30 mL (8 km) (Gokm) 879 | 0@m | 10-12 510 | -aGe25 3 @9 | 100 | 1-13 S119 | 240535) 10 @5) | 20 | r21aci0s-i20) | 55 (25-40) 3 | s@s | iascroi90 | ee as-so, wos) | 45 | twc120-180) | 5740-60) Fig. 11-32. Using special wrench wih screwciver 10 ‘gmton ing goar adhting ring, 42Technical Service Information To check backlash: ‘5. Turn the ring gear clockwise and counterclockwise to measure backlash, as in Fig. 11-35, Insert dial indicator (3-mm range) in the special L- shaped holder ilustrated in Fig. 11-39, Fig. 11-35, Measuring backlash, The cil incicales the amount of ng gear rotation. Fig, 11-33, Bracket lor measuring backlash, Oil indice tor nook is Hush (rrow) mith bracket edge 6. Move the bracket and take readings at four points, 90° apart. Then average the readings. The average 2, Seoure the bracket together with the gauge to the should be Sv, = O18 40 026 mm (gob te ovo} support plate that holds the ditferential carrer 3. Remove the two ring gear bolts at the top of the NOTE — {gear and install the T-shaped bracket snown in Fig. W the four readings vary by more than 0.05 34 rm (002 in), something is wrong either with the sing gear instalation or with the gearset Recheck the assembly procedure. Replace vssore Ww9e0r ga the gearset if necessary Screw in the adjusting ring opposite the ring gear while screwing out the other adjusting ring exactly the same number of turns until you obtain a back- lash of 0.20 mm (.008 in.). This Is Svs 8. Lock the adjusting rings. Two lockplates are aval able. One or the other always fits, 11.7 Adjusting Flanged Shaft Axial Play ‘The flanged shatts, held by central bolts and installed fon 1970 and later cars, float axially in the differentia! housing and housing cover. Adjust the axial play when installing new side gears, new thrust washers, or a new tlanged shat, housing or cover. Fig, 11-34. Ring gear rolaton being measured. The inde TO adjust: calor pin conics the paste backet sipped ‘ver the ng gear Dots 1. Insert the flanged shaft into the difterential housing oF housing cover. 4. Turn the ring gear unt! the osuge shows a 1.5mm 2, Place the thrust washer, side gear and nut on the (0584in) preloas shat 433 Torque the flanged shaft bolt to 25 mkg (18 ft. Ib), 4, Measure the clearance as shown in Fig. 11-36 Then select the shim to sult the clearance from Table | Fig. 11-96. Checking axa! play x wih a feler gauge Table i. Flanged Shaft Shims Clearance "x PartNo. ‘mm (in.) 705-1 13(087~08a) | 1.000508) | 003 507 401 Vier 20 ¢oas-oa7) | or coazr) | ong S07 402 421-137 Coase 050) | 3-14 cous) | 009 507 $03, 12821 54050-0859) | 1210476) | 003 507 sot 41 (083-086) | 128 (0508) | 003 507 405, 48 058-058) | 7.35,.0592) | 003 607 406 8 cose-oer) | 142 (ose0) | a0 S07 407 ‘62 (081-058) 480587) | 009 607 408 0 (0e-087) | 1.58 (08r4) | O03 $07 400 476 cos7- 069) | 63.0842) | ons 507 $10 1.83 (070-072) | 170 (0869) | 003 507 411 80 (072-075) | 177 (O87) | 009 507 412 97 078-078) | 184, 0723) | 003 sor 413, 198-206 078-080) | 191.0752) | 00 7 ata 211(081-08s) | 1:98, 0780) | 00a sor 215, 2ieCoss oss) | 205.0807) | 003 S07 416. 5. Reassemble the shaft in the housing or cover to- gether with the selected shim. With the side gear Feld in, the play must measure 0.05 to 0.18 mm (002 to 006 in). Itis also possible to check the flanged shaft axial play withthe final drive and flanged shatts installed in the final drive housing. This check can be an important part of troubleshooting final drive noises. With care, itis possibie to replace shims with the transmission installed. Technical Service Information To check: 1. Install a dial indicator with a ¥0-mm (400-in,) range ‘as shown in Fig. 11-37. nore — ‘The Hlanged shaft must be installed wih at least the thinnest available shim io place 10 keep the nut forthe flanges shat from con- {acting the otfrental pinion shaft caurion— When removing ne hanged shats, do