CPG Nation Forum - TCI Product Articles http://www.cpgnation.com/forum Find out all the details about the latest and greatest products from TCI en Tue, 09 Feb 2010 16:17:06 GMT vBulletin 1 http://www.cpgnation.com/forum/images/ca_serenity_red/misc/rss.jpg CPG Nation Forum - TCI Product Articles http://www.cpgnation.com/forum Going The Distance - TCI Max-Shift ATF http://www.cpgnation.com/forum/going-distance-tci-max-shift-atf-3087-new-post.html Mon, 02 Nov 2009 21:31:57 GMT Max Shift™ Gives Maximum Performance & Protection

Racers are always looking for ways to make sure engines are running right and will take the beating that any high-performance application delivers. And for most, the idea of using the best possible lubricant to keep an engine performing right is a no-brainer. But for some reason when it comes to transmissions, many often have brain fade. That’s because transmissions are often overlooked as source of lubricant breakdown leading to reduced performance or even total transmission failure.

[IMGRT=]http://www.cpgnation.com/filehost/files/8/TCI MaxShift CT Article/Photo%201%20MaxShift-both.jpg[/IMGRT]Transmissions easily endure as much punishment as engines and therefore require the same attention to lubrication to avoid any related performance problems. When you consider gear multiplication and the amount of torque transmissions produce, it’s easy to understand that transmissions actually generate as much or more heat as engines do. That’s where Max Shift™ from TCI® comes in.

The key ingredients are proprietary oil-soluble additives designed to reduce internal friction and base oils with an extremely high viscosity index. This advanced formula is designed to diminish friction because reducing friction not only cuts horsepower loss, it also reduces damaging heat. The advanced Max Shift™ formula provides maximum protection and performance properties for any high-impact application in automatic or manual transmissions.

Laboratory and field studies show that Max Shift™ greatly reduces the temperature in racing transmissions. And as a result of the additives, performance is improved because it actually sticks to metal components. That’s important because as it adheres to components, it not only increases lubrication, it also reduces shock load between gears. Both the increase in lubrication and reduction of gear shock load provide an enormous advantage for transmission life, longevity and performance.

Testing also shows that the additives in Max Shift™ lower transmission “foaming action.” Lubricant foaming is a performance robbing trait caused by internal components spinning at high rpm and heat causing the fluid to foam. This results in performance loss and the danger of metal-to-metal contact which can ultimately kill a transmission. This potentially disastrous effect is addressed by Max Shift™ because it provides anti-foaming properties that significantly reduce foaming action well beyond 10,000 rpm.

Max Shift™ is available in synthetic and non-synthetic formulas. Both versions provide the industries maximum protection to keep automatic transmissions performing at peak conditions, running cooler and lasting longer so your transmission will go the distance.

For more information on this and all other TCI® products, go to www.tciauto.com or call 662-224-8972

TCI® Automotive
151 Industrial Drive
Ashland, MS 38603
662-224-8972
Fax 662-224-8255
www.tciauto.com

PUT TO THE TEST


Thompson Racing CRA series car

In Indiana there’s a father and son race team based in Shirley, Indiana, that put the new Max Shift CT to the test. Father Phil and son Jason race in the CRA Street Stock pavement oval series and they made the change to MaxShift™ CT and this is what Phil Thompson had to say.

“We race with a 2-speed TCI Circlematic™ Powerglide and we’ve had some trouble with our transmission fluids; after awhile the fluid would run hot and caused some second gear slipping. By the end of a race we could tell the fluid had broken down and wasn’t working the way it should. When we looked at it, fluid was discolored and had a burned smell.”

“We needed a solution and Scott Miller at TCI® told us about the new formula of their Max Shift and gave us some to use. We decided to run it at a 300 lap event at the Anderson Speedway. All I can tell you is that it worked. The transmission was hooked up the whole time with none of the slip we had before. After the race we took a look at the fluid and it looked like new. There wasn’t any breakdown. The color was exactly the same as when we put it in and there was none of the heat generated burned smell.”

“We always changed the fluid after every race but now I really don’t need to change it as often because Max Shift™ CT does a great job of lubrication and holds up a long time. It runs a lot cooler and gives us the best protection and performance I’ve ever seen. Everybody should be using it.”

Source:
Thompson Racing
11735 E 650 N
Shirley, IN 47384
philthom@sonicwave.net
]]> Max Shift™ Gives Maximum Performance & Protection



Racers are always looking for ways to make sure engines are running right and will take the beating that any high-performance application delivers. And for most, the idea of using the best possible lubricant to keep an engine performing right is a no-brainer. But for some reason when it comes to transmissions, many often have brain fade. That’s because transmissions are often overlooked as source of lubricant breakdown leading to reduced performance or even total transmission failure.



[IMGRT=]http://www.cpgnation.com/filehost/files/8/TCI MaxShift CT Article/Photo%201%20MaxShift-both.jpg[/IMGRT]Transmissions easily endure as much punishment as engines and therefore require the same attention to lubrication to avoid any related performance problems. When you consider gear multiplication and the amount of torque transmissions produce, it’s easy to understand that transmissions actually generate as much or more heat as engines do. That’s where Max Shift™ from TCI® comes in.



The key ingredients are proprietary oil-soluble additives designed to reduce internal friction and base oils with an extremely high viscosity index. This advanced formula is designed to diminish friction because reducing friction not only cuts horsepower loss, it also reduces damaging heat. The advanced Max Shift™ formula provides maximum protection and performance properties for any high-impact application in automatic or manual transmissions.



Laboratory and field studies show that Max Shift™ greatly reduces the temperature in racing transmissions. And as a result of the additives, performance is improved because it actually sticks to metal components. That’s important because as it adheres to components, it not only increases lubrication, it also reduces shock load between gears. Both the increase in lubrication and reduction of gear shock load provide an enormous advantage for transmission life, longevity and performance.



Testing also shows that the additives in Max Shift™ lower transmission “foaming action.” Lubricant foaming is a performance robbing trait caused by internal components spinning at high rpm and heat causing the fluid to foam. This results in performance loss and the danger of metal-to-metal contact which can ultimately kill a transmission. This potentially disastrous effect is addressed by Max Shift™ because it provides anti-foaming properties that significantly reduce foaming action well beyond 10,000 rpm.



Max Shift™ is available in synthetic and non-synthetic formulas. Both versions provide the industries maximum protection to keep automatic transmissions performing at peak conditions, running cooler and lasting longer so your transmission will go the distance.



For more information on this and all other TCI® products, go to www.tciauto.com or call 662-224-8972



TCI® Automotive

151 Industrial Drive

Ashland, MS 38603

662-224-8972

Fax 662-224-8255

www.tciauto.com



PUT TO THE TEST





Thompson Racing CRA series car


In Indiana there’s a father and son race team based in Shirley, Indiana, that put the new Max Shift CT to the test. Father Phil and son Jason race in the CRA Street Stock pavement oval series and they made the change to MaxShift™ CT and this is what Phil Thompson had to say.



“We race with a 2-speed TCI Circlematic™ Powerglide and we’ve had some trouble with our transmission fluids; after awhile the fluid would run hot and caused some second gear slipping. By the end of a race we could tell the fluid had broken down and wasn’t working the way it should. When we looked at it, fluid was discolored and had a burned smell.”



“We needed a solution and Scott Miller at TCI® told us about the new formula of their Max Shift and gave us some to use. We decided to run it at a 300 lap event at the Anderson Speedway. All I can tell you is that it worked. The transmission was hooked up the whole time with none of the slip we had before. After the race we took a look at the fluid and it looked like new. There wasn’t any breakdown. The color was exactly the same as when we put it in and there was none of the heat generated burned smell.”



“We always changed the fluid after every race but now I really don’t need to change it as often because Max Shift™ CT does a great job of lubrication and holds up a long time. It runs a lot cooler and gives us the best protection and performance I’ve ever seen. Everybody should be using it.”



Source:
Thompson Racing

11735 E 650 N

Shirley, IN 47384

philthom@sonicwave.net

Attached Thumbnails
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]]> TCI Product Articles jbarker http://www.cpgnation.com/forum/going-distance-tci-max-shift-atf-3087.html Inside the TCI® Pro-X Transmission http://www.cpgnation.com/forum/inside-tci-pro-x-transmission-2708-new-post.html Thu, 24 Sep 2009 14:11:22 GMT When it comes to trying to run low 8's, you can have all the horsepower in the world, but your rear end and transmission need to be bulletproof. So when it came time to select a transmission for Project Grandma - our infamous '78 Malibu - we made a call to the transmission experts over at TCI®. They recommended one of their Pro-X Powerglide Transmissions, and you're about to learn more than you ever dreamed about what it takes to make a serious 'Glide.


TCI® builds their Pro-X™ Transmissions to handle horsepower numbers well into the 2000 range. The question is, how can you build a transmission to handle this kind of power when it was originally built to handle 200-300 horsepower? Good question! To fully understand the Pro-X™, there are a few little things that must be discussed first. Let's take a look at why the Powerglide has become so popular over the years, and check out some of the other aftermarket Powerglide choices from TCI® to compare to the Pro-X™.

Why a Powerglide?

The Powerglide was GM’s go-to automatic transmission back in the '50s and '60s, and usually found a home behind 250-300hp V8 engines, but it also sat behind V6's and a variety of other power plants. While originally manufactured with a cast iron case, in the early '60s GM developed an aluminum case version for use in the compact Chevy II. There are differences between the versions used in cars and trucks, but that’s another story.

Why did it develop into a serious race transmission? Two reasons. One, being a 2-speed, it works well in dirt track, circle track, and drag racing applications. Second, the parts are commonplace, as it's easy to modify and work on. In short order, the GM Powerglide is the transmission of choice for the who's who of motorsports.

OEM vs. Aftermarket Transmissions

TCI refers to the Powerglide as the true workhorse of racing transmissions. They understand that this gearbox can be tweaked ever so slightly to fit into almost every budget and racing style, and they offer several different options for the racer who wants to put a Powerglide under their seat.

First, you need to choose your case.

This is the first step, no matter what other options you desire. TCI® is always searching the country looking for usable Powerglide case cores that they can refurbish. They also offer the Dedenbear case (an aftermarket case used in the Pro-X™ transmission) and the ATI Super Case.



Here is an example of a custom transmission. This is an aftermarket case with a TCI® reworked
GM valve body being installed in it.


After you choose your case, you can set the transmission up with the gear type best suited for your power levels. Talk to TCI®, they will make sure that you get the right one for your combo.

As for the valve body, TCI® has many options for full manual shifting, and transbrakes with different delays. The same goes for your gear ratio. There are ten different choices for the ratios in their Powerglides. Again, TCI® can steer you in the right direction to make sure that the transmission they build will be the right fit for your vehicle. They will consider things such as racing application, horsepower, and driver preference to make the best choice.

Numerous options are available for the oil pan as well. TCI® has transmissions with oil pans made from steel or aluminum, stock depth or deep pan, and even one with a special coating the helps to reduce the oil temperature.

TCI® puts every unit that they manufacture and sell through a series of three dyno sessions, starting with the valve body, in order to ensure that all of their transmissions are of the highest quality. First it’s dyno’d. Then it’s hydraulically checked in every gear, both with the transbrake on and off, in order to ensure that it is able to hold the correct amount of pressure. Once it passes this test, it is moved to the next stage.


Next, the transmission is dyno’d without the valve body to check for any leaks. This test weans out any hidden problems, such as lip seals cut into the clutch packs or leaky sealing rings. The transmission is run in all moving gears, checking for leaks. This is also the first check to make sure that the transmission works correctly.

The final dyno test is really the true test for the transmission. The valve body is bolted on, along with the filter and oil pan, then the transmission is strapped to an axle line dyno and is put through a test that includes running it in all moving gears. Afterward, the main line and reverse pressure are checked again. Next, the dyno is set to run for a certain amount of time, to ensure that the performance of the transmission will remain the same as the oil heats up.

Finally, the dyno results are printed on a dyno card that is attached to the transmission. This is done to validate that the transmission sitting before you passed TCI’s rigorous tests. If at any time the dyno alerts the operator to a problem, the transmission is torn down to determine the issue and correct it.

For most, the prep work and dyno checking are really the determining factors in choosing an aftermarket transmission. Try asking the guy at the local junkyard for a warranty on the used OE transmission you are buying from him, then try to act surprised when he gives you his answer.

TCI® Pro-X™ Transmission - TCI's Top Level Aftermarket Transmission


TCI® understands that the Powerglide works well because of its simple design. When it came time to design their top of the line Pro-X Powerglide, rather than reinvent the wheel, they chose to promote the transmission’s strong points and beefed it up where it was weak.

TCI® went through every part of the transmission, with the goal of making it capable of handling the high horsepower demands of drag racing, and they met their goal. According to TCI's Scott Miller, the Pro-X™ transmission - such as the one used in Grandma - can handle horsepower numbers in the 2000 range. This means that we can throw all of the nitrous we want into our 555 Edlebrock engine and don’t have to worry about cooking the transmission.

Here is the quick run down on the Pro-X™:
• Designed for race cars regularly running 6.70-seconds, 220+ mph in the quarter mile.
• Ringless-Style Genotor Pump
• X-Wide Kevlar Band
• PRO-X™ Ringless Input Shaft
• HDT (Heat Dissipating Technology™) Coated Aluminum Deep O-Ringed Pan
• Hi-Flow Filter System
• HDT Coated Dedenbear Bearing Case
• 10-Clutch Hi-Gear Bearing Drum Kit
• 1.98, 1.80, or 1.65 Straight-Cut 12DPI Super Set Planetaries

TCI® is able to put so much trust into their Pro-X™ transmission because they only use high quality parts. However, as many of us familiar with the Powerglide are aware, the case is often the OEM transmission's weak point. Therefore, you won’t find an old junkyard case being used for the Pro-X™.

Aware that cracking is a common issue with Powerglides, TCI® turned to Reid Racing for their damn near bulletproof case. Not only are the oil pan flanges thickened to stiffen the case, Reid also beefed up the oil pump area to prevent the front of the case from flexing (which can cause numerous problems, including gear misalignment and breakage) under high horsepower.


Reid used enough heat-treated aircraft grade aluminum to make the bell housing beefy enough for SFI 30.1 certification. There is no need to mess around with a flex plate shield, because the bell housing itself can withstand and contain any failure.

Another modification made by Reid involves the inner insert that is installed into all of the cases. Again, the designers at Reid outdid themselves, and the case earned an SFI 4.1 certification - meaning you don’t have to use an external shield.


The transbrake is the final component that makes this case the one and only choice for TCI® and their Pro-X™ transmission. The release time of the transbrake was reduced while redesigning the oil passages, thereby giving a more instant release. The case is also pre-drilled for a double dump transbrake.

The transbrake can be adjusted by the simple turn of a screw, located next to the solenoid in the rear. By adjusting the screw, you can determine how hard it hits on release. We can use this feature to really dial in the launch on Grandma.

Inside the Case

Now that we've covered the case, it’s time to look inside - starting with the reverse piston.


