400-1&2 REPROGRAMMING KIT Heavy Duty & High Performance Valve Body Calibration & Internal Upgrades This TransGo Reprogramming Kit™ was a very intelligent decision. Your transmission will love you for it. This kit transforms a good working “stock” automatic transmission into a rugged, responsive, heavy duty or high performance unit. The TransGo Reprogramming Kit™ will more than double the life of your transmission under high load conditions. There’s no reason to lose precious efficiency with soft shifts that generate heat and consume horsepower. TransGo brings automatic transmission perform- ance out of the dark ages into the space age, in one giant step. Installed in your transmission, it recalibrates it to hi-performance specifications. It controls shift timing and “shift feel’ for instant re- sponse and racing performance. UPSHIFTS How much time a shift takes from when the valve moves until the shift is completed is a prime and critical function. It's the most important thing to be considered and adjusted. A too-short shift creates a bang, audible noise and chirps tires. That's great for showing off, if that is what your customer wants. However, a too-firm shift may not be the best choice for uses that call for long term performance, drive ability, economy, and durability. A too-short shift can also attract rough shift complaints. A too-long shift subtracts performance, drivability, economy, durability, and attracts complaints of slipping, slide, runaway, or slide-bump. A perfect gear change (shift) has no “feelable” features to talk about, except how long or short itis. Anything else you'd say about a shift, other than the engine slows down and the car speeds up, describes some- thing less than perfection. SOFT AND FIRM More than engine power and size the axle ratio, converter size and vehicle weight control shift softness/firmness. Even carb size affects the shift a great deal. Late shifts or over- reving will make the shift fee! softer because there isn't any engine torque left by the time the shift happens It is easy to get firm shifts in light vehicles with 3:43 or lower axle ratios. Itis not in the cards to get really hard shifts in vehicles with 2:43 to 3:08 axles or with high-stall converters or huge tires. Parts and instructions needed to adjust shift firmness is included in this kit. The durability weakness in this trans (direct clutch) is cor- rected with a smart Pat'd dual feed delivery system that triples the holding power of the direct clutch. Page 11. Pressure Regulator ONLY for Full Race with over 450 HP Remove & discard any Horseshoe shim(s). Install Orange Spring furnished. All others: NO change needed, leave as is. oO OOM ssa Orange Horseshoe Shim oO DURING MAJOR REPAIR If trans is apart, these items will improve quality and durability: . Install a waved plate in all the clutch packs, (Fwd,2nd, & direct) even if it didn’t have them. This will reduce the light throttle clangs and bangs but still give short and firm shifts with hard throttle. Hand sand or tumble 2nd and direct steel plates for fast break-in and cooler operation Use high quality frictions—OE type smooth tan Borg-Warner work great. . Install 2nd clutch snap ring included with this kit, to reduce risk of snap ring pop-out and broken case lugs. (Step 2 below). 5. Install direct clutch return springs furnished in this kit to reduce accidental clutch drag and burnout. (Step 3 below). n RO 2. Heavy Duty Snap Ring: Intermediate [2nd] pressure plate snap ring. This is the last snap ring that installs in case. 3. Direct Clutch—High Rate Return Springs: Install ALL 16 new springs in direct clutch. (When installing these springs it is not necessary to put any special bleed holes in the piston or drum unless engine RPM is to exceed 7500 RPM). Page 2Shift Command: Installing the new 1-2 shift valve and the new plug gives “Shift Command” control of 1st gear. With this feature installed, the trans will not upshift in the manual “1" position, and will shift back to low gear whenever the lever is moved to the "1" position. This means the trans will shift back to low at ANY speed & will not upshift out of low when the “1" position is selected. If you do not want these features, Skip this page. 1. Discard original 1-2 shift valve. Install the NEW 1-2 Valve that is the same diameter as the original. TR asd ern ome Plastic 2-3 accumulator piston break, aluminum ones don’t. Se 2. Install PLUG with small hammer ~ Page 32nd Accumulator Valve Changing accumulator pressure is the best way to control the length and feel of 1-2 shift. Springs are furnished for a wide range of adjustment. All three original setups shown may have springs inboard, outboard or both. Tuning 1-2 shift feel Common & Bushing Types: Stronger inboard spring makes shift shorter (FRIMER). Stronger spring outboard spring makes it longer (SOFTER). If the vehicle had a brutal 1-2 shift before installation of kit, see ** below. Otherwise, install kit and road test w/o fiddling with accumulator valve. After road test drop the pan, remove the pin and change the springs as needed for more or less 1-2 shift feel. Comfort (Softer) shifts are listed first. Shorter (Firmer) shifts are listed last. Red spring outboard. Blue inboard/Red outboard. Orange inboard/Red outboard. No springs. Orange inboard only. Blue inboard only. Adjustable Type: Blue inboard, Original outboard spring. Tum screw in for longer (Softer) ) 1-2 Shift. Tum screw out for shorter (Firmer) 1-2 Shift. Want more firmness remove outer spring. “Got A Short/Hard 1-2 Shift Common Type: Brutal 1-2 shift at 1/8 to 5/8 throttle while the very minimum and max throttle shifts are OK. Valve with inboard end diameter over .425: Install Red outer no inner to prevent rough 1-2. With .400 - .425 Diameter: Start with Red outer / Orange inner. With 315 -.375 Diameter: Start with no springs. Adjustable Outboard spring Bushing Type Page 4Selecting Shift Firmness Choosing feed hole size: Be conservative. it's easier to produce a tight ‘i even feeling shift with some “class” if the feed hole is not too big. i Hole A: 2nd feed hole size Hole B: 3rd feed hole size Range #1: Passenger, police, taxis, van, limo, and light trucks: leave as is or .082 3rd clutch holding power has been tripled, : so be conservative with hole size. After a ! road test you can always make it bigger. Range #2: Motor homes, heavy trucks, Extra gaskets are furnished for changes. street rods, & huge tires .093 - Comfort at light throttle and shorter at heavy throttle. Range #1 Passenger, police, taxis, van, Range #3: .110 Hot Rods Starts limo, and light trucks: Don't drill 3rdhole. getting short above 1/4 throttle. Range #2 Motor homes, heavy trucks, Takes careful accumulator adjustment to _street rods, & huge tires: Don't drill 3rd. get comfort. Range #3 Hot Rods You want it firm: .082 Range #4: .156 Race/Competition only. | Range #4 .156 Race/Competition only. Hole C: 3rd Accm feed size Range #1, Drill feed .125 - .140 Range # 2, 3, 4: Don’t enlarge accm feed. © Checkball locations Trans in vehicle ALL MODELS!!! Supplied Case Gasket: Must be used with TransGo ® \ Triple plate. Two sets are provided for your convenience. Make sure the case gasket has the four holes circled on plate. © These holes don’t go through all three plates but the holes must be in the case gasket. Page 5Always install a Vacuum Modulator: Connected to manifold vacuum 5 No modulator, or no vacuum over-pressurizes transmission, causing unnecessary ring and pump wear. as shown 5 Modulator Valve Spring: ALL MODELS!!! ore ; Install PINK spring. — After road test, if later/shorter 3/8 throttle shifts are needed, remove PINK spring. PINK Modulator Valve " Modulator Don't forget Front Servo Allison Type Filter The correct filter O-ring. Is the one that doesn't need stretched to go over tube. § Start Z bolts first. To align VB, Plate, Gaskets and Case. For hard faunching high RPM drag applications an Allison type filter is recommended. Page 6