not lt the shims fail nto the final deve. Te trans ‘mission would have 1 be removed and sas ‘Sembled 10 retrieve them Fig. 11-97. Cnechig ava play, shat insted 2. Mave the flanged shaft in and out axially. Read the axial play on the dial indicator 11.8 Part Interchangeability The dlferential side gears used with 1970 to 1973 flanged shatis that have a bolt through their center can bbe installed without dificulty in the 1968 to 1969 transmis sion, However, do not install the earliertype differentia! side gears in a transmission having flanged shafts with center Bolts. The older-ype gears are thicker and would ‘cause the flanged shaft retaining bolt nuts to contact the differential pinion shaft, The later-type gears are marked with a groove around their outermost surface. ‘The differential housing and cover used with the later flanged shafts cannot be installed in an earlier transmis- sion unless they are chamfered to a depth of 200 mm (080 in.) with a 45° cutter to provide clearance for the corner radius on the old-syle flanged shafts. I this is not one, related parts may be damaged during installation and the flanged shafts will bind, preventing proper ditfer- ential operation. 4412. SELECTOR LEVER AND BOWDEN CABLE ‘The gear selector contro! assembly can be unbolted from the frame tunnel for access to the parts listed in Fig 12-1, The assembly is usually removed to test or replace the neutral safety/back-up light switeh of to replace a faulty Bowden cable, ‘Selector segment Bowden case Neutral salty back-up ight Fig. 12-1. Solocor contol assembly unboted or the frame tunnel 12.1 Removing and Installing Bowden Cable The Bowden cable extends trom the gear selector control assembly, through the frame tunnel, to the man ual valve lever on the left side of the transmission. A rub- ber boot covers the cable near the transmission. This boot should always be replaced, Itit is torn or cracked, to keep road splashes trom entering the cable. To remove: 1. Take the rubber plug around the cable out of the frame. 2, Loosen the clamp nut shown at arrow A in Fig 12-2. Detach the cable. 45 Technical Service Information Fig. 12-2, Cable connection at transmission. The clamp rutis a artow A, the casing nut at arrow B 3. Fasten a long piece of flexible wire to the rear end of the cable. You will use this to pull the new cable through the frame tune! 4, Push away the rubber boot and remove the retain- ing nut (arrow B in Fig. 12-2). Push the cable for- ward out of the subframe, 5. Take off the selector lever knob, remove the cable, and take up the floor mat. Remove the wites from the neutral safety switch. Untolt the gear selector ‘control assembly and lit it from the frame tunnel 6. Detach the Bowden cable trom the selector segment. Using the long flexible wire, pull the new cable back toward the transmission, Otherwise installation is the re- verse of removal, Then adjust the cable 12.2 Adjusting Bowden Cable ‘Adjust the Bowden cable when replacing it or when troubleshooting shows it to be out of adjustment. Many supposed transmission troubles can be traced to an im= properly adjusted Bowden able. To adjust: 1. Loosen the clamp nut at the rear of the cable, 2, Move the selector lever to P. 3. Press the manual valve lever on the transmission fully tothe rear. Turn the rear whee! slightly until the parking lock engages. 