Page 471
OPERATION OF THE VALVES
Primary regulator valve
This valve regulates pump pressure during vehicle operation.
Line pressure ( 1), operating on a small area of the valve
can be decreased by modulated throttle pressure (8) (described later) operating on one end of the valve. These
forces are opposed by the primary regulator valve spring
and throttle pressure (9) (described later) operating on
the spring end of the valve. The line pressure thus produced varies with accelerator position as well as vehicle
speed and provides the correct clutch and brake band capacity under all operating conditions. The line pressure
( 1) is directed to the manual valve and throttle valve.
Secondary regulator valve
I
This is a regulating valve which controls the·values of converter pressure (21) and lubrication (23) for the components in the rear of the transmission case. Converter pressure operating on one end of the valve is opposed by
spring force on the other end. When the pump capacity
increases due to increased engine speed, the valve moves
to open a port that directs fluid (24) to the suction side
of the pump. Thus, at high speed, excess pump output is
directed back to minimize pumping losses.
Throttle pressure (9) is directed also to the 2-3 shift
plunger which at part throttle openings reduces the value
of throttle pressure by a fixed amount. This reduced pressure ( 10) is directed to the 1-2 and 2-3 shift valves to
render the low speed shift points less sensitive to throttle
pressure and, therefore, accelerator position. Throttle pressure ( 11-9) is also directed to the 1-2 shift valve enabling
a 3-1 downshift to be made at a preset speed.
Modulator plug and valve
The modulator plug is a regulating valve that reduces
throttle pressure (9) by a fixed amount. This modulated
pressure (8) operating on one end of the plug, assisted by
the modulator valve spring, is opposed by throttle pressure (9) operating on the opposite end. Modulated throttle pressure (8) is directed to the primary regulator valve
to vary the rate of increase of line pressure (1) relative to
throttle pressure.
The modulator valve is a shuttle valve. Governor pressure
(2) operating on the large end is opposed by the modulator valve spring. As governor pressure rises, the valve moves,
preventing the plug from regulating and modulated throttle pressure (8) then becomes equal to throttle pressure
(9). Mor90ver this movement directs throttle pressure (9 and
9a) to a second area of the throttle valve opposing throttle
valve spring force. This arrangement permits high throttle
and line pressure under stall (and part-throttle) conditions
with a reduction in these pressures after "cut-back".
Downshift valve and throttle valve
Servo orifice control valve
The downshift valve is connected to the carburetter linkage via a cable-actuated cam. Movement of the downshift
valve compresses the throttle valve spring located between
the downshift valve and the throttle valve. This spring is
opposed by the throttle return spring, combined with
throttle pressure (9) acting (at low vehicle speed) on one
area of this regulating valve, and at high speed on two areas
(9 and 9a). Thus a throttle pressure is produced that is related to both engine torque and vehicle speed. This pressure (9) is directed to the spring end of the primary regulator valve to vary the basic line pressure (1) accordingly,
thus providing correct clutch and brake band capacities
and appropriate shift quality under all operating conditions.
Full movement of the downshift valve, which is a shuttle
valve, directs throttle pressure ( 11-9) to the 2-3 shift
valve and the 1-2 shift valve to further delay upshifts or
effect a 3-2 downshift or a 2-1 downshift at a preset
maximum vehicle speed.
A common line ( 15) supplies fluid to, or exhausts fluid
from, the rear clutch and the release area of the front
servo to effect the 2-3 and 3-2 shift.
The servo orifice control valve is a shuttle valve interposed
in the front servo release circuit. Governor pressure (2)
operating on an area of the valve is opposed by the valve
spring. At a 2-3 shift with low governor pressure (i.e. low
vehicle speed), fluid goes without restriction to th~ release
side of the front servo piston. At a 2-3 shift with higher
governor pressure, however, the valve moves and fluid is
directed through an orifice to this side of the piston.
