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TCI® 720002 POWERGLIDE TRANSMISSION CASE These instructions point out specific features of the TCI® case and how to use these features to your advantage. For detailed information on how to assemble a Powerglide, use of a factory instruction manual is recommended. All Powerglide parts bolt right into the new TCI® case. (Non-TCI® dragster type shorty housings may need a minor modification to clear the boss on the rear of the case. See Figure 3.) The case still accepts the rear oil pump if you care to install it for Circle Track cars. When swapping cases, clean and inspect all components so that any worn components can be replaced. Assemble the transmission according to the factory manual using a torque wrench to tighten all fasteners. A torque specification sheet is included with these instructions. This case does NOT require a separate flexplate shield. The bellhousing itself is certified as an SF1 30.1 flexplate shield. You may remove the top bellhousing bolt boss (Figure 4); drill holes for a lift handle (Figure 5), and drill converter cooling holes (Figure 6) if all modifications are done exactly as shown. The case has been tested and certified with these modifications. If you are already using a stamped steel midplate type shield, you can leave it in your car and just bolt the transmission over the existing shield with no modifications required. This case is equipped with an internal transmission liner, which certifies this unit as meeting the requirements set forth in SF1 spec. 4.1. Attached to this instruction sheet is a separate set of guidelines on proper use of this liner. There is a 3/16” diameter hole drilled in the back of the case at the seven o’clock position where the governor housing bolts on (Figure 1). This hole is a passage to the pressure relief valve in the governor housing if you are using a rear pump such as might be used in a Circle Track car for push starting purposes. If you are not using the rear oil pump, check to see that your governor housing blocks the hole or that the rear oil pump inlet and outlet ports in the case are plugged by the valve body plate/gasket (most racing valve bodies plug off these ports). There is a 5/32” diameter hole in the case that is located just above the output shaft (Figure 1) that vents the tailshaft housing to the case. If you are using a custom made rear bearing housing (replaces the governor housing) make sure that there is a vent hole drilled through the bearing housing to allow venting from the tailshaft housing back to the case. A hole sized 1/4” in diameter is sufficient. See Figure 2 for the location of this vent hole. Stock governor housings already have a vent hole. Shorty housings do not need to be vented. TIPS:

• Use anti-seize lubricant or equivalent on all fasteners. • Use gray bolt prep or equivalent on the cooler fitting pipe threads. Any time aluminum fittings are

screwed into an aluminum housing without sealer, the aluminum could gall and rip out the threads. • Lubricate the adjuster bolt o-ring with ATF before installing. • Screw the breather vent into the housing using gray bolt prep or equivalent. • If you choose to use the adel clamp to hold the dipstick tube, first cut off the mounting bracket that

holds the tube to the bellhousing/engine block. Drill the clamp pad on the case with an 11/64” diameter drill using the dimple as a guide for the hole. Wrap the clamp around the dipstick tube and fasten the clamp to the bellhousing using the self-threading screw supplied. Make sure you spray penetrating oil on the screw threads before threading in the screw to prevent breakage.

• Every valve body is different so it is important to check the port matching between the trans-brake feed (reverse feed) hole in the valve body/valve body plate/gasket and the reverse piston feed hole in the transmission case. Basically, the opening in the valve body/valve body plate/gasket should be equal to or larger in size than the hole in the case so when the trans-brake is released, the oil flows out of the case into the valve body more freely. The shape of the valve body/valve body plate/gasket hole is unimportant; the hole just has to be as big or bigger than the hole in the transmission case.

• It is recommended that you use a stock low gear servo return spring instead of a heavy-duty spring. With the improved shift characteristics of this new case, a heavy spring is not needed. The heavy spring requires higher oil pressure to lock the low gear band. When the trans-brake is applied, the reverse piston takes a big gulp of fluid, which temporarily causes low pressure if the oil pump is weak and/or the idle speed is low. The low gear band releases and the car either rocks backwards or actually starts to back up. There is still enough pressure to hold reverse gear, but there is not enough oil pressure to overcome the heavy spring, so the low gear band won’t hold. At higher rpms, the oil pump puts out plenty of pressure and volume, so upping the line pressure even higher is not a solution. The higher pressure is harder on the pump and the transmission and it still doesn’t correct the low RPM problem. At higher temperatures, it’s even harder on the pump to maintain pressure and flow. If this situation appears, even with a stock spring, either rebuild the oil pump or raise the staging RPM (idle). With the tighter tolerances, better surface finishes, and better shift characteristics of the new TCI® case, this is much less of a problem than with stock Powerglides.

SETTING THE ADJUSTMENT BOLT: The adjustment bolt’s purpose is to soften the shock on the tires when the trans-brake is released. If your car hits the tires so hard that they spin, softening (slowing) the rate of trans-brake release will solve this problem. When you first assemble the transmission, screw the adjustment bolt all the way in. Then, while screwing the bolt out, count the number of turns until the bolt completely uncovers the reverse piston feed hole (i.e., until there is no restriction in the passage). Lock the adjustment bolt down and record this number in your logbook. Finish assembling your transmission. Make your first runs at the track with this wide-open setting. Screw in on the bolt one full turn at a time until the reaction time starts to get worse, then open it up a flat or two (screw the bolt out). This will give you the softest hit for your combination. The softer the hit, the less sensitive to a slick track the car will become and therefore the more consistent it will be. If the car still spins the tires, you can crank the bolt in more until the spinning stops. Now remove time from your delay box to compensate for the slower transmission trans-brake release time. Remember to log how far the bolt is turned in from the wide-open position. INSTRUCTIONS FOR INSTALLING AND REMOVING INTERNAL LINER SHIELD: 1) Start with the clean, bare case. Push the liner into the case, keeping the two anti-rotation lugs at the

back of the liner roughly centered in the reverse clutch steels grooves in the case. You should be able to push it by hand or tap it in lightly with a soft-faced mallet. The liner seats against a shoulder and sits just slightly below the oil pump surface. This is a first time installation only.