4 Tighten the clamp nut, being careful to keep the manual valve lever all the way to the rear.13. AUTOMATIC TRANSMISSI TECHNICAL DATA ON TSG Technical Service Information |. General Data Type’ | Transmission | Code | Finale | Engine | Valve body | Remarks | Manufacturing mode! ype tetor ratio eepactty | code leters ‘ates a ‘Auomae 938 1600 8 1w36 (Fost | Aug, 1968 injector) i, End Play Adjustments 1V. Final Drive Adjustment ‘Now Part instalation 1. Pratoad tor | New boarige: 140-200 emeg (121-17 4 Aajustment ‘mn Gone sve pinen | sn fb) boating 41 Planetary gear end play (0.45-1.05 (018-041) Used bearings: 20 emig (1.7 in 1b} mare = ‘han 30 (48 ke] 2. Forward ekulch ond play @ (0.80-1.20 (032-047) Measure backlash ard oa torque before Use "bned plies wih annular sassemeny I total Torque is at fast 3.0 grooves ony ans a pressue pale {enkg (26 In 1a) and pio torave a east 610% az5mm (20 = 010m) 2D emma (17 nb), mark poston of thick Note tiokness of cel adjusting rings ane aign marks in < Teassembly.f prane trove Isls, set 10 3. Deect ana reverse clutch ene play 20 emkg (17 im Ib) im assembly. Replace 2. Gircip hckness lor euch bearings play exit 2 plates 170 (067) ». Gielip ckness foreach th 2 Total preload | New bearings: 2.0-24.0 emg (18.1-208 5 plates 170-220 (067-087) ‘rane | in-fb) se te plates with wats su panto wth lace only anda pteseure.pale Giterenial | Used bearings: 3.0-5.0 omkg (26-4. 630 = 015mm (248 = 006 in) 1m) [more than 30m. (48 xm) thee Ul, Valve Body Spring Table Dimensions T Description PartNo. | No. of |Wire Thickness] Free Length | Coll Inner Dia. Cots | mmiin) | (approximate) | = 0.3 mm mmi(in) | (2.012 In) Main pressure valve sping (008-325 131 ws | 150¢089) | e8s@%o | 11,90(469) Secondary thotte pressure varve suring | oosaasisra | 125 | omscaaas | 201(t Ha) 735 (289) Kickdown valve png (005 325 175 wos | osscoztey | 23.80%) 7-70 (303) Modulator valve song 008 325 185) 1s | osocons) | 250 W 775 (305), 2dr hit valve soning (008 305 207 as | 100¢os [24a 9.00 (364) 1/28 av valve apeng 008 325 217, as | too cess [236% {800 315) Tate pressure lmiing vane spring oosseszzra | 125 | 1o0cov | seam) 7-70 (308) Converter presse valve pring 003 305 247 125 coms [273 va) | 8190820 Pressure fle! valve peng 009 325 267 oaocastsy | 27701 Hn 470.0185) 200/908 valve spring (000-325 268 020 (0079) | _58(%) 490169), Puinary tote pressure valve sng (00 5 295 069¢o248) | 96301 %a) | 0.00¢354) | 31d/2nd contra valve spring 009 325 119A 150 0.56 (0220) 24.5 0%) 840 (238) | 46ATSG Technical Service Information \V. Automatic Transmission Test Data Vil. Tightening Torques ‘Stall Speed (1900-2000 rpm) n ead | Grade [mm 100-200 Descriptio Thread | Grade |mkg] A. ‘Selector | Pressure pal Remarks ‘raremascn case Lever srem) to IMexr | ac fos | 30 Potion Transle plate on valve Pamary vote |42(30) | Wneeane we a eet ee |ae ie pressure 455 (2) | seed o 1000 valve byte | ee ae ton Mex: | ac fos | 30 sna paced Pan to vansmission bin powmure [116-120 ‘ato bat mexi2s] ac fro | 70 [ees Fut sane to abe N i — 00) screw IMext | ac fos | 20 Primary rote | 5 ircteae wie Manoa! vane ressuie |(0'35-0.40)| Speed to 1000 Tever‘cane lever rar |Max125 | a Jos | 45 ‘pain Gabi evertetaing Man prone |arso | Yew ow on ee nex: | a8 [os | os eee es) oerating ever in in aeetl aa aesonere aes wansmssoncae” |Mi0x15 | 6 Jos | 45 lent) Cable tackot on D 20-02 | Asan cave bet Mext2s| eo fxs | 110 | pressure 8-30) | Sees cut Fite be 0 ‘arte wth transmit case | min resne | rne-tz0_ | vacuum Rose on ton Mext [as fos | os (eo) Pressure conection ‘lugs in enemsion F | manpresewe | 219-24 ea Mioxt | — fro] 70 (150-20. vacuum unin Won pressure [7-90 | Atal vote sarsmevoncare Jut4xis | — [26 | 180 acca: lee Lock rt for band Sesgoe 19 suing sen — |M12x175| oc |20 | 140 mom 0 100) ‘date on ra ‘awercusna bot |wroxrs | as |10 | 70 ‘Gear shit speeds In mph (xR) Dieter carer on Ye rv Rowing Ger] Pacttwotle | Full | Kickdown mut IMex1 | ac jos | 60 enue, ‘Side cover nal cxve 1st/2n 0-19 719 31-40 ‘owsing mt IMex1 | ac jos | 60 ae2y | @rsn | oe Starter inal crive es ab eeas owing nat Mioxis | a |25 | 180 con | 7-35) Boanng e2p/atorenel ene an oo amor bot wioxrs | tox [eo | «20 oa | 80 fing gear aterenl aa ae es owsing bot woxt | rox [so | 960 ety | say Transmssion eae ina tive rovsing mt waxi25| ec [20 | 140 convene 0 ave ite Vi. Ratios ot waxras | ec f2s | 10 Dive shat tonge Gear Ratlo secret