During upshifts, with the servo orifice in circuit, the front
band does not release too quickly relative to rear clutch
engagement, thus avoiding "run-up" during the transition
from 2 to 3. During downshifts, the orifice in circuit ensures that the front band does not engage before the rear
clutch releases thus avoiding "tie-up" on the 3-2 shift.
The servo orifice control valve, therefore, affects the relationship between the rear clutch and front servo to provide correct shift timing under all operating conditions.
::tJ
M
SAAB
440-17
Page 472
1-2 shift valve and plunger
Both are shuttle valves and operate in unison in 'D' and '2'
selector positions. In 1st gear governor pressure (2), operating on the large end of the valve, is opposed by line pressure (5) operating on an area of this valve, the 1-2 shift
valve spring and reduced throttle pressure ( 10-10a) operating on the opposite end of the plunger. When governor
pressure exceeds these opposing forces, the valve moves
to the 2nd gear position and line pressure (5) is directed
to the apply side of the front servo piston ( 19). The movement also results in an area of the valve being no longer
subjected to line pressure (5). This allows the 2-1 downshift to occur at a lower speed than the 1-2 shift. The·
difference between the upshift and downshift speed is
known as "shift point hysteresis". When governor pressure is less than the spring force combined with the reduced throttle pressure force, the valve moves to the 1st
gear position and the apply side of the front servo (19)
is opened to exhaust (x).
In '1'-Lock-up, with low governor pressure (2) the valve
also moves to the 1st gear position; line pressure (6) thus
directed to the rear servo (13) latches the valve hydraulically in the 1st gear position, preventing an upshift.
Forced throttle pressure can cause the 1-2 shift valve to
give a 3-1 downshift below 30 m.p.h. (50 km/h) in the
'D' range or a 2-1 downshift in the 'D' or '2' range.
2-3 shift valve and plunger
The 2-3 shift valve plunger is a regulating valve that reduces the value of throttle pressure (9) by a fixed amount
and therefore is inoperative when throttle pressure is below
this fixed amount. Throttle pressure (9), operating on one
end of the plunger, is opposed by this reduced throttle
pressure ( 10) and the 2-3 shift valve spring located between the plunger and valve. This reduced pressure is directed to the 2-3 shift valve and the 1-2 shift plunger as
described under "Downshift and throttle valve".
The 2-3 shift valve is a shuttle valve. In the 2nd gear position, and before the plunger begins regulating, governor
pressure (2), operating on the large end of the valve, is
440-18
opposed by line pressure (3) operating on an area of this
valve, as well as the 2-3 shift valve spring. Once the plunger begins regulating, the spring no longer exerts a force on
the valve but relays the force of the plunger to the valve.
Under these conditions, governor pressure (2), operating
on the large end of the valve, is opposed by line pressure
(3) operating on an area of the valve, reduced throttle
pressure (10) operating on the small end of the valve, and
throttle pressure (9) operating on the end of the plunger.
This last force is relayed to the 2-3 shift valve by the
valve spring.
Movement of the shift valve to the 3rd gear po~ition directs fluid via the common line ( 15) to the rear clutch and;
via the servo orifice control valve, to the release side of
the front servo. This pressure causes the rear clutch to be
applied. Moreover, because the release area of the front
servo is larger than the apply area it causes the front band
to be released. The movement also results in an area of
the valve being no longer subjected to line pressure (3);
this movement prevents regulation of the plunger forced
to the end of the valve bore. Thus reduced throttle pressure (10) is replaced by throttle pressure (9). This change
in forces effects the shift point hysteresis and causes the
3-2 shift point to occur at a lower governor pressure (i.e.
vehicle speed) than the 2-3 upshift.
When the manual valve is moved to the '2' position line
pressure ( 15) which was directed to the 2-3 shift va Ive
and consequently to the rear clutch and front servo release, is exhausted (7) through a port (x) at the opposite
end of the manual valve collar. This inevitably results in
an immediate downshift to 2nd gear regardless of the position of the 2-3 shift valve and no third gear is possible.