The reverse piston slides right in the bottom of the case. While many racers drill a small hole on the outer part of the reverse piston (to aid in allowing aerated fluid to escape the cavity behind it), TCI® leaves it intact, drilling a series of holes into the housing to release any trapped air.


Next, the friction plates are installed. Although these little plates don’t seem like much, they keep your transmission going. A set of lock rings holds them in just the right way for the springs to apply the correct amount of pressure, and when the case is full of fluid, the lock rings control the plates locking / unlocking the transmission.

TCI's Pro-X™ has Alto Red Eagle clutches, made from heat-treated colleen steel that mates up with a Steel Pioneer clutch hub. The aftermarket ring gear comes next, followed by a Vasco gear set that matches the power and handling strength of the rest of the transmission.



Once the friction plates are in, TCI® measures the clearance of the clutch packs and ring gears. This step
ensures that everything is aligned and installed correctly.



The planetary is next. When TCI® first started building beefed up Powerglides, they stuck with the OEM style sun gear with a spiral cut design. Through testing and consistently trying to improve their products, they found that using a 180 straight cut design gives the transmission more strength with less power loss.


TCI® matches that up with a 4140 steel billet output shaft and carrier assembly. Next in is the drum, followed by the input shaft. At this point, TCI® measures the depth of the shaft. Getting this right is what makes a ‘tight’ transmission, and if need be, they will space the shaft to get it to sit just right.


When you put the input shaft that TCI® uses in these transmissions next to an OEM version, the differences are crystal clear. The aftermarket input shaft is bigger, it's made from better materials, and it's definitely capable of handing more power. Scott Miller tells us that both the planetary and input shaft used in this transmission are the same, part for part, as those used in their transmissions for cars with over 2000hp. "Any time you have a car making more than 500 horsepower, you should use a hardened input shaft," states Miller.

Next, it is time for the front pump. This part seals off the main components of the transmission from the front. TCI® uses their Ringless-Style Gerotor Pump on the Pro-X™ line, to make sure that there is plenty of fluid flowing at the right times. The output shaft is also installed at this time.


Once the billet dual ring servo is in the Pro-X™, it is time to install TCI's custom valve body. Using their knowledge of what makes a good transmission, the team reworked the valve body to provide cleaner shifts with less chance of failure. Provisions are added to accommodate the transbrake, and the valve body is converted to a full manual shift - giving the driver full control of the transmission.

Finally, the oil pan and filter are installed. TCI® uses their deep aluminum oil pan on the Pro-X™ for several reasons. It holds more fluid, and the larger surface area helps to dissipate as much heat as possible. Additionally, this pan acts like one big heat sink, catching plenty of air passing under the car to help do its job of cooling. Finally, it is coated with TCI's HDT (Heat Dissipation Technology™) Coating™, to lower oil temperatures by promoting heat transfer from the oil to the pan.

Making The Full Package

“The other components you use with your transmission will greatly affect its life and performance,” Miller tells us. Therefore, we looked once more to TCI® for the other associated components. They have a complete line of torque converters that are designed for use in their transmissions, and also make shifters, coolers, and even have a line of transmission fluid. All of these components have been designed to do one thing - make their transmissions perform at their highest level.

Transmission Cooler

Miller informed us that when it comes to extending the life of your drag racing transmission, the cooler the oil is, the better. To keep the temperatures under control, we picked up one of TCI’s Max-Cool™ Transmission Coolers.

These coolers use a plate and fin design, which TCI® claims "reduce transmission temperatures by 33% over tube-style transmission coolers." We like it because it provides a nice clean look, and thanks to the hardware that is included, is very easy to mount almost anywhere you want. We picked a nice spot in the rear of the car, under the trunk. To ensure that their coolers get enough air flow, TCI® equips them with a 10-inch electric fan. They are offered in four different sizes, and we went with the biggest one. As Scott says, you can never have it too cool - but operating temperatures should be right around 180-200 degrees if you are checking.

Torque Converter


To complement their line of transmissions, TCI® developed a Pro-X™ style torque converter. These converters are offered in a 10-inch or a 9.5-inch (like ours). Choosing which one to use simply depends on the amount of horsepower that you have. The 9.5-inch is good up to about 2000 horsepower, while the 10-inch is for the guys pushing the 2500hp mark.

A billet sprag assembly, which TCI® claims is unique to this converter, sits inside of the saucer-shaped component. While the heat-treated steel turbine drives and hub assemblies help increase strength, the real claim to fame for this converter lies in its stator combo.


Made from high-strength steel, this piece is made to vary the stall and add strength for extreme applications. The converter can also be set up to match your car's performance. If you're spinning the tires off the line, you can soften the hit of the converter with the stator combo, and if you need a little more grunt off the line, adjustments can be made for that as well.

To keep everything inside of the converter, TCI® uses a forged mounting cover that is coated with their Heat Dissipation Technology™ Coating for temperature control. They claim that this will provide greater durability and consistency.

Outlaw Shifter


TCI® recommended one of their Outlaw™ Shifters to give us control over the Pro-X™. This is a universal shifter that can be mounted very easily in any car. They are offered with gate plates to work with most American 3 and 4-speed transmissions, as well as the 2-speed Powerglide (like ours). The pistol grip handle can also be ordered with a micro-switch that can be used to control things such as transbrakes or line locks. The reverse lockout feature means that it is NHRA/IHRA certified - because bumping a shifter into reverse at the wrong time is never a good thing.

Install


In order to get our Pro-X™ into the car, we knew we were going to have to make something from scratch. We started by mating the transmission up to the big block Chevy that we were sticking under the hood. After doing a dance with the cherry picker, the engine / transmission combo was bolted in - or at least the engine was. This would tell us exactly where to run a crossbar to serve as a mount.


Mike Ryan, aka The Fabricator, carefully welded an I-end onto the ends of a Chrome-moly tube that would later become the mount for our transmission. Mike welded two tabs to the inner frame rails to link the bar to the chassis, and bolted it using some trusty Grade 8 bolts.


The mount was made from some 1/8th-inch steel that Mike welded into a three-sided cradle for the transmission mount to rest in. Then we bolted in an Energy Suspension Polyurethane GM Transmission mount, which would help hold our transmission in place, yet still give us some flexibility when it come to the shakes.

In all, the TCI® Pro-X™ Transmission is a great choice for anyone making serious amounts of horsepower and needing a transmission just as serious. Its simple yet bulletproof design makes it one of the most popular choices for a transmission. We found it to be the perfect fit for Project Grandma, and with the availability of swap kits for this transmission, it could easily find its way into your next project as well!

Sources:
TCI®
888-776-9824
www.tciauto.com

Energy Suspension
949-361-3935
www.energysuspension.com

Story courtesy of Street Legal TV
]]> When it comes to trying to run low 8's, you can have all the horsepower in the world, but your rear end and transmission need to be bulletproof. So when it came time to select a transmission for Project Grandma - our infamous '78 Malibu - we made a call to the transmission experts over at TCI®. They recommended one of their Pro-X Powerglide Transmissions, and you're about to learn more than you ever dreamed about what it takes to make a serious 'Glide.





TCI® builds their Pro-X™ Transmissions to handle horsepower numbers well into the 2000 range. The question is, how can you build a transmission to handle this kind of power when it was originally built to handle 200-300 horsepower? Good question! To fully understand the Pro-X™, there are a few little things that must be discussed first. Let's take a look at why the Powerglide has become so popular over the years, and check out some of the other aftermarket Powerglide choices from TCI® to compare to the Pro-X™.



Why a Powerglide?



The Powerglide was GM’s go-to automatic transmission back in the '50s and '60s, and usually found a home behind 250-300hp V8 engines, but it also sat behind V6's and a variety of other power plants. While originally manufactured with a cast iron case, in the early '60s GM developed an aluminum case version for use in the compact Chevy II. There are differences between the versions used in cars and trucks, but that’s another story.



Why did it develop into a serious race transmission? Two reasons. One, being a 2-speed, it works well in dirt track, circle track, and drag racing applications. Second, the parts are commonplace, as it's easy to modify and work on. In short order, the GM Powerglide is the transmission of choice for the who's who of motorsports.



OEM vs. Aftermarket Transmissions



TCI refers to the Powerglide as the true workhorse of racing transmissions. They understand that this gearbox can be tweaked ever so slightly to fit into almost every budget and racing style, and they offer several different options for the racer who wants to put a Powerglide under their seat.



First, you need to choose your case.



This is the first step, no matter what other options you desire. TCI® is always searching the country looking for usable Powerglide case cores that they can refurbish. They also offer the Dedenbear case (an aftermarket case used in the Pro-X™ transmission) and the ATI Super Case.







Here is an example of a custom transmission. This is an aftermarket case with a TCI® reworked

GM valve body being installed in it.




After you choose your case, you can set the transmission up with the gear type best suited for your power levels. Talk to TCI®, they will make sure that you get the right one for your combo.



As for the valve body, TCI® has many options for full manual shifting, and transbrakes with different delays. The same goes for your gear ratio. There are ten different choices for the ratios in their Powerglides. Again, TCI® can steer you in the right direction to make sure that the transmission they build will be the right fit for your vehicle. They will consider things such as racing application, horsepower, and driver preference to make the best choice.



Numerous options are available for the oil pan as well. TCI® has transmissions with oil pans made from steel or aluminum, stock depth or deep pan, and even one with a special coating the helps to reduce the oil temperature.



TCI® puts every unit that they manufacture and sell through a series of three dyno sessions, starting with the valve body, in order to ensure that all of their transmissions are of the highest quality. First it’s dyno’d. Then it’s hydraulically checked in every gear, both with the transbrake on and off, in order to ensure that it is able to hold the correct amount of pressure. Once it passes this test, it is moved to the next stage.





Next, the transmission is dyno’d without the valve body to check for any leaks. This test weans out any hidden problems, such as lip seals cut into the clutch packs or leaky sealing rings. The transmission is run in all moving gears, checking for leaks. This is also the first check to make sure that the transmission works correctly.



The final dyno test is really the true test for the transmission. The valve body is bolted on, along with the filter and oil pan, then the transmission is strapped to an axle line dyno and is put through a test that includes running it in all moving gears. Afterward, the main line and reverse pressure are checked again. Next, the dyno is set to run for a certain amount of time, to ensure that the performance of the transmission will remain the same as the oil heats up.



Finally, the dyno results are printed on a dyno card that is attached to the transmission. This is done to validate that the transmission sitting before you passed TCI’s rigorous tests. If at any time the dyno alerts the operator to a problem, the transmission is torn down to determine the issue and correct it.



For most, the prep work and dyno checking are really the determining factors in choosing an aftermarket transmission. Try asking the guy at the local junkyard for a warranty on the used OE transmission you are buying from him, then try to act surprised when he gives you his answer.



TCI® Pro-X™ Transmission - TCI's Top Level Aftermarket Transmission





TCI® understands that the Powerglide works well because of its simple design. When it came time to design their top of the line Pro-X Powerglide, rather than reinvent the wheel, they chose to promote the transmission’s strong points and beefed it up where it was weak.



TCI® went through every part of the transmission, with the goal of making it capable of handling the high horsepower demands of drag racing, and they met their goal. According to TCI's Scott Miller, the Pro-X™ transmission - such as the one used in Grandma - can handle horsepower numbers in the 2000 range. This means that we can throw all of the nitrous we want into our 555 Edlebrock engine and don’t have to worry about cooking the transmission.



Here is the quick run down on the Pro-X™:

• Designed for race cars regularly running 6.70-seconds, 220+ mph in the quarter mile.

• Ringless-Style Genotor Pump

• X-Wide Kevlar Band

• PRO-X™ Ringless Input Shaft

• HDT (Heat Dissipating Technology™) Coated Aluminum Deep O-Ringed Pan

• Hi-Flow Filter System

• HDT Coated Dedenbear Bearing Case

• 10-Clutch Hi-Gear Bearing Drum Kit

• 1.98, 1.80, or 1.65 Straight-Cut 12DPI Super Set Planetaries



TCI® is able to put so much trust into their Pro-X™ transmission because they only use high quality parts. However, as many of us familiar with the Powerglide are aware, the case is often the OEM transmission's weak point. Therefore, you won’t find an old junkyard case being used for the Pro-X™.



Aware that cracking is a common issue with Powerglides, TCI® turned to Reid Racing for their damn near bulletproof case. Not only are the oil pan flanges thickened to stiffen the case, Reid also beefed up the oil pump area to prevent the front of the case from flexing (which can cause numerous problems, including gear misalignment and breakage) under high horsepower.





Reid used enough heat-treated aircraft grade aluminum to make the bell housing beefy enough for SFI 30.1 certification. There is no need to mess around with a flex plate shield, because the bell housing itself can withstand and contain any failure.



Another modification made by Reid involves the inner insert that is installed into all of the cases. Again, the designers at Reid outdid themselves, and the case earned an SFI 4.1 certification - meaning you don’t have to use an external shield.





The transbrake is the final component that makes this case the one and only choice for TCI® and their Pro-X™ transmission. The release time of the transbrake was reduced while redesigning the oil passages, thereby giving a more instant release. The case is also pre-drilled for a double dump transbrake.



The transbrake can be adjusted by the simple turn of a screw, located next to the solenoid in the rear. By adjusting the screw, you can determine how hard it hits on release. We can use this feature to really dial in the launch on Grandma.



Inside the Case



Now that we've covered the case, it’s time to look inside - starting with the reverse piston.





The reverse piston slides right in the bottom of the case. While many racers drill a small hole on the outer part of the reverse piston (to aid in allowing aerated fluid to escape the cavity behind it), TCI® leaves it intact, drilling a series of holes into the housing to release any trapped air.





Next, the friction plates are installed. Although these little plates don’t seem like much, they keep your transmission going. A set of lock rings holds them in just the right way for the springs to apply the correct amount of pressure, and when the case is full of fluid, the lock rings control the plates locking / unlocking the transmission.



TCI's Pro-X™ has Alto Red Eagle clutches, made from heat-treated colleen steel that mates up with a Steel Pioneer clutch hub. The aftermarket ring gear comes next, followed by a Vasco gear set that matches the power and handling strength of the rest of the transmission.







Once the friction plates are in, TCI® measures the clearance of the clutch packs and ring gears. This step

ensures that everything is aligned and installed correctly.







The planetary is next. When TCI® first started building beefed up Powerglides, they stuck with the OEM style sun gear with a spiral cut design. Through testing and consistently trying to improve their products, they found that using a 180 straight cut design gives the transmission more strength with less power loss.





TCI® matches that up with a 4140 steel billet output shaft and carrier assembly. Next in is the drum, followed by the input shaft. At this point, TCI® measures the depth of the shaft. Getting this right is what makes a ‘tight’ transmission, and if need be, they will space the shaft to get it to sit just right.





When you put the input shaft that TCI® uses in these transmissions next to an OEM version, the differences are crystal clear. The aftermarket input shaft is bigger, it's made from better materials, and it's definitely capable of handing more power. Scott Miller tells us that both the planetary and input shaft used in this transmission are the same, part for part, as those used in their transmissions for cars with over 2000hp. "Any time you have a car making more than 500 horsepower, you should use a hardened input shaft," states Miller.