headscow |waxr2s | rx [as | 250 Tanenaean Bako tard alustng stews ontop wanemasion case Tsim 255 ‘Have vansmsson hott! when aging Bands. When ne gear 19 few bands ae salle, higren acing crews fo mig (7 Sra gee ‘0 1B) and retense them (to centr bands) Blo cryng ou inese i a) Conver “ajsting sere fr eum torque mulipieaton 25 trontatebard — fwizxr7s| — [os | 35 cao = Adjusting screw tor nl ie ser reartracone — |wixi75] — fos | 95 a7Technical Service Information Nowe Final drive/transmission oil seal isin sealing lip fits a shoulderTechnical Service Information right wrong [35073] Fig. 1 Transmission cas, disassembling/ Fig. 3 Pump shaft, insorting assembling — insert fully into pump splines before Installing convertor = mount case on fixture as shown (arrows) = drain ol from final drive remove governor ~ turn transmission s0 that ATF eannat leak ~ detach transmission Fig. 4 Final drive / transmission ol seal, removing Fig, 2 Transmission cat, disassembling / assembling = mount case as shown = drain ATF. = remove final drive Fig.5 Final drive / transmission oll seal, — before installing measure axial play; select and insert shims — sea lip faces final drive 49Technical Service Information EF 078) Fig. 6 Impeller shaft / piston rings, checking = check piston rings arrows) for radial ‘and axial wear — compare with new ring f necessary oe Fig. 8 Measuring dimension "a" on final drive — place straightedge ruler on housing and, a ‘measure down to inner race of tapered raller beating Fig. 7 Axial play transmission / final drive, adjusting ~ play “y" between transmission and final drive must be adjusted to limit ea Fig.9 Measuring dimension “a on final drive 1b shim contact shoulder to separation — fear fram straightedge ruler hou plate with gasket sing joint Example: from straightedge to bearing inner race 18.7 mm ‘rom straightedge to housing {straightedge thickness) — 8.0mm Dimension "a" _= 10.7 mm 50Measuring dimension ,. on transmission — place straightedge ruler on housing and ‘measure to gasket on plate Fig. 11. Measuring dimension “bon transmission — measure from straightedge to shoulder for shims Example: from straightedge to plate 18.2 mm. from straightedge tp shoulder ~ 10,0 mm Dimensior 82mm 51 Technical Service Information Determining shim thickness = deduct “b" from result is dimension "x" Example: Dimension “'" 10.7 mm Dimension “b”" = 92mm Dimension “x = 15mm = select shim from tabe; shims are available in two thicknesses 0.4 mm and 1.2 mm Dimension X"" Shim 023.....0.84 S 0.85.2... 1.24 1x04 1.25.2... 1.64 2x04 1.85 .....2.04 1x12 2.05.....2.48 1x04 txt 245... 2.84 2x04 1x12 285.....3.24 2x12 328.....364 1x08 2x12 3.65... 388 2x04 2x124 ATS Technical Service Information@AATSG Technical Service Information Fig. 2 Hooks for lifting out one-way clutch = to be made from welding rod (3/16 in.) Fig. 5 One-way eluteh /ciclip, inserting ~ place lower cirlip in outer ring (arrow) Fig.3 Onoway cluteh, lifting out Fig. 6 One-way clutch / cage, assembling install cage in outer ring without spacer springs and rollers and with lugs upward (crrow)Technical Service Information Fig. 7 One-way clutch / spacer springs and rollers, assembling rollers must be assembled in cage as shown (arrow) Fig. 10 2nd gear brake band piston, removing — remove circlip — remove piston by tapping lightly with rubber hammer Fig. 8 One-way clutch, installing can only be inserted in one position — turn gear satin direction of arrow Fig. 17. Piston for 1st gear brake band and oil pump, (soe also Fig. 9) and press oneway ieaaig utch dawn at same time. — push piston onto pump housing and insert pump in housing = thin ib (arrow) must point upward — insert in drive plate and turn check thet Fig. 9 One-way clutch, installing and checking — cltuch can also be turned with tool as pal Fig. 12 Driving shel / 1st gear brake band, inserting — checking: it must not be