TRANSGO SK3-67 Transmission Shift Kit Instruction Manual

SHIFT KIT
CAST IRON FORD
1967-72, SK3·67

SK3-67 Transmission Shift Kit

THIS KIT IS DESIGNED TO IMPROVE THE
PERFORMANCE AND DURABILITY OF:

• Transmissions that are being overhauled.
• Transmissions that are still in good working condition.

It will reduce complaints of Soft Shifts, Late Shifts, Stacked Shifts, High Clutch and Band Failure.
CORRECTS: Oversensitive Passing Gear

FIGURE 1. UPPER VALVE BODY

THIS KIT WILL NOT FIT 1973 OR LATER TRANSMISSIONS.
During overhauls you will find some useful tips in the Additional Information Section at the end of the instructions.

THIS KIT MAY BE USED IN 1961-65 LINCOLN. HERE’S HOW:

1. Install NEW COMPENSATOR VALVE and the PINK and BLUE SPRINGS as shown in Figure 1.
2. Install YELLOW SPRING as shown in Figure 4.
3. DRILL HOLE as shown in Figure 5.
4. DISCARD all other parts.

FIGURE 2. – LOWER VALVE BODY

FIGURE 3. – VALVE BODY COVER

With this kit installed, valve body must con­tain two check balls on late 72’s and three check balls on all other models.
Upper Valve Body (See Figure 1.)
Throttle Valve Body (See Figure 3.)
Valve Body Cover (See Figure 3.)

FIGURE 4.-REGULATOR ASSEMBLY

FIGURE 5.-SEPARATOR PLATE

1967-72
REVISED BAND ADJUSTMENTS

Front Band (Intermediate Band)

Turn Adjusting Screw until 1/4″ bolt will just pass between Servo Apply Rod and the end of Adjusting Screw with slight drag. (See figure 6) Then turn Adjusting Screw “IN” (Clockwise) one ( 1) Turn and tighten Lock Nut. (Use 1/4″ bolt from valve body or any bolt that a 7/16′ wrench will fit.)
FIGURE 6.
1/4” bolt being inserted between Servo Rod and Band Adjusting Screw.

BAND ADJUSTMENTS – 1961-65 LINCOLN
A. FRONT BAND: Tighten to 10 ft. · lbs. Back
B. REAR BAND: Tighten to 10 ft. – lbs. Back off 1½ turns.
REAR BAND ADJUSTMENTS 1967-72
(Manual Low and Reverse Band)
EXTERNAL ADJUSTMENT ADJUSTING SCREW
FIGURE 7.- EXTERNAL ADJUSTMENT: Tighten to 10-12 inch pounds (tight with a short wrench and back off 1-1/2 turns.
FIGURE 7. INTERNAL ADJUSTMENT ON SERVO APPLY ARM:
(Only used on some models.) Loosen Lock Nut, pull Servo Arm by hand, as shown in Figure 7. Turn Adjusting Screw until clearance has just been removed, then back off 7 turns and tighten Lock Nut.

VACUUM MODULATOR:

Use only BLUE STRIPE adjustable (Ref. Number C1AZ-7A-377B) ADJUSTING MODULATOR Early shifts feel better and give your customer better economy and overall performance. Al-ways favor earlier shifts by turning screw “OUT” (COUNTERCLOCKWISE).

KICKDOWN ADJUSTMENT

A. Adjust linkage until there is NO PASSING GEAR between 45 to 50 on passenger cars and 40 to 45 on trucks. It may be necessary to bend Kick Down Rod to eliminate passing gear.
B. Then adjust until you are JUST ABLE to get passing gear comfortably at wide open throttle. It is very important that passing gear does not happen before full throttle.

ADDITIONAL REPAIR INFORMATION CAST IRON CRUISE-O-MATIC

ATTENTION: TRANSMISSION TECHNICIAN
Each type transmission has its particular weak points. Your personal touch applied to these weak points will put you “OUT AHEAD” in successful tram’s repair. This information covers these points so that you can quickly and easily have a successful trams repair.

1. The most common friction material failures are:
   The high clutches ( rear clutches)· and the 2nd gear band (front band).
   These are three main causes of these failures.
   CAUSE A. The 1-2 shift is softer than required for maximum durability. This often causes stacked shifts or 1-3 shifts at I ight throttle.
   CAUSE B. Slow shifting action during the 2-3 up-shift. This allows the high clutches to apply BEFORE the front band is RELEASED. The spinning of the drum before the band has released it, polishes the drum, burns the band, and puts extra strain on the high clutches.
   CAUSE C. Too much running in 1st and 2nd during normal driving.
   These three causes of failure and soft and late shift complaints are easily prevented by installing a SHIFT KIT during service or overhaul.

2. BANDS AND DRUMS. Front and rear bands. If there is any black color on the lining, band must be replaced. The black color is carbon and will polish drum and cause soft shifts or slipping if not replaced. Soak all new bands in transmission fluid at least 15 minutes before installing. If the rear band has failed completely, the valve body must be replaced.
   REAR CLUTCH DRUM. The portion of this drum that the front band applies on must be carefully inspected and replaced or repaired as necessary.
   If the drum is scored from metal to metal contact with the band, it must be replaced. ALWAYS recon­ dition the band surface on the drum as follows:
   CLUTCH DRUM: Use 120-180 grit emery cloth and sand AROUND drum. 1961-65 Lincoln use 40-60 grit emery and sand drum FRONT to BACK. REAR PLANETARY: Use 40-60 grit emery and sand drum FRONT to BACK.

3. CLUTCH PLATES. Soak all friction plates 30 minutes before installing. Steel discs must be sanded all over with 120-320 grit sandpaper or emery cloth if they are to be re-used. (It is far cheaper, timewise, to install new steel plates.)

4. GOVERNOR. If the governor valve shows signs of fluid erosion (white appearance on edge of land) or is scratched, it should be replaced. A sticking governor can cause complete failure, as well as wrong gear starts, and erratic shifting.

5. REAR CASE SUPPORT AND OUTPUT SHAFT­
   1968 AND LATER. (Models without rear pump). Wear in this area can cause: bind- up (two gears on at once) slips in drive when hot soft shift to high gear when hot repeated clutch failure, both Front or Rear front band failure.
   Rear Support. Inspect the diameter of the support where 4 sealing rings ride in it. Absolutely NO RIDGE is permissible.
   Output Shaft. Inspect the ring grooves in the out­ put shaft for wear with new rings installed. .004 is maximum allowable side clearance.

6. TORQUE CONVERTER. The converter used with this transmission has a natural tendency to act as a dirt and metal particle collector. This dirt and metal collects in a “sludge pocket” between the housing and assembly shells. New oil or even just a hot trip will dissolve this sludge and release dirt and metal particles into the transmission. Your customer deserves a clean conver­ter and we are sure that you don’t need a comeback by re-using the dirty one,

7. GENERAL. This is not the easiest transmission to overhaul successfully. Most of the problems that can occur after overhaul are caused by sticking valves. These problems are: high gear starts, erratic upshifts, chatter, etc. Over 90% of the time these problems are caused by only two valves. They are the compensator valve and the governor valve.
   A. A new, sharp compensator valve of self-cleaning design is furnished in a SHIFT KIT.

MECHANIC: NEED SOME FRESH NEW IDEAS?
If you have a transmission with a problem or require some additional information on transmission DURABILITY and PAR, give our technicians a call.

@TRANSCO SK3-67

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