Next, it is time for the front pump. This part seals off the main components of the transmission from the front. TCI® uses their Ringless-Style Gerotor Pump on the Pro-X™ line, to make sure that there is plenty of fluid flowing at the right times. The output shaft is also installed at this time.





Once the billet dual ring servo is in the Pro-X™, it is time to install TCI's custom valve body. Using their knowledge of what makes a good transmission, the team reworked the valve body to provide cleaner shifts with less chance of failure. Provisions are added to accommodate the transbrake, and the valve body is converted to a full manual shift - giving the driver full control of the transmission.



Finally, the oil pan and filter are installed. TCI® uses their deep aluminum oil pan on the Pro-X™ for several reasons. It holds more fluid, and the larger surface area helps to dissipate as much heat as possible. Additionally, this pan acts like one big heat sink, catching plenty of air passing under the car to help do its job of cooling. Finally, it is coated with TCI's HDT (Heat Dissipation Technology™) Coating™, to lower oil temperatures by promoting heat transfer from the oil to the pan.



Making The Full Package



“The other components you use with your transmission will greatly affect its life and performance,” Miller tells us. Therefore, we looked once more to TCI® for the other associated components. They have a complete line of torque converters that are designed for use in their transmissions, and also make shifters, coolers, and even have a line of transmission fluid. All of these components have been designed to do one thing - make their transmissions perform at their highest level.



Transmission Cooler



Miller informed us that when it comes to extending the life of your drag racing transmission, the cooler the oil is, the better. To keep the temperatures under control, we picked up one of TCI’s Max-Cool™ Transmission Coolers.



These coolers use a plate and fin design, which TCI® claims "reduce transmission temperatures by 33% over tube-style transmission coolers." We like it because it provides a nice clean look, and thanks to the hardware that is included, is very easy to mount almost anywhere you want. We picked a nice spot in the rear of the car, under the trunk. To ensure that their coolers get enough air flow, TCI® equips them with a 10-inch electric fan. They are offered in four different sizes, and we went with the biggest one. As Scott says, you can never have it too cool - but operating temperatures should be right around 180-200 degrees if you are checking.



Torque Converter





To complement their line of transmissions, TCI® developed a Pro-X™ style torque converter. These converters are offered in a 10-inch or a 9.5-inch (like ours). Choosing which one to use simply depends on the amount of horsepower that you have. The 9.5-inch is good up to about 2000 horsepower, while the 10-inch is for the guys pushing the 2500hp mark.



A billet sprag assembly, which TCI® claims is unique to this converter, sits inside of the saucer-shaped component. While the heat-treated steel turbine drives and hub assemblies help increase strength, the real claim to fame for this converter lies in its stator combo.





Made from high-strength steel, this piece is made to vary the stall and add strength for extreme applications. The converter can also be set up to match your car's performance. If you're spinning the tires off the line, you can soften the hit of the converter with the stator combo, and if you need a little more grunt off the line, adjustments can be made for that as well.



To keep everything inside of the converter, TCI® uses a forged mounting cover that is coated with their Heat Dissipation Technology™ Coating for temperature control. They claim that this will provide greater durability and consistency.



Outlaw Shifter





TCI® recommended one of their Outlaw™ Shifters to give us control over the Pro-X™. This is a universal shifter that can be mounted very easily in any car. They are offered with gate plates to work with most American 3 and 4-speed transmissions, as well as the 2-speed Powerglide (like ours). The pistol grip handle can also be ordered with a micro-switch that can be used to control things such as transbrakes or line locks. The reverse lockout feature means that it is NHRA/IHRA certified - because bumping a shifter into reverse at the wrong time is never a good thing.



Install





In order to get our Pro-X™ into the car, we knew we were going to have to make something from scratch. We started by mating the transmission up to the big block Chevy that we were sticking under the hood. After doing a dance with the cherry picker, the engine / transmission combo was bolted in - or at least the engine was. This would tell us exactly where to run a crossbar to serve as a mount.





Mike Ryan, aka The Fabricator, carefully welded an I-end onto the ends of a Chrome-moly tube that would later become the mount for our transmission. Mike welded two tabs to the inner frame rails to link the bar to the chassis, and bolted it using some trusty Grade 8 bolts.





The mount was made from some 1/8th-inch steel that Mike welded into a three-sided cradle for the transmission mount to rest in. Then we bolted in an Energy Suspension Polyurethane GM Transmission mount, which would help hold our transmission in place, yet still give us some flexibility when it come to the shakes.



In all, the TCI® Pro-X™ Transmission is a great choice for anyone making serious amounts of horsepower and needing a transmission just as serious. Its simple yet bulletproof design makes it one of the most popular choices for a transmission. We found it to be the perfect fit for Project Grandma, and with the availability of swap kits for this transmission, it could easily find its way into your next project as well!



Sources:

TCI®

888-776-9824

www.tciauto.com



Energy Suspension

949-361-3935

www.energysuspension.com


Story courtesy of Street Legal TV

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]]> TCI Product Articles jbarker http://www.cpgnation.com/forum/inside-tci-pro-x-transmission-2708.html <![CDATA[TCI's Circlematic: Top Powerglide Secrets Revealed]]> http://www.cpgnation.com/forum/tcis-circlematic-top-powerglide-secrets-revealed-2607-new-post.html Mon, 17 Aug 2009 15:02:07 GMT The crew from Onedirt.com takes an upclose look a TCI Circelmatic Powerglide. Once considered too weak to be a real racing transmission, the reliable Powerglide began to find a second life with circle track race teams in the early '80s. Slowly gaining respectability, the workhorse transmission had become popular and desirable by the '90s. By that time, the Powerglide had been discontinued for twenty years, having last seen service as a low cost option for the six-cylinder Novas and four-cylinder Vegas before being completely phased out in 1973. However, its simple design, reliability, and strength have put the Powerglide at the top of the “must have” list for many circle track racers.

Before the Powerglide transmission, circle track racing and automatic transmissions didn’t go together. Now it would be tough to find a grass roots Street Stock level racing class that didn’t use an automatic as the staple transmission. For these classes where stock or stock replacement parts are mandated, the Powerglide transmission really shines.

Just having a bone stock Powerglide in an entry level class doesn’t guarantee that you will have success on the track. Finding out how to take advantage of the Powerglide’s strengths and minimize its weaknesses will take a racer to the next level. For the inside scoop on upgrading a stock economy transmission that was once thought of as “weak-kneed," we went to our guys at TCI Transmissions. Scott Miller of TCI gave us the lowdown on how to make your automatic transmission race successfully while running on a budget with the venerable Powerglide Transmission.



TCI's circle track version of the reliable Powerglide Transmission. The "Circlematic" is available in several different configurations.


Why Use An Automatic Transmission?

Why should you use a TCI Automatic transmission? Cost and weight. “Compared to a good four-speed transmission, the TCI Powerglide in basic setup will cost $300 to $500 less and is 50 to 60 pounds lighter,” explained Miller. “The weight alone saves wear and tear on the valve train and drive train.” He also pointed out the fact that TCI’s Powerglide has an outstanding performance record.

Working with several racers over the past few years, Miller claims that TCI’s Powerglide is more responsive off turns than standard shift transmissions and the engine picks up much more quickly. Additionally, he tells us that the Powerglide even has an advantage over the Turbo 350, in that it has a lower rotating weight at approximately twenty pounds and pulls less horsepower. This means that more of your engine's power is available at the rear wheels. Miller says tests have shown that a well-prepared Powerglide pulls only 18 hp in high gear. TCI also offers Powerglide transmissions with a complete mechanical lockup, meaning there are no power losses from a traditional fluid coupling system.

The latest and greatest in TCI’s Powerglide line is the Circlematic transmission. Scott explained the research that went into developing the valving for the Circlematic transmission. They spent "many days out on the dirt tracks getting the jetting set for the reverse and low” passages in the valve body, and according to Miller, the newest internal control powerglide valve body is the next generation in circle track valve bodies.

The direct drive Powerglides started out with a ball valve that operated the valve pressure control from the cockpit. This system was eventually replaced with a clutch pedal control, which is still common in many of the modified and late model series. TCI’s latest valve body is controlled internally, freeing the racer of all external controls and enabling them to concentrate on the competition. The fully manual shift valve body controls line pressure internally and automatically. Miller states: “All you have to do is put it in gear and mash the accelerator.” As an additional bonus, the new valve bodies can be ordered in either the standard shift pattern, or a reverse shift pattern that allows for upshifts without worrying about hitting neutral or reverse.



The TCI Circlematic valvebody, available in standard or reverse shift pattern.


Top Ten Secrets of TCI Circlematic Powerglides and Converters

TCI's Circlematic Powerglide is basically a stock Powerglide transmission that is completely remanufactured and upgraded in several key areas. With a significant amount of coaxing, we got Scott to give us the breakdown on the upgrades that are made to the Powerglide transmission before it can earn the title of "Circlematic."



TCI's Circlematic upgrades for Powerglide transmissions.


1) High Performance Clutch and Steel Plates -- Scott points out that "factory clutches were designed for factory cars operating in street conditions." TCI upgrades the Circlematic transmissions with Alto clutch and steel plates, which are designed for higher performance applications. Material composition has come a long way since the Powerglides were initially manufactured at the factory, and TCI has taken advantage of this by using a Kevlar band in the transmission. Whereas the original clutch assemblies were capable of 350 horsepower, these components are rated between 550 to 600 horsepower.

2) Five Clutch Plates -- The stock Powerglides were produced with four clutch plates for V8 applications and three clutch plates for 4 and 6-cylinder applications. Every TCI Circlematic transmission is configured with five clutch and five steel plates. The additional plates ensure that the transmission will not experience slippage on the track.



The Circlematic's modified planetary gear set.


3) Modified Planetary Gear Sets -- The standard configuration of the Circlematic Transmission includes a remanufactured factory gear set. Where this unit differs from the original is in the details. The TCI version incorporates welded pins and a modified output spline shaft to allow for an extended yoke. Dirt track cars experience a lot of rear end and driveshaft movement, more than a stock designed transmission can handle sometimes. This can result in cracks in the extension housing or bell housing of the transmission, not to mention seal damage in the front or rear transmission seals.

The gear set also features a standard 1.82:1 low gear with a 1.00:1 ratio high gear. As an option, TCI offers a variety of low gear ratios as well. Everything from a stout 1.65:1 to a "granny" 1.98:1 can be installed at TCI.



The Circlematic features a specially designed oil pan with stock depth and a stronger material that dissipates heat better.


4) TCI Designed Oil Pan -- The oil pan on TCI's Circlematic transmissions is an in-house designed aluminum case that is normal stock depth but stronger. Scott told us that he has seen “some of the stamped thin steel pans actually rip off of the transmission under severe racing conditions on rough tracks." In addition to being a stronger component, it provides extra strength to the mounting area of the transmission. The aluminum properties of the pan help to dissipate heat, and a cooler transmission is a happy transmission.



The Circlematic valve body features internal bleed passages that are adjustable by changing the jets.


5) Valve Body -- TCI's Circlematic valve body is the crown jewel in the Circlematic line of transmissions. Due to the design and engineering work done by TCI’s engineers, circle track drivers can use an automatic transmission in direct drive without external valves or clutch pedals. The TCI Circlematic valve body is designed with an internal bleed off in the forward chamber and one in the reverse chamber, all activated by the driver's manual shift of the transmission. The mainline pressure is preset to ideal working parameters at the factory and the pressure settings require no adjustments. The bleed off engineering in the valve body has a distinct advantage of reducing drag on the front pump due to excessive pressure buildup. Finally, and this is where most dirt track racers feel it the most, this valve body costs less to operate. Because it is used in a direct drive setup, there is no need to purchase a torque converter. It saves dollars while reducing drag, heat, and slippage. TCI's Circlematic valve body is an all-star on this team.

6) Front Pump -- Another key design upgrade in the Circlematic transmission is the pump system. The front pump is a remanufactured stock pump with oversized gears installed for higher volume, resulting in increased lubricating properties. The trick here is increasing oil volume and velocity without increasing pressure exponentially, and TCI has done it correctly with this lubrication system.

7) Removed Rear Pump -- Removing the rear pump and installing a plate with routing passages significantly reduces rotating mass and drag inside the transmission.

8) HDT coating -- TCI worked with a major paint supplier for several months testing a coating that not only looks good, but has a measurable effect on cooling. A functional Heat Dissipating Technology (HDT) coating was developed through the process of trying different coatings and running the transmissions on a dyno. The HDT coating is used not only on the transmission case, but also on TCI's torque converters, front pumps, and various other components. A cooler transmission and components will last longer and perform better.



TCI's Steel Clutch Hubs resist spline failure and wear.


9) Steel Clutch Hubs -- The stock Powerglide clutch hubs were a cast unit prone to fractures, spline failure, and spline wear. TCI upgraded the clutch hub to a steel unit that has less rotating mass in a stronger component and resists the initial shock under power when using a direct drive setup. The Steel Clutch Hub makes the Circlematic a dependable transmission when you're getting on and off the throttle as hard as dirt track racers do.

10) Triple Tested -- "We take the transmission assembly, minus the valve body, and place it on a hydraulic dyno to measure the performance of the transmission's internal assemblies,” Miller said while explaining the Quality Assurance/Quality Control procedures for the Circlematic Transmission to us. “Simultaneously, we test the valve body on another dyno to ensure that the valve body meets our specifications. Finally, we assemble the entire transmission and run the completed unit on a transmission dyno to verify that the components are working together as a performance racing transmission." The run information from the final dyno is included in the shipping documents that come with the transmission. There is little doubt that TCI's Circlematic transmission will run perfectly in your race car as soon as it arrives at your door.

Additional Tips for Powerglide Transmissions

The folks at TCI wanted to share some additional tips for operating a Powerglide transmission on the dirt tracks. Whether you are running a Circlematic Powerglide or an OEM Powerglide, these tips will help you get the most out of your transmission and make it last longer.

1) Keep it Cool -- One of the inherent problems that comes with racing an automatic transmission with a working torque converter is heat. Automatic transmissions use a fluid coupling, allowing the car to idle with the transmission in gear. One solution is to use a performance torque converter that will cut down a lot on slippage. However, the fluid coupling will still produce heat. All automatic transmissions will benefit from a cooler. The cooler you keep your transmission fluid and the components in the transmission, the better and longer it is going to work.

Racing definitely produces much more heat than the originally intended street use. “Stay away from the one-way flow coolers, because if you somehow mess up and get it hooked up backwards, that can cause problems with the transmission,” Miller advised. “And those one-way style coolers can plug up. Say you have a transmission that goes out, and it gets a bunch of contaminants in the cooler. The one-way cooler will clog up and the only thing you can do with it then is throw it away."

Mounting the cooler where it will receive direct air flow while driving will help keep the transmission cool. The optimal operating temperature for automatic transmissions is about 175 degrees Fahrenheit.