possible to insert with tug (arrow) in marked ‘urn planetary gear set conterclockwise sroove 54Technical Service Information place in housing with springs doweward {and tighten in this postion with botts Fig. 17 2nd gear brake band, adjusting first tighten adjusting serew to 1 mkg (7 fb) loosen and tighten Finally to 0.5 mkg (4 Fb) from this position loosen exactly 2 1/2 turn and secure with lock nut, Caution Transmission must be horizontal when| Fig. 14 Piston for 2nd gear brake band, installing ee enone: i . bbands may jam, = press piston down as shown insert crclip Fis. 18. Rng gar / governor drive yar, checking ~ ting gar, chuck parking lock notches Fig. 15. Revere planetary gear at, nstaling en ~ governor dive gear, check ol stl Siete for wear — first insert planetary gear set insert wavy spring and plates 55Technical Service Information Pints external snes) —— feplace if sightly worm (ol Thvust plateTechnical Service Information Fig. 1 Plate (internal splines, installing Fig. 2 Forward clutch, adjusting axial play only install plates with linings which — measure play (srrow) should be between are marked as shown 05 to 1.15 mm — soak new plates in ATF 15 minutes — otherwise select new pressure plate from before installing table 65 010323 253.4 67 010 323 253 8 70 010 323 253 ¢ 23 (010 323 253 0 75 010.323 253 F Oil pump assembly Piston rng (sal) \ ee thr ¥ ‘Fm 0499 in} cov: pate Sooner en nconiywateut a] pring 57Technical Service InformationTechnical Service Information Fig. 1 Cictip (small), comoving / installing Fig. 3 Bushing in clutch drum, instalting press spring plate down to remove or — press in install circlip Fig 4 Direct and reverse clutch, adjusting axial play = measure play should be between 2.05 to 2.60 mm ‘otherwise select new shim from table Thickness (mm) _ Part No. Fig. 2. Bushing in clutch drum, removing = press out 18 (010.323 157 A= US 1099 47 020 323 157 8 20 010 323 187 23 010 323 157¢ 25 010 323 157D 59TSG Technical Service Information 7 : ~ 2.0 mkg (14 fe1b) Fa ie) ‘ot srsiner ‘annot be eleanodroplace if ATF isvery girey fount linings) (0.4 akg (3) bolt shown tobe removed Tae, total number 11 fv page 38.15 ing/oesmbing Bate 60Technical Servic Valve body removing and installing Note Valve body can be removed and installed with transmission in vehicle. Drain ATF and remove oil pan first Caution Do not run engine or tow vehicle when oil pan is off or with no oil in transmission. ‘Valve body should only be disassembled for clean- ing or when transmission failure was caused by bburnt linings or very dirty ATF. If fluid is fairly clean, flush valve body with fresh le solution without dismantling it. Afterwards it should be dried with compressed ar. Fig. 1 Valve body, installing ttach valve body to housing sngage manual valve (arrow A) and ‘operating lever (arrow B) = tighten all bolts diagonally to correct torque (0.4 mkg/3Ft Ib) 61 e Information Filling transmission with ATF Put in 2.5 ats ATF first, using a clean funnel with ‘an extension. Start engine and select all lever positions once with vehile stationary, Then check ‘uid level on dipstick with selector lever in neutral (Ny, Fluid level should now be up to lower end of dip: stick. Drive car for short distance to warm fluid up. Correct fluid level if necessary. cal Only automatic transmission fluids labled Dexron @ with » five-digit number preceeded by the letter "3" may be used All approved fluids can be mixed with one ‘another. Do not use any additives.TSG Technical Service Information ‘Screw (total umber 17) Oana (3 g \ransto plate arking Fig. 2 62Technical Service Information Fig. 1 Ball valve arrangements Fig. 3. Valve body assembly marking 1 = ball for direct + reverse clutch vaive Code letter “A” (arrow) 2 — ball for tet gear brake 3 — ball for tst gear valve 4 = ball for 1st drive range valve ~ all balls are 6 mm (6/64 in.) in diameter Fig.2 