At the end of the last article, the engine was running but the car was starting with the transmission in gear. At first this was noticeable but not a major problem. However, after the transmission was filled with fluid so that the torque converter could properly work it rapidly became a safety issue.
This shouldn’t have been a problem – one of the improvements of the 1963 Imperial is a parking lock that locks the transmission so that it can’t move when placed into Park. Unfortunately the locking mechanism wasn’t engaging. So, there were two problems:
- The transmission linkage was not properly adjusted – the transmission was actually in Drive with Neutral was selected.
- The transmission parking lock was not engaging.
In 1963 Chrysler used pushbuttons to actuate a cable to control the transmission. The tip of the cable engages a locking mechanism inside the transmission and then is adjusted by a threaded nut on the cable sleeve.
Of course this adjustment is located in the middle of the two transmission cooler lines, exhaust headpipe, torsion bar, and nestles in the transmission hump in the floor which barely clears the transmission. In other words, almost impossible to get to!
I had done the initial adjustment before installing the exhaust and transmission cooler lines. It was difficult but not that bad. Unfortunately, even though I followed the manual, the initial adjustment was incorrect.
I hadn’t mentioned in in the previous post, but an additional problem was that the Neutral Safety Switch wasn’t engaging, so I had to jumper around this safety feature to get the starter to work.
Some Internet research detailed an approach of putting a multimeter on the Neutral Safety Switch, setting the adjustment wheel to the point where the switch just turned on, and then continue to adjust it while counting turns until the switch just turned off. At this point you back the adjuster off half the number of turns you counted, placing it right in the middle of the switch range.
This was a nightmare to do, between the lack of access to the cable fitting, working under the car, and the joy of transmission fluid dripping down your arms as you work. And, of course, the dripping transmission fluid making everything slippery and hard to adjust!
It was finally done. Surprisingly with no bloodshed, damaged parts, or flying tools!
The parking lock is a separate cable. This should be easy – slide the cable into the transmission and the tip automatically locks into place. Put the transmission lever into park, adjust the cable so that the pawl engages, and tighten the bolt to lock it into place.
Except that no matter what I tried the cable tip would not lock into place! I spent hours trying everything I could think of with absolutely no success. This included following the instructions in the manual as well as suggestions from various Imperial and Mopar forums. It got to the point where I had to put the tools down and walk away before bad things happened.
I had a couple of rounds of email asking for help from Don Verity who had rebuilt the transmission. He finally suggested partially disassembling the transmission so that I could see the locking mechanism and make sure that the cable tip was properly engaging with it.
This proved to be the magic answer. Once I could see the locking mechanism I was able to guide the cable tip into it and lock it into place. With a little fiddling I managed to get the rest of the pieces back into place and bolt everything back together. I still don’t know what the problem was – it should have “just worked”!
OK, now to follow the parking lock adjustment instructions again. Hmm, so THAT is what it feels like when the locking pawl engages. Try to turn the drive shaft – nope, locked solid! Move the parking lever to drive and the driveshaft turns. Looking good! Cross fingers, move the parking lever back to park, and try to turn the drive shaft. Locked again. Success!
Now for the real test. The car is up on jack stands, so the rear wheels can turn freely. Put the transmission in neutral with the lever in park. The engine starts up – a “good start”! The rear wheels are locked and don’t move.
Next step is to put the parking lever in the off position while leaving the selector button in neutral. If the transmission linkage is properly adjusted the rear wheels will not move. And they don’t move! Rev the engine a little, and the rear wheels still don’t move. Looking good…
Cross fingers and punch the Reverse button. A bit of a clunk from the transmission, and the rear wheels begin to rotate. Looking even better!
Step on the brakes to stop the rear wheels and then punch the Drive button. The wheels begin to rotate the other way.
Now to try various combinations of Park, Neutral, Drive, and Reverse. The transmission continues to function properly.
And there was much rejoicing!
With the engine running and the transmission properly adjusted it is getting close to time for a maiden voyage.
Next: Around the Block!