TCI's louvered transmission cooler kits.

2. Keep it Fresh -- Transmission fluid will affect the performance and lifespan of your transmission. "When it comes to fluids, just make sure you run a good quality ATF,” Miller says. “It doesn't have to be a pure synthetic, but just make sure it's better than the dollar-a-quart stuff you can buy at the local parts store."

Here is what Miller explained as a good fluid policy:

"You should plan to change your fluid every 200 to 250 laps. You should also know that not all fluids are the same. I can't speak for other manufacturer's ATF fluids, but I can speak about our two different types as an example. Our Max Shift Synthetic Transmission Fluid is our top-of-the-line synthetic fluid. The benefits of the Max Shift STF for circle track racers are reduced pump cavitation and more consistent line pressures, because of the anti-foaming agents in the the fluid. At high temperatures, the Max Shift STF is more resistant to high temperature drivetrain wear and fluid breakdown that is common in high performance circle track racing. Then we have Max Shift RTF. That's a Dextron 3/Mercon-based fluid that has a moly additive in it. The moly actually bonds to the metal parts better, and it doesn’t break down with heat buildup. It stays bonded to the planetary gears and washers and the sealing rings and things like that to cut down on wear. By using a fluid like that, it will actually help the transmission run a little cooler."

No need to get nervous about using a synthetic transmission fluid in an older style transmission. The only reason to ever be concerned and avoid using synthetics is in transmissions that haven’t been freshened. TCI transmissions all have new seals, gaskets, bushings, and clutch and steel plates. A 27 to 38-year-old transmission needs to be freshened anyway before it’s used in a race car.



TCI Recommends using a racing type transmission fluid for racing applications.


3. Get The Right Converter -- According to Scott, the biggest advantage you can find on the racetrack is by using the best torque converter for your needs. Many racers think that a torque converter with a higher stall speed will give you an advantage because it will allow the engine to get up to a higher RPM range before kicking in, but Miller says that actually isn't the case.

"If you are a drag racer you want a converter with a fairly high stall speed, but in stock car racing that isn't helpful. A higher stall in circle track racing means more slippage, and more slippage means less power is getting to the ground. The other issue is a high-stall converter can actually help cause things like wheelspin, because it doesn't kick in until the engine has reached a high RPM level, and when it does kick in, it kicks in real hard and the driver can have an issue coming out of the turns. So you don't want to put a converter for a drag race car or a street application into your race car. We've designed converters specifically for circle track racing. They are very low stall and have good torque multiplication, so they lock up quickly and there is very little power wasted. That's the key so when the car comes out of the turns and you get on the throttle, you don't have that slippage in the converter. You are getting the power to the ground!"



"As far as TCI, when we build a torque converter for stock car racing, we put in special stator and fin combinations that allow us to give the racer maximum converter lockup - as much lockup as you can get with a fluid coupling mechanism and yet have good torque multiplication. It has come from extensive testing specific to stock car racing, which is certainly different from drag racing, and it makes a difference. The biggest thing is that our converters are more efficient, even at the low stall speeds. For example, if you run a stock torque converter or a stock replacement converter that you can get from your local parts store, slippage can be anywhere from twelve to fifteen percent. That's on a perfectly good converter built to stock specs that has no defects in it. Our converters are 98 percent efficient. That means we can cut your slippage from fifteen percent down to two percent. And you'd better believe that makes a difference on the racetrack."



The Circlematic is tailor-made for the direct drive coupler.


4. Mount it right -- Powerglide transmissions have gotten a bad rap when it comes to cracked bell housings and cases. The majority of case cracks are experienced at the rear of the case near the mounting bosses. These problems can be stopped before they even start by making sure that the driveshaft length is correct. Driveshafts that are too short will be prone to excessive cracking and cause vibrations. Urethane transmission mounts are the only means of mounting the transmission. These act as shock absorbers and prevent cracks or breakage as the chassis flexes during hard cornering or kissing the wall. Dirt track car builders should never consider using solid mounts on their transmissions.

5. Routine Maintenance -- Getting any transmission to give good dependable service in extreme applications like racing on dirt requires a healthy preventative maintenance approach. Start by making sure that your fluid is changed approximately every 200-250 laps. Change the filter and check for metal particles. Metal in the transmission filter indicates that the planetary gears are going bad and need to be replaced. The transmission should be checked for cracks in the mounts and tight mounting bolts before every race. Check the fluid level. Loss of fluid can indicate worn or damaged seals. Finally, lubricate the spline on the front pump drive with hi-temp grease.

Source:
TCI®
888-776-9824
www.tciauto.com
Story courtesy of OneDirt.com.
]]> The crew from Onedirt.com takes an upclose look a TCI Circelmatic Powerglide. Once considered too weak to be a real racing transmission, the reliable Powerglide began to find a second life with circle track race teams in the early '80s. Slowly gaining respectability, the workhorse transmission had become popular and desirable by the '90s. By that time, the Powerglide had been discontinued for twenty years, having last seen service as a low cost option for the six-cylinder Novas and four-cylinder Vegas before being completely phased out in 1973. However, its simple design, reliability, and strength have put the Powerglide at the top of the “must have” list for many circle track racers.



Before the Powerglide transmission, circle track racing and automatic transmissions didn’t go together. Now it would be tough to find a grass roots Street Stock level racing class that didn’t use an automatic as the staple transmission. For these classes where stock or stock replacement parts are mandated, the Powerglide transmission really shines.



Just having a bone stock Powerglide in an entry level class doesn’t guarantee that you will have success on the track. Finding out how to take advantage of the Powerglide’s strengths and minimize its weaknesses will take a racer to the next level. For the inside scoop on upgrading a stock economy transmission that was once thought of as “weak-kneed," we went to our guys at TCI Transmissions. Scott Miller of TCI gave us the lowdown on how to make your automatic transmission race successfully while running on a budget with the venerable Powerglide Transmission.







TCI's circle track version of the reliable Powerglide Transmission. The "Circlematic" is available in several different configurations.




Why Use An Automatic Transmission?



Why should you use a TCI Automatic transmission? Cost and weight. “Compared to a good four-speed transmission, the TCI Powerglide in basic setup will cost $300 to $500 less and is 50 to 60 pounds lighter,” explained Miller. “The weight alone saves wear and tear on the valve train and drive train.” He also pointed out the fact that TCI’s Powerglide has an outstanding performance record.



Working with several racers over the past few years, Miller claims that TCI’s Powerglide is more responsive off turns than standard shift transmissions and the engine picks up much more quickly. Additionally, he tells us that the Powerglide even has an advantage over the Turbo 350, in that it has a lower rotating weight at approximately twenty pounds and pulls less horsepower. This means that more of your engine's power is available at the rear wheels. Miller says tests have shown that a well-prepared Powerglide pulls only 18 hp in high gear. TCI also offers Powerglide transmissions with a complete mechanical lockup, meaning there are no power losses from a traditional fluid coupling system.



The latest and greatest in TCI’s Powerglide line is the Circlematic transmission. Scott explained the research that went into developing the valving for the Circlematic transmission. They spent "many days out on the dirt tracks getting the jetting set for the reverse and low” passages in the valve body, and according to Miller, the newest internal control powerglide valve body is the next generation in circle track valve bodies.



The direct drive Powerglides started out with a ball valve that operated the valve pressure control from the cockpit. This system was eventually replaced with a clutch pedal control, which is still common in many of the modified and late model series. TCI’s latest valve body is controlled internally, freeing the racer of all external controls and enabling them to concentrate on the competition. The fully manual shift valve body controls line pressure internally and automatically. Miller states: “All you have to do is put it in gear and mash the accelerator.” As an additional bonus, the new valve bodies can be ordered in either the standard shift pattern, or a reverse shift pattern that allows for upshifts without worrying about hitting neutral or reverse.







The TCI Circlematic valvebody, available in standard or reverse shift pattern.




Top Ten Secrets of TCI Circlematic Powerglides and Converters



TCI's Circlematic Powerglide is basically a stock Powerglide transmission that is completely remanufactured and upgraded in several key areas. With a significant amount of coaxing, we got Scott to give us the breakdown on the upgrades that are made to the Powerglide transmission before it can earn the title of "Circlematic."







TCI's Circlematic upgrades for Powerglide transmissions.




1) High Performance Clutch and Steel Plates -- Scott points out that "factory clutches were designed for factory cars operating in street conditions." TCI upgrades the Circlematic transmissions with Alto clutch and steel plates, which are designed for higher performance applications. Material composition has come a long way since the Powerglides were initially manufactured at the factory, and TCI has taken advantage of this by using a Kevlar band in the transmission. Whereas the original clutch assemblies were capable of 350 horsepower, these components are rated between 550 to 600 horsepower.



2) Five Clutch Plates -- The stock Powerglides were produced with four clutch plates for V8 applications and three clutch plates for 4 and 6-cylinder applications. Every TCI Circlematic transmission is configured with five clutch and five steel plates. The additional plates ensure that the transmission will not experience slippage on the track.







The Circlematic's modified planetary gear set.




3) Modified Planetary Gear Sets -- The standard configuration of the Circlematic Transmission includes a remanufactured factory gear set. Where this unit differs from the original is in the details. The TCI version incorporates welded pins and a modified output spline shaft to allow for an extended yoke. Dirt track cars experience a lot of rear end and driveshaft movement, more than a stock designed transmission can handle sometimes. This can result in cracks in the extension housing or bell housing of the transmission, not to mention seal damage in the front or rear transmission seals.



The gear set also features a standard 1.82:1 low gear with a 1.00:1 ratio high gear. As an option, TCI offers a variety of low gear ratios as well. Everything from a stout 1.65:1 to a "granny" 1.98:1 can be installed at TCI.







The Circlematic features a specially designed oil pan with stock depth and a stronger material that dissipates heat better.




4) TCI Designed Oil Pan -- The oil pan on TCI's Circlematic transmissions is an in-house designed aluminum case that is normal stock depth but stronger. Scott told us that he has seen “some of the stamped thin steel pans actually rip off of the transmission under severe racing conditions on rough tracks." In addition to being a stronger component, it provides extra strength to the mounting area of the transmission. The aluminum properties of the pan help to dissipate heat, and a cooler transmission is a happy transmission.







The Circlematic valve body features internal bleed passages that are adjustable by changing the jets.




5) Valve Body -- TCI's Circlematic valve body is the crown jewel in the Circlematic line of transmissions. Due to the design and engineering work done by TCI’s engineers, circle track drivers can use an automatic transmission in direct drive without external valves or clutch pedals. The TCI Circlematic valve body is designed with an internal bleed off in the forward chamber and one in the reverse chamber, all activated by the driver's manual shift of the transmission. The mainline pressure is preset to ideal working parameters at the factory and the pressure settings require no adjustments. The bleed off engineering in the valve body has a distinct advantage of reducing drag on the front pump due to excessive pressure buildup. Finally, and this is where most dirt track racers feel it the most, this valve body costs less to operate. Because it is used in a direct drive setup, there is no need to purchase a torque converter. It saves dollars while reducing drag, heat, and slippage. TCI's Circlematic valve body is an all-star on this team.



6) Front Pump -- Another key design upgrade in the Circlematic transmission is the pump system. The front pump is a remanufactured stock pump with oversized gears installed for higher volume, resulting in increased lubricating properties. The trick here is increasing oil volume and velocity without increasing pressure exponentially, and TCI has done it correctly with this lubrication system.



7) Removed Rear Pump -- Removing the rear pump and installing a plate with routing passages significantly reduces rotating mass and drag inside the transmission.



8) HDT coating -- TCI worked with a major paint supplier for several months testing a coating that not only looks good, but has a measurable effect on cooling. A functional Heat Dissipating Technology (HDT) coating was developed through the process of trying different coatings and running the transmissions on a dyno. The HDT coating is used not only on the transmission case, but also on TCI's torque converters, front pumps, and various other components. A cooler transmission and components will last longer and perform better.







TCI's Steel Clutch Hubs resist spline failure and wear.




9) Steel Clutch Hubs -- The stock Powerglide clutch hubs were a cast unit prone to fractures, spline failure, and spline wear. TCI upgraded the clutch hub to a steel unit that has less rotating mass in a stronger component and resists the initial shock under power when using a direct drive setup. The Steel Clutch Hub makes the Circlematic a dependable transmission when you're getting on and off the throttle as hard as dirt track racers do.



10) Triple Tested -- "We take the transmission assembly, minus the valve body, and place it on a hydraulic dyno to measure the performance of the transmission's internal assemblies,” Miller said while explaining the Quality Assurance/Quality Control procedures for the Circlematic Transmission to us. “Simultaneously, we test the valve body on another dyno to ensure that the valve body meets our specifications. Finally, we assemble the entire transmission and run the completed unit on a transmission dyno to verify that the components are working together as a performance racing transmission." The run information from the final dyno is included in the shipping documents that come with the transmission. There is little doubt that TCI's Circlematic transmission will run perfectly in your race car as soon as it arrives at your door.



Additional Tips for Powerglide Transmissions



The folks at TCI wanted to share some additional tips for operating a Powerglide transmission on the dirt tracks. Whether you are running a Circlematic Powerglide or an OEM Powerglide, these tips will help you get the most out of your transmission and make it last longer.



1) Keep it Cool -- One of the inherent problems that comes with racing an automatic transmission with a working torque converter is heat. Automatic transmissions use a fluid coupling, allowing the car to idle with the transmission in gear. One solution is to use a performance torque converter that will cut down a lot on slippage. However, the fluid coupling will still produce heat. All automatic transmissions will benefit from a cooler. The cooler you keep your transmission fluid and the components in the transmission, the better and longer it is going to work.



Racing definitely produces much more heat than the originally intended street use. “Stay away from the one-way flow coolers, because if you somehow mess up and get it hooked up backwards, that can cause problems with the transmission,” Miller advised. “And those one-way style coolers can plug up. Say you have a transmission that goes out, and it gets a bunch of contaminants in the cooler. The one-way cooler will clog up and the only thing you can do with it then is throw it away."



Mounting the cooler where it will receive direct air flow while driving will help keep the transmission cool. The optimal operating temperature for automatic transmissions is about 175 degrees Fahrenheit.







TCI's louvered transmission cooler kits.


2. Keep it Fresh -- Transmission fluid will affect the performance and lifespan of your transmission. "When it comes to fluids, just make sure you run a good quality ATF,” Miller says. “It doesn't have to be a pure synthetic, but just make sure it's better than the dollar-a-quart stuff you can buy at the local parts store."



Here is what Miller explained as a good fluid policy:



"You should plan to change your fluid every 200 to 250 laps. You should also know that not all fluids are the same. I can't speak for other manufacturer's ATF fluids, but I can speak about our two different types as an example. Our Max Shift Synthetic Transmission Fluid is our top-of-the-line synthetic fluid. The benefits of the Max Shift STF for circle track racers are reduced pump cavitation and more consistent line pressures, because of the anti-foaming agents in the the fluid. At high temperatures, the Max Shift STF is more resistant to high temperature drivetrain wear and fluid breakdown that is common in high performance circle track racing. Then we have Max Shift RTF. That's a Dextron 3/Mercon-based fluid that has a moly additive in it. The moly actually bonds to the metal parts better, and it doesn’t break down with heat buildup. It stays bonded to the planetary gears and washers and the sealing rings and things like that to cut down on wear. By using a fluid like that, it will actually help the transmission run a little cooler."



