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SECTION 11
OVERDRIVE
OIL SEAL (O.D. MAINSHAFT) - PAGE 11-6
To the installation instructions add: Use Installing Tool
J-2038 to install the overdrive output shaft oil seal.
OIL SEAL (O.D. CONTROL SHAFT) - PAGE 11-6
Should read: Remove control lever and pry out old seal
with sharp punch. Coat outside of new seal with white
lead and drive the new seal into place with a tubular driver
having an inside diameter of 5/8" and outside diameter of
15/16".
OVERDRIVE CIRCUIT FUSE - PAGE 11-16
(6 AND 8 CYLINDER)
A 30 ampere fuse has been placed in the overdrive
circuit in order to protect the harness, solenoid and relay in
case of a ground or short. Effective in Production after
March 29, 1949.
FIGURE 1
This fuse is mounted in an insulated holder and located
on left front side of dash; the fuse wire end is connected to
the "B" terminal of the generator charge regulator as
shown above. When replacing the fuse be sure the insula-
tor is in position in the holder.
When it is necessary to replace either the solenoid or
relay on account of damage by a short circuit, it is impor-
tant that the service overdrive circuit fuse and holder as-
sembly Part 302566 be installed.
TROUBLE SHOOTING
MECHANICAL
CONDITION NO. 10
DASH CONTROL IMPROPERLY CONNECTED:
A. Unless the overdrive dash control wire is
connected to the control lever on the left side
of the overdrive housing in such a manner as
to move the lever all the way back when the
dash control knob is pushed in, the lock up
switch may be held open, thus disabling
electrical control operation. Likewise, it
may hold the shift rail in such a position as
to interlock the pawl against full engage-
ment, even though the control switch is not
held open, resulting in a buzzing noise when
overdrive engagement is attempted.
B. To correctly make this connection, loosen
binding post at lever, pull dash control knob
out 3/64", move lever all the way to the rear,
and tighten binding post.
CONDITION NO. 11
TRANSMISSION AND OVERDRIVE IM-
PROPERLY ALIGNED:
A. The same symptoms as above may also result
from misalignment at assembly of the over-
drive housing to the transmission case, re-
sulting in binding of the overdrive shift rail,
so that the retractor spring cannot move the
rail fully forward, when the dash control
knob is pushed in, and the transmission is not
in reverse. Under such conditions the unit
may remain fully locked up.
B. To test for this, be sure that the transmission
is not in reverse; disconnect the dash control
wire from the lockup lever, and feel the lever
for free forward movement. If the lever can be
moved forward
31
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