In Reverse, line pressure (7) is directed to the rear clutch
and front servo release ( 15).
Manual control valve
This valve, actuated by movement of the selector, directs
line pressure to, or exhausts from, the appropriate valves
or components in accordance with control requirements.
P: Movement of the valve mechanically engages the parking pawl with the externally toothed ring gear on the driv-
Page 473
en shaft, effectively immobilising the vehicle. No fluid is
directed to the front clutch or 2-3 shift valve for the
rear clutch, therefore the gear set is disconnected from
the converter and no engine power is transmitted to the
wheels. Because of the arrangement of the manual control valve ports for other selector positions, line pressure
(6) is directed to the rear servo (13).
R: Line pressure (6) is directed to the rear servo (13) via
the 1-2 shift valve and also (7) to the rear clutch (15)
via the 2-3 shift valve. No pressure is directed to the governor.
N: The clutches and servos are not pressurised and exhausted, because circuits 3 and 5 are open to a port (x)
nearest to the manual control valve collar. Therefore the
gear set is disconnected from the converter and no engine
power is transmitted to the wheels.
D: Line pressure (5) is directed to the front clutch, governor and 1-2 shift valve. It is also directed to the 2-3
shift valve. When there is sufficient governor pressure, it
passes without obstruction to the 1-2 shift valve.
2: Line pressure (5) is again directed to the front clutch,
governor and 1-2 shift valve. Governor pressure is directed to the 1-2 shift valve.
1: Line pressure (5) is directed to the front clutch, governor and 1-2 shift valve. Line pressure (6) is directed
to a differential area of the 1-2 shift valve to lock it in
position, and hence to the rear servo (13).
TABLE OF HYDRAULIC CIRCUITS
Circuit
No.
Name of pressure
From
To
1.
Line pressure
Pump
2.
Governor pressure
Governor
3.
5.
Directed line pressure
Direct line pressure
Manual control valve
Manual control valve
6.
7.
8.
Directed line pressure
Directed line pressure
Modulated throttle pressure
Throttle pressure
Manual control valve
Manual control valve
Modulator valve
Throttle valve
Throttle pressure
controlled by modulator valve
Shift valve plunger pressure
Modulator valve
Primary regulator valve
Manual control valve
,
Throttle valve
Modulator valve
1-2 shift valve
2-3 shift valve
Servo orifice control valve
2-3 shift valve
Front clutch & governor feed
1-2 shift valve ·
1-2 shift valve
2-3 shift valve
Primary regulator valve (piston end)
Modulator valve
Primary regulator valve (spring end)
2-3 shift valve
Shift valve plunger
Throttle valve
9.
9a.
10.
21.
Shift valve plungerpressure
Forced throttle pressure
Line pressure
Line pressure
Line pressure
Converter pressure
23.
Lubrication pressure
10a.
11.
13.
15.
19.
2-3 shift valve
1-2 shift valve
Shift valve plunger
1-2 shift valve
Downshift valve
2-3 shift valve
1-2 shift valve
Rear servo apply
2-3 shift valve
Rear clutch and front servo release
1-2 shift valve
Front servo apply
Primary regulator valve
Secondary regulator valve and
converter
Secondary regulator valve The mechanical part of the
transmission
Shift valve plunger
440-19
Page 474
DRIVING
INSTRUCTIONS
Gear selector lever
A scale beside the gear selector lever is marked with symbols indicating the different positions:
P
Park
R
Reverse
N
Neutral
D
Drive
2nd gear
Forward gears
2
1st gear
l
Always press Iightly on the footbrake or have the handbrake on when shifting the selector lever if the car is at
a standstill with the engine idling. Otherwise the car will
start to creep forward when a driving gear is selected.
N. In position N (Neutral) no gear is engaged. The starter
contact is operative in this position. The handbrake
should be applied when the selector lever is in position
N to avoid the car from moving if it is placed on a slope.