No need to get nervous about using a synthetic transmission fluid in an older style transmission. The only reason to ever be concerned and avoid using synthetics is in transmissions that haven’t been freshened. TCI transmissions all have new seals, gaskets, bushings, and clutch and steel plates. A 27 to 38-year-old transmission needs to be freshened anyway before it’s used in a race car.







TCI Recommends using a racing type transmission fluid for racing applications.




3. Get The Right Converter -- According to Scott, the biggest advantage you can find on the racetrack is by using the best torque converter for your needs. Many racers think that a torque converter with a higher stall speed will give you an advantage because it will allow the engine to get up to a higher RPM range before kicking in, but Miller says that actually isn't the case.



"If you are a drag racer you want a converter with a fairly high stall speed, but in stock car racing that isn't helpful. A higher stall in circle track racing means more slippage, and more slippage means less power is getting to the ground. The other issue is a high-stall converter can actually help cause things like wheelspin, because it doesn't kick in until the engine has reached a high RPM level, and when it does kick in, it kicks in real hard and the driver can have an issue coming out of the turns. So you don't want to put a converter for a drag race car or a street application into your race car. We've designed converters specifically for circle track racing. They are very low stall and have good torque multiplication, so they lock up quickly and there is very little power wasted. That's the key so when the car comes out of the turns and you get on the throttle, you don't have that slippage in the converter. You are getting the power to the ground!"







"As far as TCI, when we build a torque converter for stock car racing, we put in special stator and fin combinations that allow us to give the racer maximum converter lockup - as much lockup as you can get with a fluid coupling mechanism and yet have good torque multiplication. It has come from extensive testing specific to stock car racing, which is certainly different from drag racing, and it makes a difference. The biggest thing is that our converters are more efficient, even at the low stall speeds. For example, if you run a stock torque converter or a stock replacement converter that you can get from your local parts store, slippage can be anywhere from twelve to fifteen percent. That's on a perfectly good converter built to stock specs that has no defects in it. Our converters are 98 percent efficient. That means we can cut your slippage from fifteen percent down to two percent. And you'd better believe that makes a difference on the racetrack."







The Circlematic is tailor-made for the direct drive coupler.




4. Mount it right -- Powerglide transmissions have gotten a bad rap when it comes to cracked bell housings and cases. The majority of case cracks are experienced at the rear of the case near the mounting bosses. These problems can be stopped before they even start by making sure that the driveshaft length is correct. Driveshafts that are too short will be prone to excessive cracking and cause vibrations. Urethane transmission mounts are the only means of mounting the transmission. These act as shock absorbers and prevent cracks or breakage as the chassis flexes during hard cornering or kissing the wall. Dirt track car builders should never consider using solid mounts on their transmissions.



5. Routine Maintenance -- Getting any transmission to give good dependable service in extreme applications like racing on dirt requires a healthy preventative maintenance approach. Start by making sure that your fluid is changed approximately every 200-250 laps. Change the filter and check for metal particles. Metal in the transmission filter indicates that the planetary gears are going bad and need to be replaced. The transmission should be checked for cracks in the mounts and tight mounting bolts before every race. Check the fluid level. Loss of fluid can indicate worn or damaged seals. Finally, lubricate the spline on the front pump drive with hi-temp grease.



Source:
TCI®

888-776-9824

www.tciauto.com
Story courtesy of OneDirt.com.

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]]> TCI Product Articles jbarker http://www.cpgnation.com/forum/tcis-circlematic-top-powerglide-secrets-revealed-2607.html TCI® Pushes The Envelope Of Drivetrain Technology http://www.cpgnation.com/forum/tci-pushes-envelope-drivetrain-technology-2280-new-post.html Thu, 21 May 2009 18:30:32 GMT The new 6x Six-Speed Transmission uses six automatic gears to give you the best in performance and fuel economy

Just a few short years ago, automotive giants like Ford, General Motors and even Mercedes Benz were touting new six-speed automatic transmissions that were supposed to be cutting-edge technology. And some of the designs were—at least in terms of complexity. However, a problem with many of these six-speed transmissions was they were designed exclusively to increase fuel economy and could handle only minimal power levels.

For racers, hot rodders, muscle car enthusiasts, or anyone who occasionally tows something in a pickup, these transmissions aren’t anything to get excited about. But now, TCI® has changed all that with its new 6x Six-Speed Transmission, a six-speed automatic that will work in just about any application. So after all the hoopla, it wasn’t one of the international automotive conglomerates, but the small performance company from Mississippi that produced the first six-speed automatic transmission capable of handling 850 horsepower. And now TCI® is ready to set the rest of the automotive world on its collective ear.

6x Six-Speed Transmission

Designed to be a direct bolt-in with GM LS-series engines as well as big-block and small-block Chevys, the 6x Six-Speed benefits everyone from kit car builders, to drag racers, to someone looking to get a few more miles per gallon in their tow rig. And because it uses GM’s 4L80E casing, it will fit in most chassis. The 4L80E design is so popular that you can get crossmembers for a variety of different chassis out of most performance parts catalogs, and all will fit the 6x Six-Speed. TCI® is also working on bellhousings and adapter flexplates for small block and modular Fords as well as SB Chrysler applications that will be released in June of this year.

“We’ve been developing the 6x Six-Speed for about three years trying to make sure we got everything right before we released it to the public. GM came up with a six speed transmission called the 6L80E,” explains TCI® Brand Manager Stanley Poff, “but the truth of the matter is that the stock 6L80E just isn’t robust enough for high horsepower applications. GM had to put torque management on the engine just to keep the transmission alive."

[IMGRT= The secret of the 6x Six-Speed Transmission success is the
planetary shown here.]http://www.cpgnation.com/filehost/files/8/TCI 6X Six Speed/Photo%203.jpg[/IMGRT]Of course, cramming two extra gears into a transmission case originally designed for only four is no easy task. And while no one at TCI® is ready to explain exactly how it’s done, they will say it required an entirely new planetary gear set, a new valve body design that is currently patent pending, and an additional solenoid that was never a part of the original 4L80E design. But the benefit is a transmission that’s efficient, can handle huge power levels and improves the performance characteristics of just about any car it’s installed in.

“We worked very hard to broaden the gear range versus a regular four-speed transmission,” explains Kevin Winstead, a member of the TCI® engineering team that developed the 6x. “There would be no benefit to simply putting in two extra gears but keeping the range the same. Instead, we developed an entirely new planetary gear to make first gear lower, yet maintain overdrive in sixth gear. So the low gear in the 6x is lower than a four speed transmission. This provides good acceleration off the line, as well as a relatively low rpm on the highway for comfortable cruising. This translates into increased performance and improved fuel economy.”

The gearing for the 6x Six-Speed works out to a 2.97 first gear, 2.23 second, 1.60 third, 1.18 fourth, 1.00 fifth, and 0.75 for sixth—which is overdrive. Reverse is 1.76. This means there is not only a great gear range packed into the 6x Six-Speed, but the splits are also quite tight.

TCI® valve body specialist Bob Harrison designed the 6x valve body to function with OE style shift solenoids. This was what made the project possible. It’s where the real science takes place. According to Winstead, “This is what allows TCI® to patent the 6x. Our entire engineering team worked together to design and build a functional prototype in just a few short weeks. That’s when the testing began. We have tested this product more extensively than any product that TCI® has ever designed…and we did all of it in-house.”

[IMGLFT=The black line in this data log represents the engine rpm. As you
can see, with the 6x transmission, the engine stays in a very narrow
rpm range. The result of this is that the engine is more efficient and
performance is improved.]http://www.cpgnation.com/filehost/files/8/TCI 6X Six Speed/Chart%201.jpg[/IMGLFT]“Those gear splits are part of what makes the 6x so great,” Poff says. “We spent a lot of time working with the transmission and the TCU (transmission control unit) to get the shifts at the best spot and maximize the performance of the transmission. If you take this six speed and replace a four speed in a car without changing anything else, you will get a noticeable performance gain. When you are accelerating, the six speeds keep the nose of the car in the air all the time. If you have a four-speed, there is a longer pull between gears, and when it changes gears the front of the car tends to nose over until the engine can get back into its power range. With this six-speed the gear splits are tight enough that the engine always stays in its optimum rpm range, and it never lets the nose fall down.”

Both Poff and Winstead say that the 6x was designed to work perfectly in a variety of different environments. This means that it will work just as well in a lightweight fiberglass-bodied street rod, as a heavyweight ‘60s era cruiser, as your tow rig. The key is the TCU unit that TCI® has developed to go with the 6x Six-Speed and the correct choice of torque converter.

Because of its groundbreaking design, the 6x Six-Speed Transmission will only work with the TCI® electronic transmission control unit. But this is a good thing because the TCU builds almost unlimited flexibility into the system which allows you to tailor the transmission’s performance to your liking. This includes the shift points, how hard the transmission shifts, and many other factors. You can even tune the transmission so that it shifts differently at part throttle and full throttle so that you get a comfortable, fuel efficient ride during everyday cruising but also maximum acceleration if someone happens to challenge you at a stoplight. (Not that we condone that kind of stuff, but hey, it’s there if you need it.)

The TCU also makes installation of the 6x Six-Speed easy enough to perform an implant in your car or truck on a Saturday in your driveway. The 4L80E case already fits in most GM vehicles, and only minor modifications to the chassis or crossmember are required to get it to work with just about any car or truck you can imagine. And because the 6x is electronically controlled, there is no need for a frustrating TV cable. TCI® even has a throttle position sensor available that hooks right up to carbureted applications and takes the guesswork out of the process. On the tail end, the 6x mates with a driveshaft yoke for the Turbo 400 transmission, which is available just about everywhere.

Once the transmission is in the chassis and mated to the engine, the rest of the process is virtually plug-and-play. The TCU comes from the factory pre-programmed with the correct calibration files, so all you have to do is take it out of the box, plug it into your laptop and use the included programming to tell the TCU your tire diameter, rear gear ratio and throttle position at full throttle and idle. That’s it.

If, however, you don’t have a laptop computer or prefer not to use one, TCI® also offers a digital touchscreen controller. The touchscreen controller (part #377525) not only simplifies the process even further, it also allows you to make adjustments on the fly without the need to fire up and plug in a laptop. The TCU also allows you to switch to a manual mode and switch gears with an F1-style TCI® Paddle Shifter or a tunnel-mounted shifter with a "bump switch" setup. Finally, TCI® even includes vehicle speed sensors in the package so that there is no need to go hunting for parts to get your car back on the road, and you can be certain that everything is compatible.

Customers have the option of ordering just the transmission or a complete package of parts developed to work together for maximum efficiency and performance. The 6x Six-Speed package includes nearly everything you need to get on the road including the 6x Six-Speed Transmission, the electronic TCU, a wiring harness, paddle shifter, dipstick, transmission cooler, and even three gallons of the TCI® proprietary Max Shift™ automatic transmission fluid. The only thing not included is a torque converter, and Winstead says it isn’t part of the package on purpose.


6x Six-Speed Transmission complete kit


“We don’t include a torque converter in the transmission package because it is so important that you get the best one for your needs,” he says. “So we will help you determine the best torque converter for your vehicle and your driving habits then make sure you get that converter. For example, say you have a mild big block that you drive daily and also tow with occasionally. In that situation, I’d go with a mild 1,800 to 2,000 rpm stall speed converter. But if you have a hot rod with a small block, fewer cubic inches and a ‘lopey’ cam, then you’d want to consider one of our 10-inch converters – possibly a StreetFighter® or a Super StreetFighter™. Those will allow you to idle the engine while the transmission is in gear and also get the engine into its best rpm range a little bit quicker. We just feel it is really important to help you get the best torque converter for your application; we won’t throw a ‘one-size-fits-all’ converter in the box and call it a complete kit.”

As you can see, TCI® has a product that’s about to shake up the hobby. A six speed transmission that is completely self-contained (no bulky external overdrive unit to require lots of chassis modifications), fits easily into many different applications, can be installed and tuned without a degree in mechanical engineering and improves both performance and fuel efficiency with an affordable price isn’t something many performance enthusiasts thought they would see in their lifetimes. But even with all that, Poff says the 6x Six-Speed Transmission is something that must be experienced to believe.

“You won’t believe how much fun it is to drive,” he says. “When you put it in your car you will swear you just found another 100 horsepower—the change in gearing helps that much. I really believe this thing stands a chance of making four-speed automatics obsolete.”





As an extra testament to the quality of this performance transmission, TCI® now offers a limited lifetime warranty on the 6x Six-Speed. Check out the TCI® website for details.


Sources:
TCI® Automotive
151 Industrial Drive
Ashland, MS 38603

Toll Free: 888-776-9824
Read More About The 6x Six-Speed
6x Six-Speed FAQ's

For more information about the TCI® 6x Six-Speed Automatic Transmission or any other TCI® products, call 1-888-776-9824, or go to www.tciauto.com. ]]> The new 6x Six-Speed Transmission uses six automatic gears to give you the best in performance and fuel economy



Just a few short years ago, automotive giants like Ford, General Motors and even Mercedes Benz were touting new six-speed automatic transmissions that were supposed to be cutting-edge technology. And some of the designs were—at least in terms of complexity. However, a problem with many of these six-speed transmissions was they were designed exclusively to increase fuel economy and could handle only minimal power levels.



For racers, hot rodders, muscle car enthusiasts, or anyone who occasionally tows something in a pickup, these transmissions aren’t anything to get excited about. But now, TCI® has changed all that with its new 6x Six-Speed Transmission, a six-speed automatic that will work in just about any application. So after all the hoopla, it wasn’t one of the international automotive conglomerates, but the small performance company from Mississippi that produced the first six-speed automatic transmission capable of handling 850 horsepower. And now TCI® is ready to set the rest of the automotive world on its collective ear.



6x Six-Speed Transmission


Designed to be a direct bolt-in with GM LS-series engines as well as big-block and small-block Chevys, the 6x Six-Speed benefits everyone from kit car builders, to drag racers, to someone looking to get a few more miles per gallon in their tow rig. And because it uses GM’s 4L80E casing, it will fit in most chassis. The 4L80E design is so popular that you can get crossmembers for a variety of different chassis out of most performance parts catalogs, and all will fit the 6x Six-Speed. TCI® is also working on bellhousings and adapter flexplates for small block and modular Fords as well as SB Chrysler applications that will be released in June of this year.



“We’ve been developing the 6x Six-Speed for about three years trying to make sure we got everything right before we released it to the public. GM came up with a six speed transmission called the 6L80E,” explains TCI® Brand Manager Stanley Poff, “but the truth of the matter is that the stock 6L80E just isn’t robust enough for high horsepower applications. GM had to put torque management on the engine just to keep the transmission alive."