Transfer plate marking PartNo. (arrow) 63Technical Service Information Now Soveral valve springs have the favre aitunsgne, However, they front not be interchanged hose of eitlrert tolerances Adjuting serewimsin pressure vive Ge not turn can only bo ‘sued on tet stand Adjuniograw/erore reare tor an Scored on tet ane © Ssmringenrort presse Ung wave Sprognsin pena we Strom snes (0) 40 1 Main pressure vane — valve 3-2 Governor plug 2-3 Manus vate Sy © manne S —— oe ® seroaente vane 2-3 Srremon tare an ‘do not interchange © 64Technical Service Information Disassembling Note Valve body assembly should only be disassembled for cleaning or when transmission failure was ‘caused by burnt friction linings or excessively dirty ATF. If ATF is till fairly clean it will suffice in ‘most cases to place the complete valve body in clesning solution and then dry it afterwards with comprested air. ‘A storage tray is used to store various valves, springs land screws from valve assembly. To be sure that parts ate reinstalled in their original places they should be placed in a storage tray. Tray outer shape roughly corresponds with shape of valve azembly. ~ remove rear end plate, take out valves and springs one after another and place them in tray ~ remove end plate from other side and repeat precedure, — place tid on tray — immerse tray complete with perts in cleaning solution. Dry with compressed air. Do not use water and do not use fluffy rags or clothes when cleaning parts, 65 Assembling Valves and springs must be put back into some holes in valve body, Insert springs and valves into one side in locations shown in exploded view and then install end plate before proceeding with other side. Noie Lubricate all parts with ATF when assembling and check for free movement. Valves should side under ‘heir own weightATSG Technical Service Information Spring table Valve Several valve springs have similar dimensions. How: ‘Always refer to tpring table to identify individual gyer, they must not be interchanged because they Springs when selecting springs by their dimensions. jygve different tolerances. [As differences can occur in coil diameters and free Tengths of new and used springs (settling), wire thickness and total numbers of coils should be used first to identity the springs. f this i insufficient, free length and inner diameter of coll should also bbe used to differentiate between various springs wire thickness free lenath!? inner diameter? Description Pert No. coils mmm tin.) mm(in) of coil rm (is) © swiloauionane OBI SLs om aK.) 7710980 limiting ave @ Sorinsmanswmne coaTEH 185 1.51008) GR ASHE) 1.90460 wae @ iin pee oramas TO MS (oe) sR) 1708 Sting vee © soinglonuotvae 0003252278 125 toronay 2.411274) 7.7 (000) @ Seteonorieresre 810325 75B 160 125/008 4491700, 775 (0208 ae © srrngenitvane 1-2 010325207 650910005) 9.910780) 8110317) (oe connie! ermenire 003 325247 9.5 1.25 (0.048) 27.3 (1.073) 8.13 (0.319) valve @ Seimowinor pes obaeRsHH Hs aa oasH} MASEL) 7750308 vahe © Sorngitvve2-a 010325207 66 | a9(00N) 19910789) 8.1 (0.217) 1) Unloaded length is subject to tolerances and setting 2} inner coil diameter is within a tolerance of + 0.3 mm (0.012 in. 66Technical Service Information Operating ever rparking lock / }—Pin tor parking pew! Scinafprking tock paw = fea] installing, = angled end of kickdown valve operating lever points toward canter of transmission 674 aTsG Technical Service Information 2nd gear brake band piston assembly Fig. 1 Seal, installing overvoraeby _ATechnical Service Information Final drive lubricant Hypoid oil SAE 90, MIL-L 2105 8 Capacity: 0.8 US ats. 0.65 Imp. ats) 69Technical Service Information mar" O-ateO aN: 5 25 mo 18 416) ‘wen replacing bese ‘eadust te page 59.20, ‘rroting Fatt amr Final drive lubricant Hypoid oll SAE 90, MIL-L 2105 8 Capacity: 08 US ats. (0.65 Imp. ats) 70Fig. 1 Final drive housing, ditassembling/ assembling = mount in repair fixture Fig. 2 Circlips / drive flange, removing — press off with two serewdrivers (arrows) = remove flanges with shafts Note When pulling out shafts turn slightly #0 void catching on thrust washers “vwis2 Fig. Differential adjusting ring, removing / installing = before removing mark position — when installing reset to mark (arrow) n Technical Service Information Fig. 4 Oil seal / drive flange, installing — lubricate sealing lips with multipurpose grease ~ drive in flush vwao7—— ywa472/1— vwao2 Fig.5 Bearing outer — heat adlusting ring to approx. 