D. The D (Drive) position is for normal forward driving.
Whichever of the three forward gears best matches the
speed and load on the engine is automatically engaged.
In the 'D' range downshifts will not occur automatically at speeds over 10 mph ( 16 km/h) (approximately)
unless the accelerator pedal is depressed past the detent to the 'Full kick-down' position. This may result
in a 3-1 change instead of the required 3-2 change.
"Kick-down"
To obtain maximum acceleration, e.g. for overtaking, it
is possible to effect an instant downshift at speeds below
50-,55 mph (80-85 km/h) by pushing the accelerator
pedal hard down to the "kick-down" position. Upshift
to the next higher gear is automatic as soon as the engine
reaches maximum revs for the gear engaged or when the
pedal is eased up.
2. Position 2 gives automatic shift between first and second gears but top gear cannot he angaged. If the lever
is moved from D to 2, this gives an immediate manual
downshift for more engine braking power. Position 2
must not be selected at road speeds above 55 miles
per hour (90 km/h).
1. Position 1 is used to obtain maximum engine braking
power on steep downgrades. Road speed must be reduced to below about 12 mph (20 km/h) before 1st
gear is engaged. This position should also be used for
uphill driving on very steep hills to avoid overheating
the transmission oil. Second and top gears cannot be
engaged when the lever is at 1. Position 1 must not
be selected at road speeds above 55 mph (90 km/h).
GEAR SELECTOR LEVER
Towing
Driving
The selector lever must be in position N or P when you
start the engine as the starter contact does not work if
the lever is in any other position.
1. Apply the handbrake or tread lightly on the footbrake.
2. Turn the ignition key to S (Start) and let it spring back
to K ( Drive) when the engine fires.
Selecting gears
P. Position P (Park) is selected when the car has been
parked, and the lever must be in this position before
the ignition key can be turned to L (Locked) and withdrawn. The selector lever is then locked and the transmission is immobilized. The starter contact is operative in position P. Do not select position P when the
car is in motion.
R. Position R ( Reverse) must not be selected unless the
car is stationary.
440-20
The following rules must be observed if for any reason
the car has to be towed:
1. The selector lever must be at N.
2. The transmission must have the correct oil level.
3. National speed limits for towing must of course be
complied with, but in any event towing speed must
not exceed 25 mph (40 km/h).
4. The car must not be towed more than about 25-30
miles (40-50 km). For longer distances, the front
wheels must be raised off the ground.
5. The engine cannot be started by towing or pushing.
Towing lugs are provided at the front and rear bumper
attachments.
Page 475
Maintenance
It is most important that the following maintenance instructions are closely followed and absolute cleanliness
is maintained when topping up or filling the transmission.
It is vitally important when checking the fluid level that
nod irt or foreign matter enters the transmission otherwise trouble will almost certainly arise. Before removing
the transmission dipstick, the surrounding area must be
cleaned off to prevent dirt from entering the dipstick
aperature. When filling the transmission with fluid ensure that the fluid container and funnel are perfectly
clean.
In countries where temperatures are unusually high, dust
and/or mud must not be allowed to decrease the effective areas of the transmission case. Also any foreign matter on the oil pan must be removed as it would act as a
temperature insulator.
OIL COOLER, CARS WITH AUTOMATIC TRANSMISSION
If cars with automatic transmission are to be used for
towing a trailer, they must be fitted with an oil cooler to
prevent the transmission overheating in warm weather or
in hilly country.
Cars used to tow heavier trailers must be fitted with an
air oil cooler.
An installation kit for oil coolers is available as an accessory.
SAAB
440-21
Page 476
ROAD TEST AND FAULT DIAGNOSIS
It is important to gain as much information as possible
on the precise nature of any fault. In all cases the following road-test precedure should be completely carried out,
as there may be more than one fault.
It is essential when making a diagnosis, to be throughly
familiar with the Operation section and Driving Instructions section.