[IMGRT= The secret of the 6x Six-Speed Transmission success is the

planetary shown here.]http://www.cpgnation.com/filehost/files/8/TCI 6X Six Speed/Photo%203.jpg[/IMGRT]Of course, cramming two extra gears into a transmission case originally designed for only four is no easy task. And while no one at TCI® is ready to explain exactly how it’s done, they will say it required an entirely new planetary gear set, a new valve body design that is currently patent pending, and an additional solenoid that was never a part of the original 4L80E design. But the benefit is a transmission that’s efficient, can handle huge power levels and improves the performance characteristics of just about any car it’s installed in.



“We worked very hard to broaden the gear range versus a regular four-speed transmission,” explains Kevin Winstead, a member of the TCI® engineering team that developed the 6x. “There would be no benefit to simply putting in two extra gears but keeping the range the same. Instead, we developed an entirely new planetary gear to make first gear lower, yet maintain overdrive in sixth gear. So the low gear in the 6x is lower than a four speed transmission. This provides good acceleration off the line, as well as a relatively low rpm on the highway for comfortable cruising. This translates into increased performance and improved fuel economy.”



The gearing for the 6x Six-Speed works out to a 2.97 first gear, 2.23 second, 1.60 third, 1.18 fourth, 1.00 fifth, and 0.75 for sixth—which is overdrive. Reverse is 1.76. This means there is not only a great gear range packed into the 6x Six-Speed, but the splits are also quite tight.



TCI® valve body specialist Bob Harrison designed the 6x valve body to function with OE style shift solenoids. This was what made the project possible. It’s where the real science takes place. According to Winstead, “This is what allows TCI® to patent the 6x. Our entire engineering team worked together to design and build a functional prototype in just a few short weeks. That’s when the testing began. We have tested this product more extensively than any product that TCI® has ever designed…and we did all of it in-house.”



[IMGLFT=The black line in this data log represents the engine rpm. As you

can see, with the 6x transmission, the engine stays in a very narrow

rpm range. The result of this is that the engine is more efficient and

performance is improved.]http://www.cpgnation.com/filehost/files/8/TCI 6X Six Speed/Chart%201.jpg[/IMGLFT]“Those gear splits are part of what makes the 6x so great,” Poff says. “We spent a lot of time working with the transmission and the TCU (transmission control unit) to get the shifts at the best spot and maximize the performance of the transmission. If you take this six speed and replace a four speed in a car without changing anything else, you will get a noticeable performance gain. When you are accelerating, the six speeds keep the nose of the car in the air all the time. If you have a four-speed, there is a longer pull between gears, and when it changes gears the front of the car tends to nose over until the engine can get back into its power range. With this six-speed the gear splits are tight enough that the engine always stays in its optimum rpm range, and it never lets the nose fall down.”



Both Poff and Winstead say that the 6x was designed to work perfectly in a variety of different environments. This means that it will work just as well in a lightweight fiberglass-bodied street rod, as a heavyweight ‘60s era cruiser, as your tow rig. The key is the TCU unit that TCI® has developed to go with the 6x Six-Speed and the correct choice of torque converter.



Because of its groundbreaking design, the 6x Six-Speed Transmission will only work with the TCI® electronic transmission control unit. But this is a good thing because the TCU builds almost unlimited flexibility into the system which allows you to tailor the transmission’s performance to your liking. This includes the shift points, how hard the transmission shifts, and many other factors. You can even tune the transmission so that it shifts differently at part throttle and full throttle so that you get a comfortable, fuel efficient ride during everyday cruising but also maximum acceleration if someone happens to challenge you at a stoplight. (Not that we condone that kind of stuff, but hey, it’s there if you need it.)



The TCU also makes installation of the 6x Six-Speed easy enough to perform an implant in your car or truck on a Saturday in your driveway. The 4L80E case already fits in most GM vehicles, and only minor modifications to the chassis or crossmember are required to get it to work with just about any car or truck you can imagine. And because the 6x is electronically controlled, there is no need for a frustrating TV cable. TCI® even has a throttle position sensor available that hooks right up to carbureted applications and takes the guesswork out of the process. On the tail end, the 6x mates with a driveshaft yoke for the Turbo 400 transmission, which is available just about everywhere.



Once the transmission is in the chassis and mated to the engine, the rest of the process is virtually plug-and-play. The TCU comes from the factory pre-programmed with the correct calibration files, so all you have to do is take it out of the box, plug it into your laptop and use the included programming to tell the TCU your tire diameter, rear gear ratio and throttle position at full throttle and idle. That’s it.



If, however, you don’t have a laptop computer or prefer not to use one, TCI® also offers a digital touchscreen controller. The touchscreen controller (part #377525) not only simplifies the process even further, it also allows you to make adjustments on the fly without the need to fire up and plug in a laptop. The TCU also allows you to switch to a manual mode and switch gears with an F1-style TCI® Paddle Shifter or a tunnel-mounted shifter with a "bump switch" setup. Finally, TCI® even includes vehicle speed sensors in the package so that there is no need to go hunting for parts to get your car back on the road, and you can be certain that everything is compatible.



Customers have the option of ordering just the transmission or a complete package of parts developed to work together for maximum efficiency and performance. The 6x Six-Speed package includes nearly everything you need to get on the road including the 6x Six-Speed Transmission, the electronic TCU, a wiring harness, paddle shifter, dipstick, transmission cooler, and even three gallons of the TCI® proprietary Max Shift™ automatic transmission fluid. The only thing not included is a torque converter, and Winstead says it isn’t part of the package on purpose.





6x Six-Speed Transmission complete kit




“We don’t include a torque converter in the transmission package because it is so important that you get the best one for your needs,” he says. “So we will help you determine the best torque converter for your vehicle and your driving habits then make sure you get that converter. For example, say you have a mild big block that you drive daily and also tow with occasionally. In that situation, I’d go with a mild 1,800 to 2,000 rpm stall speed converter. But if you have a hot rod with a small block, fewer cubic inches and a ‘lopey’ cam, then you’d want to consider one of our 10-inch converters – possibly a StreetFighter® or a Super StreetFighter™. Those will allow you to idle the engine while the transmission is in gear and also get the engine into its best rpm range a little bit quicker. We just feel it is really important to help you get the best torque converter for your application; we won’t throw a ‘one-size-fits-all’ converter in the box and call it a complete kit.”



As you can see, TCI® has a product that’s about to shake up the hobby. A six speed transmission that is completely self-contained (no bulky external overdrive unit to require lots of chassis modifications), fits easily into many different applications, can be installed and tuned without a degree in mechanical engineering and improves both performance and fuel efficiency with an affordable price isn’t something many performance enthusiasts thought they would see in their lifetimes. But even with all that, Poff says the 6x Six-Speed Transmission is something that must be experienced to believe.



“You won’t believe how much fun it is to drive,” he says. “When you put it in your car you will swear you just found another 100 horsepower—the change in gearing helps that much. I really believe this thing stands a chance of making four-speed automatics obsolete.”











As an extra testament to the quality of this performance transmission, TCI® now offers a limited lifetime warranty on the 6x Six-Speed. Check out the TCI® website for details.





Sources:

TCI® Automotive

151 Industrial Drive

Ashland, MS 38603



Toll Free: 888-776-9824

Read More About The 6x Six-Speed

6x Six-Speed FAQ's



For more information about the TCI® 6x Six-Speed Automatic Transmission or any other TCI® products, call 1-888-776-9824, or go to www.tciauto.com.
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]]> TCI Product Articles CPG Marketing http://www.cpgnation.com/forum/tci-pushes-envelope-drivetrain-technology-2280.html C-4 Transmission Build-Up Using TCI Components http://www.cpgnation.com/forum/c-4-transmission-build-up-using-2255-new-post.html Fri, 08 May 2009 13:15:51 GMT Ask any transmission builder...They will agree. "The Money Always Stops at the Firewall!" As a rule of thumb you can plan to spend at least 8% of the cost of your engine on a good transmission that is up to the task for your application.




Here is a little background on why I went in search of the proper automatic transmission to replace my toploader.

I began my 2008 NMRA season in Milan Michigan, with my fastest time to date being a 10.52@133mph . My engine and drivetrain combination is a SBF 408 Windsor with Cleveland heads, spraying 180 shot of Nitrous. Toploader 4-speed, 9" Ford rearend with 433 gears 31x14 Hoosier slicks. I managed to run test and tune, and qualifying rounds without fail on Day 1. However, I suffered major inconsistency issues.

Moving into Day 2, I was ready for 1st round eliminations. I rolled into the water box and executed my burnout. I then rolled in and staged. I brought the engine up to 5000rpm and side stepped the clutch. In that instance a huge bang resonated from the rear of the vehicle. Not realizing what had happened, I hit the gas again, shooting me towards the starting tree. I coasted off to the side of the track, knowing that I had broke something.

Further inspection in the pits revealed a broken 31 spline Moser axle. Once I returned home, I removed the damaged axles ordered and installed some 33 spline axles. I took the Ranchero to a local cruise-in and noticed a bad vibration in the drivetrain. At this point I thought maybe I had bent the driveshaft as well, but I hadn't checked it. I got back home and removed the driveshaft.

As I was pulling the slip yoke out of the transmission, a sick feeling overcame me as I reached up to turn the output shaft on the toploader only find that I had bent that as well! I was now in search of another toploader. I found a good rebuilt trans on ebay with a good seller and excellent feedback. I purchased it, and would have ample time to have it installed for the next event in Joliet, IL. Four days before the Joliet event, I found out that UPS had lost the transmission! I was as nervous as a long tail cat in a room full of rocking chairs! I did end up finding a toploader locally which was a relief. I got the trans installed and tortured it a little before heading to Joliet.

I headed out for Joliet with great expectations. I arrived on Thursday all prepared for a good weekend. I proceed to the staging lanes for my first test & tune run. I set my 2-step for 4500rpm for launch, just a little hesitant of what would happen. The truck would not leave good, so my thought was if it breaks...it breaks and I would have to make it launch to be competitive. I returned to the staging lanes for another attempt. I rolled in to stage, set the 2-step, and sidestepped the clutch. BANG !!! The Ranchero rolled ever so slowly as the motor bounced off the rev limiter.

I was towed to the pits where I discovered I had broken the output shaft clean off of the transmission, leaving half of it inside the slip yoke. All the effort I had went through to get to this event only to break on my second test & tune pass was VERY depressing. I was ready to just load up and go home. I then calmed down and started talking sensibly with my wife and the guys I was pitted with. They all said they already have your money, and it's non-refundable, so you might as well stay the weekend and enjoy watching some racing.

I'm glad I stayed the weekend, because after many discussions, I finally made the wise decision to go to automatic. I learned alot that weekend...
1. A good way to decide what trans you need is to figure roughly 8% of the cost of your engine is what you should be spending on a transmission up to the task.

2. I'm no Ronnie Soxx and will never be as consistent as I would be with an automatic.

3. Manual transmissions are more prone to breakage than an automatic. So, leaving Joilet, my mind had been made up to go to an automatic transmission. For breaking on the first day of the event, I really felt like a weight had been lifted off my shoulders! I think it was just coming to the realization I needed to go automatic that relieved me.
After many Toploader failures, and catastrophic drivetrain failures I decided to switch to an automatic transmission. I picked up a C4 core. I then consulted my Transmission specialist. We completely disassembled the C4 core. I acquired all necessary TCI® automatic transmission components to build a healthy, race ready C4. Parts list of all components are as follows:

TCI - PART LIST:
PN# 529615 -Flywheel SBF 157 Tooth Neutral balance 10.5 $130.74
PN# 952501 -Trans mount high performance $ 47.87
PN# 743811 -C4 locking dipstick $49.75
PN# 801001 -Trans temp gauge 2 5/8" $91.88
PN# 418000 -Lightning Stick shifter rev manual $239.65
PN# 513000 -C4 SFI Bellhousing 157/164 $521.42
PN# 475402 -5500 Stall Converter $1100.00
PN# 521500 -Valve body reverse manual W/Trans brake $485.56
PN# 523005 -C4 High Performance servo assembly $91.50
PN# 523855 -C4 Low gear drum w/ sleeve $87.69
PN# 549700 -C4 Hardened 26 spline input shaft $222.80
PN# 518000 -C4 Cast aluminum pan 1-extra quart $150.48
PN# 525000 -Low drag 6 pinion planetary $410.16
PN# 529515 -Master OH clutch kit. $267.15
PN# 525600 -Kevlar intermediate Band $28.14
PN# 525505 -Kevlar Reverse Band $20.68
*After disassembly of the core, the case was degreased, cleaned and all passages are cleared using compressed air.

[IMGLFT=Here is a comparison of stock parts and TCI® parts. Stock parts are
on the upper row, with the coordinating performance TCI® parts being
on the bottom row. Featuring the hardened input shaft, and 6 pinion
planetary, reinforced forward drum, and torrington bearings.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic1.JPG[/IMGLFT][IMGRT=Assembling the intermediate servo. Servo spring, piston, servo seal
kit, then TCI® servo cover. Then 4 bolts holding down the cover
were torqued to 25lbs.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic2.JPG[/IMGRT]






















[IMGLFT=Installing bearings, springs and band.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic3.JPG[/IMGLFT][IMGRT=All bearings and springs are in place.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic4.JPG[/IMGRT]





















[IMGLFT=Output Shaft, Band and Planetary Gear. Also, The TCI® 6 pinion
planetary replaced the stock 3 pinion planetary. ]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic5.JPG[/IMGLFT][IMGRT=While the rest of the assembly took place, all bands and clutch
discs were soaked in trans fluid prior to installation. The clutch
discs were submerge until all air bubbles dissipated. This was
done to get a head start on the lubrication process and prevent
glazing of bands and disc's on initial operation.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic6.JPG[/IMGRT]

























[IMGLFT=Assembly of pump. There is no upgrade for the pump. Just pulled it
apart to make sure it would be operational and installed the new
O-rings and re-installed pump.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic7.JPG[/IMGLFT][IMGRT=Lubricated and put on O- rings and bolted the pump back on the
body to complete installation of the pump.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic8.JPG[/IMGRT]























[IMGLFT=Installed retaining ring in forward drum. Note the torrington bearing
on the bench. This C4 was fully rollerized to reduce parasitic drag
and increase the life span of the transmission. Although in racing
conditions, you will probably have it freshened up the transmission
before you wear the bearings out.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic9.JPG[/IMGLFT][IMGRT=Clutch packs installed in drums and retaining clip, snapped in place
and checked for clearance. Then stacked into input shell.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic10.JPG[/IMGRT]
























[IMGLFT=Input shell was then dropped into place.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic11.JPG[/IMGLFT][IMGRT=Front brake band inserted and installed.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic12.JPG[/IMGRT]





















[IMGLFT=Forward brake Band shown around input shell.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic13.JPG[/IMGLFT][IMGRT=Install new tail housing bushing and seal.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic14.JPG[/IMGRT]





