100° C (2129 F) and press race out or in removing / installing Fig. 6 Intermediate gear shaft, removing / insaling = before removing mark position = when installing reset to mark (arrow)ATSG Technical Service Information Fig, 10 Oil sealipinion shaft, amoving “= pry out of one-way clutch support Fig. 7 Intermediate gear/beating outer race, removing = press out (A) ~ US 1099 vwao7— vwad7i- —vw24a Fig. 8 Intermediate gear/bearing outer race, installing ~ heat intermediate gear to approx 100° ¢ (212° FY Fig. 11. Oil seal/pinion shaft, installing = tealing lip toward converter Fig. 9 Converter ol seal, driving in 72Technical Service Information > wwal2 5 \ vw244b Fig. 15. Bearing/pinion shat, installing ~ heat to approx. 100° C (212° F) and press on Fig. 12. Bearing outer race, removing = do not interchange (A) — US 1099 Fig. 13 Bearing outer race, installing = heat support to approx. 100° C (212° F) and fully pres outer race vwaol us4439, “Fig. 14” Besring/pinion shaft, removing ‘bearing cannot be reused after removal 3Fig. 17 O-rings/ATF = insert (arrows) before installing one-way clutch support Fig. 18 One-way cluteh support, checking ball valve Note Ball valve in one-way clutch support prevents ATF from draining out of con: verter when engine is not running = chock sealing of ball valve by inserting piece of hose into hole (arrow) and sucking ” Fig. 19 Oil son/fina drive housing, installing before installing adjust axial play and inert shim (see page 38.4) sealing lip toward final drive rt Fig. 20 Circlips/drive flange, determining thickness Note When replacing citelip, drive flange shaft, differential housing or pinion/side gears, thickness of ciclips {arrow) must be determined. Cirelips available Part No. Thickness (mm) (020 409 299 20 1020 409 229 23 press drive flange shaft against pinion ‘ear shaft press side gears against housing and insort thicker circip into groove. Circlip must not jam at sides, if it does, use thinner cirelipATSG Technical Service Information Note When replacing thrust washers, pinion/side gears oF differential housing determine thickness of Circlip/drive flange see page 39.17 Fig, 20 a oitentaiencs jC BD) rvin nn tag (5 a omer Tate ae cm foes sea ‘ oe? SS dye ccourae ge Fig ‘hem nt sft can be inserted, removing Fig. 5 75Technical Service Information Fig. 1 Bearing inner race and cage, removing do not interchange vwal2—— vwa47i vwa63/2 Fig. 2 Bearing inner race and cage, removing Fig. 4 Speedometer drive gear, installing do not interchange 16Technical Service Information Proceed as follows: = install bearing outer race in housing yp vwair — install bearing outer race in one-way Clutch support (without shim) — install drive shaft and one-way clutch YW 295a support vw 402 Fig. — position end plate and dial gauge holder {and zero dial gauge with no preload installing replace only together with intermediate ‘ar and drive shaft ~ heat to approx. 1009 © (212° F) and press on ‘A — centering pins (local manufacture) (wen using new bearings / if bearings ae reused see page 39.14) Note Follow instructions only if bearings are replaced. (Only preload for bearings of drive shaft, intermediate (ear and differential has to be adjusted ‘When reusing bearings, intermediate gear shaft and

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