TESTING THE CAR
Any condition of improper operation shown by the checks
can be found, with its possible causes, in the "Fault diagnosis through road test" section.
IMPORTANT
When testing or making a diagnosis, it is important
that the transmission fluid is at operating temperature and at the correct level as previously detailed
in the "Maintenance" section.
1. Check that the starter will operate only with the selector in 'P' and 'N' and that the reverse light operates
only in 'R'.
2. Apply the brakes and, with the engine at normal idling
speed, select 'N-O', 'N-2', 'N-1', 'N-R'. Transmission
engagement should be felt in each position selected.
3. Check the stall speed (see Stall Speed Tests), with the
transmission in '1' and 'R'. Check for slip or clutch
break-away.
IMPORTANT
To prevent damage to transmission through overheating do not stall for longer than 10 seconds.
4. With the transmission at normal running temperature
select 'D'. Release the brakes and accelerate with a
minimum throttle opening. Check for 1-2 and 2-3
shifts.
Note: At minimum throttle opening the shifts may be
difficult to detect. Confirmation that the transmission
is in third gear may be obtained by selecting '2' when
a 3-2 downshift should be felt.
5. a. From a standing start using full throttle acceleration, i.e. accelerator at the resistance point, check
that 1-2 and 2-3 shifts are as shown on the chart.
See page 020- 14.
440-22
b. At 25 mph (40 km/h) in 3rd gear, depress the accelerator to the resistance point. The car should accelerate in top gear but not downshift to second.
c. At 30 mph (50 km/h) in 3rd gear depress the accelerator to the "kick-down" position (through the
resistance point). The transmission should downshift to second gear.
6. a. Restart using "kick-down" (accelerator through the
resistance point) and check for 1-2 and 2-3 shifts
according to the table on page 020-14.
b. At 40 mph (65 km/h) in top gear release the accelerator and select '2'. Check for 3-2 downshift and
engine braking.
7. Stop in '1', release the brakes and using full throttle
accelerate to 20 mph (30 km/h). Check for slip or
clutch break-away noise.
8. Stop and select 'R'. Release the brakes and reverse,
using full throttle if possible. Check for slip and/or
clutch break-away noise.
9. Stop the car on a gradient facing downhill and select
'P'. Release the brakes and check that the parking
pawl will hold the car. Re-apply the brakes before
disengaging the parking pawl. Repeat with the car
facing uphill. Make sure that the selector is trapped
by the gate in 'P'.
CONVERTER TROUBLE SHOOTING
Inability to start on steep gradients combined with poor
acceleration from rest indicates that the converter stator
one-way clutch is slipping or that the stator support is
damaged. This condition permits the stator to rotate in
an opposite direction to the turbine and torque multiplication cannot occur.
Substandard acceleration in 3rd gear above about 30
mph (50 km/h), combined with a substantially reduced
maximum speed, indicates that the stator one-way clutch
has locked in the engaged position. The stator will then
not rotate with the turbine and impeller, therefore the
fluid flywheel phase of the converter performance cannot occur. This condition will also be indicated by severe
overheating of the transmission, although the stalling
speed will remain normal. The converter assembly must
be replaced.
The torque converter is sealed by welding and cannot be
dismantled; therefore it must be replaced as a unit. The
ventilation holes in the converter housing must be kept
free from dirt.
SAAB
Page 477
CHECKING THE STALLING SPEED
The stalling speed is the maximum speed at which the engine can drive the torque converter impeller while the turbine is held stationary. As the stalling speed is dependent
both on engine and torque converter characteristics, it
will vary with the condition of the engine. This must be
borne in mind when investigating the cause of the low
stalling speed.
To check the stalling speed, apply the handbrake, press
down hard on the brake pedal, set the selector to "D",
"1" or "R", and push the accelerator right to the floor.
Normal stalling speed should be 2300 rpm up to and including 1978 model, 2150-2650 rpm as from 1979.