[IMGLFT=We supported the tail housing until all bolts were started up to
support the tail housing to avoid tail shaft from damaging rear seal
on the output shaft. Governor was omitted from the build. along
with modulator valve.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic15.JPG[/IMGLFT][IMGRT=I am not using a speedometer, so an expansion Plug was used to
cap off the speedometer cable opening.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic16.JPG[/IMGRT]























[IMGLFT=Paint was applied with stock parts on it, which were later removed.
But they did serve the purpose.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic17.JPG[/IMGLFT][IMGRT=Installed the Bell housing. The bellhousing is SFI certified, very
nice piece. Started all bolts and tightened and torqued down to
25lbs in a crisscross pattern to insure proper seat.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic18.JPG[/IMGRT]























[IMGLFT=Installed line fittings and then flip trans upside down.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic19.JPG[/IMGLFT][IMGRT=Trans Brake Solenoid was put in. The solenoid comes with a red
anodized retainer that holds the solenoid in place with one bolt.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic20.JPG[/IMGRT]





















[IMGLFT=Manual control lever(Gear selector)]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic21.JPG[/IMGLFT][IMGRT=Shifter cable mount was put on.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic22.JPG[/IMGRT]





















[IMGLFT=Next the Valve body was dropped in and bolted in place.
Valve body was plug N play.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic23.JPG[/IMGLFT][IMGRT=Filter was installed. We had to do some massaging
on the filter to fit it in.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic24.JPG[/IMGRT]





















[IMGLFT=The extra capacity pan was drilled and tapped to accept the fitting
for the temperature gauge. I opted to take pan temperature. There
are inline fittings to take temperature of the fluid entering the transmission.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic25.JPG[/IMGLFT]
[IMGRT=Fluid pan installed along with a new gasket.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic26.JPG[/IMGRT]























[IMGLFT=The 8" 5500 stall Torque Converter slid on next. Not shown, but a
good idea is to attach a wrench (box end) to the lower starter bolt
hole and the other end up against the converter to hold it in place
while transporting and during install.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic27.JPG[/IMGLFT][IMGRT=Dip stick was installed just as a finishing touch to complete the
TCI® C4 Transmission capable of excess Of 600HP!]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic28.JPG[/IMGRT]























Just remember that a big horsepower motor doesn't do any good if you can't get the power to the ground. TCI® had the parts I needed to build the transmission for my application.

The trans was built and installed. I decided to test & tune the new set-up at a local 1/8 track to get an idea of how it was going to react. I made 5 motor passes and was able to drive it back on the trailer! Talk about consistent!!! All 5 passes were within 3 hundredths of each other. And get this...4 of the 5 passes, the mph was exactly 92.02 mph! WOW!

I have since have taken the ranchero off the street. Now that I'm off the street/strip fence, and TOTALLY on the strip side I can set it up. The upper half of the engine will be redone for drag racing. New cam etc. I have put her on a diet. Fiberglass bumpers, removal of inner wheel houses. seats etc. Only street features that remain are headlights and tail lights. Cam upgrade and 250 shot plus the diet, should put me high 9's.

The latter part of 2008 I was pulling 1.3 60fts, 6.3 1/8 mile times and very low 10's in the quarter. This decision was one of the best ones I have made in a while. I really believe I would have tore up a Jerico too! The only other option on the 4-speed set-up was Lenco or Liberty. Entry level on those trannys are BIG $$$ ! What sucks is with all that I had spent over the years trying to keep a 4-speed in the truck...I could have bought a Liberty! Bottom line, selecting the proper transmission for your application is crucial. This upgraded TCI® C4 will handle an excess of 600 HP. But take in to consideration that in a racing environment even the transmission becomes a regular maintenance item. Some of us have to learn things the hard way. By some of us I mean ME! Special thanks goes out to Stanley Poff from TCI®. He was instrumental in helping me select the right components to build a C4 transmission that would handle the Horsepower.

Sources:
TCI® Automotive
151 Industrial Drive
Ashland, MS 38603

Toll Free: 888-776-9824
TCI® - Performance Transmissions and Torque Converters




Article & Photos courtesy of FordMuscle.com
]]> Ask any transmission builder...They will agree. "The Money Always Stops at the Firewall!" As a rule of thumb you can plan to spend at least 8% of the cost of your engine on a good transmission that is up to the task for your application.









Here is a little background on why I went in search of the proper automatic transmission to replace my toploader.



I began my 2008 NMRA season in Milan Michigan, with my fastest time to date being a 10.52@133mph . My engine and drivetrain combination is a SBF 408 Windsor with Cleveland heads, spraying 180 shot of Nitrous. Toploader 4-speed, 9" Ford rearend with 433 gears 31x14 Hoosier slicks. I managed to run test and tune, and qualifying rounds without fail on Day 1. However, I suffered major inconsistency issues.



Moving into Day 2, I was ready for 1st round eliminations. I rolled into the water box and executed my burnout. I then rolled in and staged. I brought the engine up to 5000rpm and side stepped the clutch. In that instance a huge bang resonated from the rear of the vehicle. Not realizing what had happened, I hit the gas again, shooting me towards the starting tree. I coasted off to the side of the track, knowing that I had broke something.



Further inspection in the pits revealed a broken 31 spline Moser axle. Once I returned home, I removed the damaged axles ordered and installed some 33 spline axles. I took the Ranchero to a local cruise-in and noticed a bad vibration in the drivetrain. At this point I thought maybe I had bent the driveshaft as well, but I hadn't checked it. I got back home and removed the driveshaft.



As I was pulling the slip yoke out of the transmission, a sick feeling overcame me as I reached up to turn the output shaft on the toploader only find that I had bent that as well! I was now in search of another toploader. I found a good rebuilt trans on ebay with a good seller and excellent feedback. I purchased it, and would have ample time to have it installed for the next event in Joliet, IL. Four days before the Joliet event, I found out that UPS had lost the transmission! I was as nervous as a long tail cat in a room full of rocking chairs! I did end up finding a toploader locally which was a relief. I got the trans installed and tortured it a little before heading to Joliet.



I headed out for Joliet with great expectations. I arrived on Thursday all prepared for a good weekend. I proceed to the staging lanes for my first test & tune run. I set my 2-step for 4500rpm for launch, just a little hesitant of what would happen. The truck would not leave good, so my thought was if it breaks...it breaks and I would have to make it launch to be competitive. I returned to the staging lanes for another attempt. I rolled in to stage, set the 2-step, and sidestepped the clutch. BANG !!! The Ranchero rolled ever so slowly as the motor bounced off the rev limiter.



I was towed to the pits where I discovered I had broken the output shaft clean off of the transmission, leaving half of it inside the slip yoke. All the effort I had went through to get to this event only to break on my second test & tune pass was VERY depressing. I was ready to just load up and go home. I then calmed down and started talking sensibly with my wife and the guys I was pitted with. They all said they already have your money, and it's non-refundable, so you might as well stay the weekend and enjoy watching some racing.



I'm glad I stayed the weekend, because after many discussions, I finally made the wise decision to go to automatic. I learned alot that weekend...

1. A good way to decide what trans you need is to figure roughly 8% of the cost of your engine is what you should be spending on a transmission up to the task.



2. I'm no Ronnie Soxx and will never be as consistent as I would be with an automatic.



3. Manual transmissions are more prone to breakage than an automatic. So, leaving Joilet, my mind had been made up to go to an automatic transmission. For breaking on the first day of the event, I really felt like a weight had been lifted off my shoulders! I think it was just coming to the realization I needed to go automatic that relieved me.
After many Toploader failures, and catastrophic drivetrain failures I decided to switch to an automatic transmission. I picked up a C4 core. I then consulted my Transmission specialist. We completely disassembled the C4 core. I acquired all necessary TCI® automatic transmission components to build a healthy, race ready C4. Parts list of all components are as follows:



TCI - PART LIST:
PN# 529615 -Flywheel SBF 157 Tooth Neutral balance 10.5 $130.74

PN# 952501 -Trans mount high performance $ 47.87

PN# 743811 -C4 locking dipstick $49.75

PN# 801001 -Trans temp gauge 2 5/8" $91.88

PN# 418000 -Lightning Stick shifter rev manual $239.65

PN# 513000 -C4 SFI Bellhousing 157/164 $521.42

PN# 475402 -5500 Stall Converter $1100.00

PN# 521500 -Valve body reverse manual W/Trans brake $485.56

PN# 523005 -C4 High Performance servo assembly $91.50

PN# 523855 -C4 Low gear drum w/ sleeve $87.69

PN# 549700 -C4 Hardened 26 spline input shaft $222.80

PN# 518000 -C4 Cast aluminum pan 1-extra quart $150.48

PN# 525000 -Low drag 6 pinion planetary $410.16

PN# 529515 -Master OH clutch kit. $267.15

PN# 525600 -Kevlar intermediate Band $28.14

PN# 525505 -Kevlar Reverse Band $20.68
*After disassembly of the core, the case was degreased, cleaned and all passages are cleared using compressed air.



[IMGLFT=Here is a comparison of stock parts and TCI® parts. Stock parts are

on the upper row, with the coordinating performance TCI® parts being

on the bottom row. Featuring the hardened input shaft, and 6 pinion

planetary, reinforced forward drum, and torrington bearings.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic1.JPG[/IMGLFT][IMGRT=Assembling the intermediate servo. Servo spring, piston, servo seal

kit, then TCI® servo cover. Then 4 bolts holding down the cover

were torqued to 25lbs.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic2.JPG[/IMGRT]













































[IMGLFT=Installing bearings, springs and band.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic3.JPG[/IMGLFT][IMGRT=All bearings and springs are in place.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic4.JPG[/IMGRT]











































[IMGLFT=Output Shaft, Band and Planetary Gear. Also, The TCI® 6 pinion

planetary replaced the stock 3 pinion planetary. ]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic5.JPG[/IMGLFT][IMGRT=While the rest of the assembly took place, all bands and clutch

discs were soaked in trans fluid prior to installation. The clutch

discs were submerge until all air bubbles dissipated. This was

done to get a head start on the lubrication process and prevent

glazing of bands and disc's on initial operation.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic6.JPG[/IMGRT]



















































[IMGLFT=Assembly of pump. There is no upgrade for the pump. Just pulled it

apart to make sure it would be operational and installed the new

O-rings and re-installed pump.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic7.JPG[/IMGLFT][IMGRT=Lubricated and put on O- rings and bolted the pump back on the

body to complete installation of the pump.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic8.JPG[/IMGRT]















































[IMGLFT=Installed retaining ring in forward drum. Note the torrington bearing

on the bench. This C4 was fully rollerized to reduce parasitic drag

and increase the life span of the transmission. Although in racing

conditions, you will probably have it freshened up the transmission

before you wear the bearings out.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic9.JPG[/IMGLFT][IMGRT=Clutch packs installed in drums and retaining clip, snapped in place

and checked for clearance. Then stacked into input shell.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic10.JPG[/IMGRT]

















































[IMGLFT=Input shell was then dropped into place.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic11.JPG[/IMGLFT][IMGRT=Front brake band inserted and installed.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic12.JPG[/IMGRT]











































[IMGLFT=Forward brake Band shown around input shell.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic13.JPG[/IMGLFT][IMGRT=Install new tail housing bushing and seal.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic14.JPG[/IMGRT]











































[IMGLFT=We supported the tail housing until all bolts were started up to

support the tail housing to avoid tail shaft from damaging rear seal

on the output shaft. Governor was omitted from the build. along

with modulator valve.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic15.JPG[/IMGLFT][IMGRT=I am not using a speedometer, so an expansion Plug was used to

cap off the speedometer cable opening.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic16.JPG[/IMGRT]















































[IMGLFT=Paint was applied with stock parts on it, which were later removed.

But they did serve the purpose.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic17.JPG[/IMGLFT][IMGRT=Installed the Bell housing. The bellhousing is SFI certified, very

nice piece. Started all bolts and tightened and torqued down to

25lbs in a crisscross pattern to insure proper seat.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic18.JPG[/IMGRT]















































[IMGLFT=Installed line fittings and then flip trans upside down.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic19.JPG[/IMGLFT][IMGRT=Trans Brake Solenoid was put in. The solenoid comes with a red

anodized retainer that holds the solenoid in place with one bolt.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic20.JPG[/IMGRT]











































[IMGLFT=Manual control lever(Gear selector)]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic21.JPG[/IMGLFT][IMGRT=Shifter cable mount was put on.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic22.JPG[/IMGRT]











































[IMGLFT=Next the Valve body was dropped in and bolted in place.

Valve body was plug N play.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic23.JPG[/IMGLFT][IMGRT=Filter was installed. We had to do some massaging

on the filter to fit it in.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic24.JPG[/IMGRT]











































[IMGLFT=The extra capacity pan was drilled and tapped to accept the fitting

for the temperature gauge. I opted to take pan temperature. There

are inline fittings to take temperature of the fluid entering the transmission.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic25.JPG[/IMGLFT]

[IMGRT=Fluid pan installed along with a new gasket.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic26.JPG[/IMGRT]















































[IMGLFT=The 8" 5500 stall Torque Converter slid on next. Not shown, but a

good idea is to attach a wrench (box end) to the lower starter bolt

hole and the other end up against the converter to hold it in place

while transporting and during install.]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic27.JPG[/IMGLFT][IMGRT=Dip stick was installed just as a finishing touch to complete the

TCI® C4 Transmission capable of excess Of 600HP!]http://208.122.50.60/filehost/files/8/TCI C4 Build/pic28.JPG[/IMGRT]















































Just remember that a big horsepower motor doesn't do any good if you can't get the power to the ground. TCI® had the parts I needed to build the transmission for my application.



The trans was built and installed. I decided to test & tune the new set-up at a local 1/8 track to get an idea of how it was going to react. I made 5 motor passes and was able to drive it back on the trailer! Talk about consistent!!! All 5 passes were within 3 hundredths of each other. And get this...4 of the 5 passes, the mph was exactly 92.02 mph! WOW!



I have since have taken the ranchero off the street. Now that I'm off the street/strip fence, and TOTALLY on the strip side I can set it up. The upper half of the engine will be redone for drag racing. New cam etc. I have put her on a diet. Fiberglass bumpers, removal of inner wheel houses. seats etc. Only street features that remain are headlights and tail lights. Cam upgrade and 250 shot plus the diet, should put me high 9's.



The latter part of 2008 I was pulling 1.3 60fts, 6.3 1/8 mile times and very low 10's in the quarter. This decision was one of the best ones I have made in a while. I really believe I would have tore up a Jerico too! The only other option on the 4-speed set-up was Lenco or Liberty. Entry level on those trannys are BIG $$$ ! What sucks is with all that I had spent over the years trying to keep a 4-speed in the truck...I could have bought a Liberty! Bottom line, selecting the proper transmission for your application is crucial. This upgraded TCI® C4 will handle an excess of 600 HP. But take in to consideration that in a racing environment even the transmission becomes a regular maintenance item. Some of us have to learn things the hard way. By some of us I mean ME! Special thanks goes out to Stanley Poff from TCI®. He was instrumental in helping me select the right components to build a C4 transmission that would handle the Horsepower.