2) Install the parking pawl and check to see that it clears the notch in the liner. In the rare case that it

doesn’t, rotate the liner counterclockwise to provide clearance. Remove the parking pawl. 3) Remove the liner by wiggling it or by gently prying with screwdrivers between the case and sides of the

liner while lifting it out. The purpose of installing and removing the liner the first time is to shave off any high spots on the casting. Blow out the case with air to remove any aluminum flakes. Flakes normally don’t come off after the initial installation of the liner.

4) With the liner still removed, assemble the transmission as you normally would, but leave the oil pump

and oil pan off. Loosen the bracket that guides the parking pawl. Swing the parking pawl outward (away from the planetary gears) so that it doesn’t protrude into the case. Insert the liner as before.

5) Install the oil pump. Tighten the parking pawl bracket and check for full engagement of the parking

pawl and parking gear. Install the oil pan. Set the finished case on the oil pan. 6) Adjust the low gear band, If you don’t have your own procedure, we recommend rotating the input and

output shafts while torquing the adjustment screw to 40 in-lbs., then backing the screw out 4 turns before locking it down. The reason for sitting the case on the oil pan (like it would be mounted in the car) before adjusting the band is that a false band adjustment can be made if the case sits in any other position; the end result will be a burned band and clutch drum.

TORQUE SPECIFICATIONS

Transmission to Engine 25 to 30 ft. lbs.

Oil pan to Case 10 to 13 ft. lbs.

Tailhousing to Case 20 to 30 ft. lbs.

Servo Cover to Case 15 to 20 ft. lbs.

Front Pump to Case 13 to 17 ft. lbs.

Governor Support to Case 8.5 to 11 ft. lbs.

Valve Body to Case 13.5 to 15 ft. lbs.

Valve Body Filter 2.5 to 3 ft. lbs.

Parking Lock Pawl Bracket to Case 8.5 to 11 ft. lbs.

Pressure Test Plugs 5 to 7 ft. lbs.

Low Band Adjustment Lock Nut 13 to 17 ft. lbs.

Oil Pan Drain Plug 15 to 20 ft. lbs.

Shift Shaft Inner Lever Nut 2 to 3 ft. lbs.

WARRANTY All TCI® products are warranted to be free from defects in workmanship and materials for a period of thirty (30) days from THE DATE OF PURCHASE on racing equipment and a period of ninety (90) days from the DATE OF PURCHASE on Street/Strip equipment. We recommend that you keep a copy of your sale receipt showing DATE OF PURCHASE during this warranty period. In returning any merchandise for warranty consideration you must enclose a copy of the original dated sales invoice. During the warranty period TCI® will repair or replace, at our discretion, any part or parts that are determined by TCI® to be defective due to workmanship or materials. Transportation charges for return of defective parts must be PREPAID by the customer. This warranty is limited to the value of the part or parts covered herein and is in lieu of all warranties, expressed or implied, including the warranty of merchantability and fitness of the product for any purpose. No consequential damages will be allowed. This Warranty does not include the following: ◦Failure due to improper installation or maintenance. ◦Failure to maintain proper cooling or fluid levels. ◦Water damage. ◦Loss or injury from use or operation of TCI® products. ◦Misuse, abuse or unauthorized repairs. ◦Removal or replacement cost, transmission oil or shipping cost. ◦Cost incurred due to downtime of vehicle.

1

0/04

TRANSMISSION REAR V MODIFICATION FOR CUSTOM REAR BEARING HOUSING

.75”

.25” DIAMETER VENT HOLE

3/16” DIAMETER PRESSURE RELIEF HOLE

5/32” DIAMETER VENT HOLE

FIGU

FIGURE 2 RE 1

IEW

3.055 ± .005

1.422 ± .005 R .563

FIGURE 3

ALLOWABLE MODIFICATIONS REMOVING TOP BELLHOUSING BOLT BOSS

TO RETAIN SFI 30.1 CERTIFICATION, UP TO (4) 17/64” DIA. HOLES CAN BE DRILLED WITHIN THE SHADED AREA ONLY

1.00”

2.75”

2.75” 2.75”

HANDLE ATTACHMENT HOLES

TO RETAIN SFI 30.1 CERTIFICATION, REMOVE BOSS ONLY AS SHOWN

FIGURE 4

FIGURE 5

BELLHOUSING COOLING HOLES

TO RETAIN SFI 30.1 CERTIFICATION, (4) HOLES CAN BE DRILLED UP TO 2 1/8” DIA. LOCATED BY THE DIMPLES CAST INTO THE BELLHOUSING INSIDE ONLY. FOR REFERENCE, THE HOLES ARE APPROXIMATELY AT THE 9, 10,2 & 3 O’CLOCK POSITIONS

5.60”

FIGURE 6