Use a revolution counter. If the engine stalling speed is
down to 300 rev/min. below normal, the engine is not
developing its full power. If it is more than 800 rev/min.
below normal, the converter assembly must be renewed.
A stalling speed substantially higher than normal indicates
that the converter is not receiving its required supply or
that slip is occurring in one of the gearbox clutches.
Engine rpm
stalling speed
Condition
1,900-2,300 rpm 1
2, 150-2,650 rpm2
Normal
1,600 rpml
1,800 rpm2
Engine not developing full
power
Below 1,100 rpm 1
Below 1,300 rpm2
Converter stator free-wheel
slipping or stator support
damaged
Over 2,500 rpml
Over 2,800 rpm2
Positon D
Slip in gearbox
Position 1
Position R
Front clutch or one-way
clutch slipping
Front clutch or rear band
slipping
Rear clutch or rear band
slipping
1 Up to and including 1978 model
2 As from 1979 model
NOTE
When checking stalling speed ensure that the transmission is at normal operating temperature. Do not
stall for longer than ten seconds, or the transmission
will overheat.
440-23
Page 478
FAULT DIAGNOSIS THROUGH ROAD TEST
Use in conjunction with the "Key to Actions" at the end of the table.
No.
Fault
Action
1.
Starter will not operate in P or N. . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter operates in all selector positions . . . . . . . . . . . . . . . . . . . . . .
19
20
2.
Excessive bump on engagement of D, 1, 2 or R
4,3
If "stall" speer! higher than specified:
With slip and break-away noise in 1 . . . . . . . . . . . . . . . . . . . . . . . . .
With slip and break-away noise in R. . . . . . . . . . . . . . . . . . . . . . . . .
If "stall" speed lower than specified. . . . . . . . . . . . . . . . . . . . . . . . .
If "stall" speed 600 rev/min lower than specified . . . . . . . . . . . . . . . .
1, 2, 3, 13, 11
1, 2, 3, 13, 12
Check engine performance
21
No drive in D or 2 ...................................
No drive in D or 2 but normal in 1.........................
No drive in D, 2, 1 or R ................................
Delayed or no 1-2 shift ...............................
Slip on 1-2 shift ....................................
Delayed or no 2-3 shift ...............................
Delayed or no 2-3 shift but normal in R ....................
Slip or engine run-up on 2-3 shift ........................
Bumpy gear shifts ...................................
Drag or binding on 2-3 shift ............................
1, 2, 3, 13, 11, 16
1,2,3,16
1, 2, 3, 13, 11, 17, 16
3, 14, 13, 5, 6
2,3,5,6,7,13
3, 14, 13, 5, 6, 12
3, 14, 13,5,6
2, 3, 5, 13, 12
3
5,6
3.
a.
b.
4.
.
.
.
.
.
.
.
.
.
.
Slip, break-away noise or judder on full throttle take-off in Dor 2 ... .
Loss of performance and overheating in D-3rd (seized stator) ......
.
Continue as for 4 above.
b.
Transmission downshifts too easily . . . . . . . . . . . . . . . . . . . . . . . . .
c, d. Transmission will not downshift . . . . . . . . . . . . . . . . . . . . . . . . . . .
5. a.
1, 2, 3, 13, 11
21
3
3, 13, 14
6. a.
b.
Asfortest5aabove
...................................
No 3-2 downshift or engine braking . . . . . . . . . . . . . . . . . . . . . . . .
No 2-1 downshift or engine braking . . . . . . . . . . . . . . . . . . . . . . . .
1,2,3, 13, 11
1, 5, 6, 7, 12
8, 9, 10
7.
Slip, break-away noise or judder on take-off in 1 ...............
Transmission up-shifts ................................
1,2,3,13,11
1
8.
Slip, break-away noise or judder on take-off in R ...............
.
Slip but no judder on take-off in R ........................
.
As above, with engine braking available in 1. ..................
.
Drag in R .........................................
.