Sources:

TCI® Automotive

151 Industrial Drive

Ashland, MS 38603



Toll Free: 888-776-9824

TCI® - Performance Transmissions and Torque Converters









Article & Photos courtesy of FordMuscle.com

Attached Thumbnails
Click image for larger version Name: pic28.JPG Views: N/A Size: 39.1 KB ID: 806  
]]> TCI Product Articles CPG Marketing http://www.cpgnation.com/forum/c-4-transmission-build-up-using-2255.html TCI® 4L60E “Black Magic” Revealed http://www.cpgnation.com/forum/tci-4l60e-black-magic-revealed-2549-new-post.html Tue, 03 Mar 2009 19:19:46 GMT A “Behind The Scenes” Look At What Goes Into The Making Of A TCI® High Performance Transmission

With over 40 years of experience, the name TCI® has been a symbol of engineering excellence with regards to performance torque converters and transmissions. Each drivetrain component is designed using the latest CAD software after months of heavy Research & Development and, once it is finished, is Triple Tested for product quality and reliability. And with innovative finishing techniques like the TCI® patented HDT Coating™ for cooler drivetrain operations, it should come as no surprise that TCI® has grown from a small company in rural Ashland, Mississppi to it's position today as the #1 brand in high performance transmissions and torque converters.

It’s no secret to anyone with a high performance vehicle that transmissions provide a critical link in the power transfer chain, and any hiccup in this link can spell trouble. Transmissions in this environment must rise to a new level of power transfer management, well beyond the capabilities of stock transmissions.



That’s because higher horsepower equals higher demands on transmissions, demands that stock units were never designed to handle. It stands to reason, then, that high performance people like racers, street rodders and off-roaders rely on aftermarket transmissions to do the job that stock equipment cannot do.

As the backbone of high performance power transfer, aftermarket transmissions have risen to a very high level of reliability and longevity. They are units in which enthusiasts can have confidence because they meet and exceed the challenges at every level of high performance use.

To look at how today’s aftermarket units are made, we spoke with TCI® Automotive to learn what goes into making a high performance aftermarket transmission. For over 40 years, TCI® has been the leader in aftermarket transmission building. The company employs highly dedicated production personnel and technical experts who design and build units that are the best in the industry.
TCI® engineer Kevin Winstead and master transmission builders, Bob Harrison and Paul Wilbanks, provided a unique look into what it takes to make a transmission that’s built specifically for the high performance user.

Three steps go into making a high performance transmission: breakdown, buildup, and testing. Each step requires an enormous amount of detailed work and each step is equally critical in the process. Every step depends on the other to produce a transmission that will measure up to the demands of high performance applications.

The popular TCI® 4L60E transmission is used in this story and the methods shown here follow the same systematic building process that is used in building every unit manufactured by TCI®.

Breakdown

The first step involves dismantling and inspection of each stock unit. Each transmission core is dismantled and components, such as input shafts, drums, bearing shafts, and planetary gears, go through in-depth scrutiny. Parts such as clutches, steels, seals and gaskets are discarded. Valve bodies are removed and are sent to a special division in the company for conversion to high performance models. Transmission cases are subjected to painstaking inspection making sure no flaws exist.

When the breakdown and inspection are complete, the case is ready for transformation into a high performance unit. It will be assigned an application that establishes the specific clutches, input shafts, planetary gears, etc., which will be installed.

[IMGLFT=One of the first steps is the removal of valve bodies that are sent to
a special division to fully transform them into units adapted to high
performance requirements.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-2.jpg[/IMGLFT][IMGRT=Clutches like the ones seen in this photo are discarded. All clutch
packs, steels, seals, or gaskets are discarded and will be replaced
with parts that are high performance rated.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-3.jpg[/IMGRT]





















[IMGLFT=All internal parts are removed from the case. Retained parts
are fully analyzed and inspected to determine “fitness for
use” in a high performance transmission. These parts are
triple checked to make sure they meet the high standard
requirements for a performance transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-4.jpg[/IMGLFT][IMGRT=Another vital step is the close inspection of the case to insure its
integrity for use as a high performance transmission. Virtually every
inch of the case is inspected, making sure it meets the standards for
high performance use.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-5.jpg[/IMGRT]























Assembly

Assembly of a transmission is a highly-detailed process and requires an immense amount of precision. Every portion of the transmission has to be right and TCI® has a detailed and painstaking system to make sure each unit is built correctly.

Before the assembly begins, a huge amount of work has taken place to measure, inspect and verify all the components. Then as the transmission is assembled, every component is again rechecked, measured and verified to validate that all elements meet and exceed the specifications for its given application.

[IMGLFT=This photo shows the transmission case. It will be outfitted with
internal components to make it a high performance aftermarket transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-6.jpg[/IMGLFT][IMGRT=All internal systems are installed in the case. Each transmission is
systematically upgraded based on its intended application.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-7.jpg[/IMGRT]




















[IMGLFT=As the assembly proceeds, there are many critical tests and
measurements made. One such measurement is input shaft endplay.
As seen in this photo, dial gauges are set and endplay is measured.
A typical endplay value is .010”.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-8.jpg[/IMGLFT]
[IMGRT=When all internal components are in place, the transmission is
prepared for installation of the final parts. In this photo, the valve
body circuit is visible and is the site of much of the final work in
building a performance transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-9.jpg[/IMGRT]





















[IMGLFT=The valve body is to a transmission what a camshaft is to an engine
and as such requires a lot of testing and double checking. A hydraulic
test is the first step. This consists of checking that correct pressure
exists in the valve body circuits. This photo shows a custom-fitted
test plate that is being put into place in preparation for the pressure
and flow reading.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-10.jpg[/IMGLFT][IMGRT=Pressure readings are taken at multiple locations as is shown in
this photo. Pressures are displayed on the pressure gauge and each
valve body circuit is checked and certified.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-11.jpg[/IMGRT]

























The final assembly step is the placement of the transmission pan. When it is torqued in place the transmission proceeds to the dyno testing phase.

Testing

The final step is the dyno testing phase. Every unit is subjected to rigorous test cycles and multiple parameters such as parasitic drag, cooler circuit flow rate, shift quality, torque converter lockup, and line pressures are measured. Each parameter reading is matched to its specific application on a massive dyno database to verify the transmission is right.


Dyno testing is carried out on the state-of-the-art unit shown here. Every unit is taken through fully automated test cycles with
pass/fail parameters for each cycle. When the transmission has been certified, documentation is issued that will accompany every unit shipped.

Valve Body Preparation

Every part of the transmission is critical, but nothing will work without the valve body. As the “brain” of the transmission, they are subjected to intense building specifications and meticulous testing. Valve Bodies are analyzed and fully tested for hydraulic pressure integrity up to 300 psi, and each unit receives a TCI® Trans Scat® Valve Body Kit to make it high performance rated. The kit that’s installed depends on the specific application for which the transmission is designated.

[IMGLFT=Valve Bodies are broken down and fully inspected. Each unit is rebuilt
using internal parts that make the unit high performance rated. Each
unit is cleaned, inspected and put into an assembly process that will
build each unit to high performance specifications.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-14.jpg[/IMGLFT][IMGRT=All internal valve body parts have been designed to meet the exact
needs of high performance applications. Assembly of the valve
bodies is a meticulous and precise process. Each unit has to
meet rigid standards before they are certified for high
performance use.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E%20-15.jpg[/IMGRT]























Every valve body has to be certified for use. Certification takes place on this valve body testing machine where every unit is mounted and
tested. Testing covers multiple factors such as circuit integrity, line pressure settings and shift timing. When all portions of the valve body have
been tested and verified the unit is certified.

Sources:
TCI® Automotive
151 Industrial Drive
Ashland, MS 38603

Toll Free: 888-776-9824
TCI® - Performance Transmissions and Torque Converters ]]> A “Behind The Scenes” Look At What Goes Into The Making Of A TCI® High Performance Transmission



With over 40 years of experience, the name TCI® has been a symbol of engineering excellence with regards to performance torque converters and transmissions. Each drivetrain component is designed using the latest CAD software after months of heavy Research & Development and, once it is finished, is Triple Tested for product quality and reliability. And with innovative finishing techniques like the TCI® patented HDT Coating™ for cooler drivetrain operations, it should come as no surprise that TCI® has grown from a small company in rural Ashland, Mississppi to it's position today as the #1 brand in high performance transmissions and torque converters.



It’s no secret to anyone with a high performance vehicle that transmissions provide a critical link in the power transfer chain, and any hiccup in this link can spell trouble. Transmissions in this environment must rise to a new level of power transfer management, well beyond the capabilities of stock transmissions.







That’s because higher horsepower equals higher demands on transmissions, demands that stock units were never designed to handle. It stands to reason, then, that high performance people like racers, street rodders and off-roaders rely on aftermarket transmissions to do the job that stock equipment cannot do.



As the backbone of high performance power transfer, aftermarket transmissions have risen to a very high level of reliability and longevity. They are units in which enthusiasts can have confidence because they meet and exceed the challenges at every level of high performance use.



To look at how today’s aftermarket units are made, we spoke with TCI® Automotive to learn what goes into making a high performance aftermarket transmission. For over 40 years, TCI® has been the leader in aftermarket transmission building. The company employs highly dedicated production personnel and technical experts who design and build units that are the best in the industry.

TCI® engineer Kevin Winstead and master transmission builders, Bob Harrison and Paul Wilbanks, provided a unique look into what it takes to make a transmission that’s built specifically for the high performance user.



Three steps go into making a high performance transmission: breakdown, buildup, and testing. Each step requires an enormous amount of detailed work and each step is equally critical in the process. Every step depends on the other to produce a transmission that will measure up to the demands of high performance applications.



The popular TCI® 4L60E transmission is used in this story and the methods shown here follow the same systematic building process that is used in building every unit manufactured by TCI®.



Breakdown



The first step involves dismantling and inspection of each stock unit. Each transmission core is dismantled and components, such as input shafts, drums, bearing shafts, and planetary gears, go through in-depth scrutiny. Parts such as clutches, steels, seals and gaskets are discarded. Valve bodies are removed and are sent to a special division in the company for conversion to high performance models. Transmission cases are subjected to painstaking inspection making sure no flaws exist.



When the breakdown and inspection are complete, the case is ready for transformation into a high performance unit. It will be assigned an application that establishes the specific clutches, input shafts, planetary gears, etc., which will be installed.



[IMGLFT=One of the first steps is the removal of valve bodies that are sent to

a special division to fully transform them into units adapted to high

performance requirements.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-2.jpg[/IMGLFT][IMGRT=Clutches like the ones seen in this photo are discarded. All clutch

packs, steels, seals, or gaskets are discarded and will be replaced

with parts that are high performance rated.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-3.jpg[/IMGRT]











































[IMGLFT=All internal parts are removed from the case. Retained parts

are fully analyzed and inspected to determine “fitness for

use” in a high performance transmission. These parts are

triple checked to make sure they meet the high standard

requirements for a performance transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-4.jpg[/IMGLFT][IMGRT=Another vital step is the close inspection of the case to insure its

integrity for use as a high performance transmission. Virtually every

inch of the case is inspected, making sure it meets the standards for

high performance use.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-5.jpg[/IMGRT]















































Assembly



Assembly of a transmission is a highly-detailed process and requires an immense amount of precision. Every portion of the transmission has to be right and TCI® has a detailed and painstaking system to make sure each unit is built correctly.



Before the assembly begins, a huge amount of work has taken place to measure, inspect and verify all the components. Then as the transmission is assembled, every component is again rechecked, measured and verified to validate that all elements meet and exceed the specifications for its given application.



[IMGLFT=This photo shows the transmission case. It will be outfitted with

internal components to make it a high performance aftermarket transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-6.jpg[/IMGLFT][IMGRT=All internal systems are installed in the case. Each transmission is

systematically upgraded based on its intended application.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-7.jpg[/IMGRT]









































[IMGLFT=As the assembly proceeds, there are many critical tests and

measurements made. One such measurement is input shaft endplay.

As seen in this photo, dial gauges are set and endplay is measured.

A typical endplay value is .010”.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-8.jpg[/IMGLFT]

[IMGRT=When all internal components are in place, the transmission is

prepared for installation of the final parts. In this photo, the valve

body circuit is visible and is the site of much of the final work in

building a performance transmission.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-9.jpg[/IMGRT]











































[IMGLFT=The valve body is to a transmission what a camshaft is to an engine

and as such requires a lot of testing and double checking. A hydraulic

test is the first step. This consists of checking that correct pressure

exists in the valve body circuits. This photo shows a custom-fitted

test plate that is being put into place in preparation for the pressure

and flow reading.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-10.jpg[/IMGLFT][IMGRT=Pressure readings are taken at multiple locations as is shown in

this photo. Pressures are displayed on the pressure gauge and each

valve body circuit is checked and certified.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-11.jpg[/IMGRT]



















































The final assembly step is the placement of the transmission pan. When it is torqued in place the transmission proceeds to the dyno testing phase.


Testing



The final step is the dyno testing phase. Every unit is subjected to rigorous test cycles and multiple parameters such as parasitic drag, cooler circuit flow rate, shift quality, torque converter lockup, and line pressures are measured. Each parameter reading is matched to its specific application on a massive dyno database to verify the transmission is right.





Dyno testing is carried out on the state-of-the-art unit shown here. Every unit is taken through fully automated test cycles with

pass/fail parameters for each cycle. When the transmission has been certified, documentation is issued that will accompany every unit shipped.


Valve Body Preparation



Every part of the transmission is critical, but nothing will work without the valve body. As the “brain” of the transmission, they are subjected to intense building specifications and meticulous testing. Valve Bodies are analyzed and fully tested for hydraulic pressure integrity up to 300 psi, and each unit receives a TCI® Trans Scat® Valve Body Kit to make it high performance rated. The kit that’s installed depends on the specific application for which the transmission is designated.



[IMGLFT=Valve Bodies are broken down and fully inspected. Each unit is rebuilt

using internal parts that make the unit high performance rated. Each

unit is cleaned, inspected and put into an assembly process that will

build each unit to high performance specifications.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E-14.jpg[/IMGLFT][IMGRT=All internal valve body parts have been designed to meet the exact

needs of high performance applications. Assembly of the valve

bodies is a meticulous and precise process. Each unit has to

meet rigid standards before they are certified for high

performance use.]http://208.122.50.60/filehost/files/8/4L60E Install/4L60E%20-15.jpg[/IMGRT]















































Every valve body has to be certified for use. Certification takes place on this valve body testing machine where every unit is mounted and

tested. Testing covers multiple factors such as circuit integrity, line pressure settings and shift timing. When all portions of the valve body have

been tested and verified the unit is certified.


Sources:

TCI® Automotive

151 Industrial Drive

Ashland, MS 38603



Toll Free: 888-776-9824

TCI® - Performance Transmissions and Torque Converters
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