 This is the new TCI rollerized geartrain. The new 6 pinion planetary can be seen at the top right. Reduced friction and nearly double the power handling capacity. |
The “guts” of the C-4 were next and I selected the complete low drag 6-pinion planetary set with Torrington bearings (# 525000) replacing the factory thrust washers. Utilizing six pinion gears as opposed to the factory three in effect doubles the strength and power-handling capability of the gear set. And the Torrington bearings reduce a lot of frictional losses compared to washers, which translates into more power getting to the rear tires.
I also selected a new low gear drum (# 523855) with a steel sleeve because of the factory units’ tendency to crack under severe loads. I rebuilt the factory front pump and used the new bushing that came in the TCI Master overhaul kit (# 529515). The kit also comes with all the gaskets and seals needed, along with the good “Red” clutches.
When setting up the clutch packs I used some selective-fit snap rings to end up with a total clearance of .020” in the forward drum and .050” in the direct drum. These are important clearances that have a direct effect on the shifting and durability of the clutches. The instructions for the trans brake also give recommendations for proper clearances and
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I then carefully adjusted the front and rear bands according to the TCI instructions by torqueing the coarse thread adjusters to 120 in./lbs. and then backed out the front (intermediate band) adjuster 1 ½ turns and the rear (low/reverse) three turns. Capping off the “hard parts” inside the trans is a TCI 26 spline-hardened input shaft (# 549700). This is a worthwhile expense and gives good peace of mind.
The intermediate servo was replaced with a nice billet aluminum TCI unit (# 523005) that utilizes all new parts and a trick -ooking billet cover. Once the pan was on I installed an SFI-approved TCI transmission case shield (# 977000) that fit perfectly. Once the main shield is installed you have to drill two fastener holes in the shield at the desired positions that allow the strap to go under the pan you have.
At this point the only thing left was to slip the case fill grommet for the TCI locking dipstick (# 743811) into place and install the dipstick tube. The locking dipstick is pretty handy and will never allow fluid to exit the tube.
The rest of the story is captured by the photos and I am very impressed with the overall quality of the TCI parts. Next month I will show the installation of the TCI “Outlaw” shifter (# 616331) and tie up a few loose ends for the year. Also, I will show the installation of the Competition Engineering coil-over conversion kit and Magnum lower control arms. I’m simply out of space for this issue! Thanks for reading and see you next month!
Remember, there is always hope… And, when in doubt, DO A WHEELIE!!
Source: TCI Automotive, 662-224-8972, www.tciauto.com