No drive in R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
As above with engine braking available in 1st gear of 1 . . . . . . . . . . . .
5
1, 2, 3, 8, 13, 9, 10, 12
1, 2, 3, 13, 12
No P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1, 15
9.
.
.
1, 2, 3, 13, 12
1, 2, 3, 8, 9, 10
1, 2, 3
Miscellaneous
Screech or whine increasing with engine speed. . . . . . . . . . . . . . . . . .
Grinding and grating noise from the gearbox. . . . . . . . . . . . . . . . . . .
Knocking noise from torque converter area . . . . . . . . . . . . . . . . . . . .
440-24
17
18
22
Page 479
KEY TO ACTIONS
1-
<;~~~~ ~:;.:..,:::::~
~::-:~-::;;:
~~~~~~llii;i
2.
Check fluid level.
Check adjustment of downshift valve cable.
Reduce engine idling speed.
Check adjustment of front band.
Check front servo seals and fit of tubes.
Check front band for wear.
Check adjustment of rear band.
Check rear servo seal and fit of tubes.
Check rear band for wear.
Examine the front clutch and seals, also the forward sun gear shaft sealing rings. Verify that the
cup plug in the driven shaft is not leaking or dislodged.
Examine rear clutch valve and seals. Check fit of
tubes.
Strip valve bodies and clean.
Strip governor valve and clean
Examine parking pawl, gear and internal linkage.
Examine one-way clutch.
Strip arid examine pump and drive tangs.
Strip and examine gear train.
Adjust starter inhibitor switch inwards.
Adjust starter inhibitor switch outwards.
Replace torque converter.
Examine torque converter drive plate for cracks
or fracture.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
i~.
mttl
:::::::
•1111
:::::::
:1:♦:♦:1:1:
·.I.I.I.
5'\AB
440-25
Page 480
QUICK-REFERENCE
FAULT DIAGNOSIS CHART
(Numbers indicate the recommended sequenceof Fault Investigation. Letters apply to the remedies on next page.)
i;n~~ment
of R_ D_ 2 or 1:
Bumpy
Delayed.
None.
I AB
C D E
2
1
2 3
2
Starting from rest:
No forward
No reverse .
Seizure reverse
No neutral
5 3
4 7 6 5
3 4 5 6
2
4
4
2 3
2 3
1
2
2
440-26
9
8
2
2
8 910
8 110
8 910
::i 6
6 7 3
6 7 2
2 7 3
8 910 6
9 10 11 7
. 10 3
6 3
7
8
4 5 6
4
2
5
4
5
3 4
4 5 6
4
3
5
6
5
7 8
9
5
5 6
3 4
2
3
3
2
2
2
2
3
7 8 3
4
4 5
2
Downshift quality:
Slip 2-1.
Slip 3-2.
Rough 2-1.
Rough 3-2.
Overheating
. 12
7 8 910
2 3 4
9
Stall speed:
Below 1,000 rev/min
Over 2,400 rev/min
uvwxz
5
4
3 4
3
Downshifts:
No. 2-1
No. 3lnvlountary high speed 3-2
Above ,,ormal shift speeds.
Below normal shift speeds .
Line pressure:
Low, idling.
High, idling.
Low at stall
High at stall
m n p qj N 0 p 0 RS T
7
6
13 9
10
11
g h
4
3 2
2 7 6 5
Upshifts:
No. 1-2
No. 2-3
Above normal shift speeds
Below normal shift speeds .
Upshift quality:
Slip 1-2
Slip 2-3
Rough 1-2
Rough 2-3
Seizure 1-2
Seizure 2-3
Fl a b C d e f
3
5 6
5 6
4
4
6 7 8 4
5
3
5 3
4
2
6 7 8
9
3 5 4
5 4 9
6 8 7 3
4
2 3
2
2
2
2
6 8 5 4
2 3
1
9
2
3
3 4 5 6 7
2 3
10
8
9
1011
12
13
4