CONVERTER INSTALLATION: Make sure the Converter is all the way into the pump gear. Spin the converter with one hand, while wiggling up & down on the pilot with the other. You should first feel the splines enguage, then the pump gear slots must line up for final insertion. When it's all the way in, you should not be able to reach the pump seal with your fingers, because your hand will not fit between the bell housing and converter. A "click" sound may be heard when turning the converter left to right quickly. Don't assume its in place. Always be sure. After you are sure it is in place, always keep the tail end of the transmission low so it cannot slip out.

CONVERTER SHOULD ALLWAYS BE REPLACED: Metallic debris from inside the old torque converter could be fatal to the replacement transmission. To prevent contamination, always replace the torque converter.

COOLER AND COOLER LINES: Must be flushed to remove all metal particles and oil. Don't just blow out with air! Use Mineral Spirits (paint thinner) to flush out old oil and metal particles. Use a vacuum pump and a clear hose to suck the Mineral Spirits through the cooler until only CLEAR fluid comes out. Now, blow air through the cooler to remove all the Mineral Spirits. There is also a cooler flushing product in an aerosol can. Most Tranny shop's should have it. At the very least: spray 2 cans of brake cleaner through the cooler and lines. Then blow out with air. If any restrictions exist, cooler must be replaced or overheating will occur. Overheating is the #1 cause of transmission failure.

FLEX PLATE: Inspect the flex plate (flywheel) closely for cracks or oblong holes. Replace if necessary.

MANUAL CONTROL LINKAGE: Manual linkage must be adjusted correctly. Damage to vehicle and/or transmission could result from mis-adjustment. Consult the Service Manual for correct linkage adjustment proceedures.

THROTTLE PRESSURE AND KICKDOWN ADJUSTMENTS: Probably the most important adjustment to be made! Transmission calibration is determined by this setting, and it is CRITICAL! Be sure to look this one up in your Service Manual according to the application.

MOTOR AND TRANSMISSION MOUNTS: Their condition will affect linkage adjustment and could cause damage to the transmission case. Broken or oil-soaked mounts must be replaced.

U-JOINTS AND DRIVE SHAFT YOKE: Rough and worn u-joints may cause vibration in drive line, which can lead to bushing and seal failure. Rough or worn U-Joints must be replaced. The drive shaft yoke must be clean, and smooth. If it is grooved or nicked, it should be replaced or damage to the replacement transmission will occur.

ENGINE: Most transmissions depend on engine vacuum for proper shift pattern. Good engine performance is a must to insure proper vacuum to transmission. If engine vacuum is too low, it could cause premature transmission failure.

TRANSMISSION FLUID: Do not re-use old oil. Dirty oil causes valves to stick, resulting in transmission failure. Always use correct type of oil. Transmission performance depends on the correct friction qualities of it's fluid. Do not substitute!

SHIFTER LINKAGE: Excessive wear of shifter linkage in shifter tube (in steering column) may cause malfunction in shifting. Too much wear at these points may cause improper throw or movement of the desired gear at the proper time. Sloppy shifter at steering column, dragging effect, in or out of gears or jumping out of gear all indicate possible linkage trouble.

CLUTCH UNIT AND PILOT BEARING: The clutch must completely disengage to properly engage first or reverse gear. The condition of the pilotbushing will determine how well the transmissions front shaft is supported and how freely the clutch disc will operate. Pilot and release bearings should always be replaced.