Reid Racing 2-Piece Powerglide Transmission Case

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INSTALLATION INSTRUCTIONS Model Number(s): PG2000, PG2000R, PG2000-400B, PG2000-400R This replacement powerglide transmission case is SFI 4.1 certified. This case requires NO internal liner and NO external shields, blankets, oil pans, or oil pan straps of any kind. This certification is good for 5 years from the date of manufacture and can be recertified every 5 years by returning the case to Reid Racing for inspection. These instructions point out specific features of the Reid Racing 2 piece case and how to use these features. For detailed information on how to assemble a powerglide, use of a factory repair manual is recommended. All factory powerglide parts bolt into the Reid Racing Superglide case with the exception of dragster shorty housings and rear oil pumps. SHORTY HOUSING If you are using a dragster shorty housing, a notch needs to be machined to clear the transbrake adjustment bolt boss in the rear of the case. This can be done by holding the housing on the case and scribing a line where the boss is or you can use the supplied drawing (Figure 3) to lay out the notch. Most aftermarket shorty housings made recently already have this notch machined from the factory. REAR OIL PUMP The 2 piece Superglide case has simplified oil passages and additional material added for strength in the rear area of the case making it not possible to run a rear oil pump. If you need to use a rear oil pump as might be used in some circle track transmissions for push starting purposes, use a Reid Racing PG1000L one piece Superglide transmission case. BUSHING VS. BEARING HUB It is recommended that the bushing or bearing in the governor support housing match the bushing or bearing in the transmission hub. If a PG2000 or PG2000-400B with a bushing in the rear hub of the transmission is used, use a governor support housing that uses a bushing also. If a PG2000R or PG2000-400R with a roller bearing hub is used, a governor support housing with a roller bearing should be used. This is important because both bushings/bearings are lubricated from the same port. If a bushing/bearing combination is used, the oil will have a tendency to flow easier through the roller bearing, possibly starving the bushing. VALVE BODY Every valve body is different so it is important to check the port matching between the transbrake feed (reverse piston) hole in the valve body / separator plate / gasket and feed hole in the transmission case. The hole in the valve body / separator plate & gasket should be equal to or larger in size than the hole in the case for proper transbrake release. SERVO SPRING It is recommended that you use a stock low gear servo piston spring or a Reid Racing replacement spring p/n PG133 instead of a heavy duty spring. With the stiffened case and precisely machined servo bore, a heavy spring is not needed like stock cases. The heavy spring requires higher oil pressure to lock the low gear band. When the transbrake is applied, the reverse piston takes a big gulp of oil which causes a pressure drop in the system. If the oil pump is weak or the idle speed is low the pressure may drop low enough to let the servo spring release the band momentarily allowing the car to rock or roll backwards. The stock or Reid Racing spring allows more pressure drop without the band releasing. If a rocking situation appears even with a stock spring, either rebuild the stock oil pump, raise the idle speed or upgrade to a Reid Racing super pump p/n PGP1 for increased oil flow. You may also install a dual ring servo piston (Reid Racing p/n PG100). LIMITED 90 DAY WARRANTY Reid Racing, Inc. products are warranted directly by Reid Racing against defective material or workmanship under normal use and service for a period of 90 (ninety) days after purchase. Reid Racing will repair or replace the defective unit, at Reid Racing option, free of charge. This warranty does not cover any damage to the product caused by abuse, mishandling, alteration, failure to follow installation/operating instructions, maintenance, storage and environmental conditions, or repair attempts made by anyone other than a Reid Racing authorized service facility. OTHER THAN THE LIABILITY STATED ABOVE, REID RACING, INC. SHALL NOT BE LIABLE FOR INJURY, CONSEQUENTIAL, OR OTHER TYPE DAMAGES RESULTING FROM THE USE OF ITS PRODUCTS. This warranty is in lieu of all other warranties of merchantability or fitness of use. This warranty gives you specific legal rights, and you may also have other rights which vary from state to state. 4030 Pike Lane - Concord, CA 94520 - (925) 935-3025 - Fax (925) 471-0164 - www.reidracing.biz - race.mail@reidracing.biz PAGE #2 of 3 Orig. 05/17/07 TRANSBRAKE ADJUSTMENT BOLT Lubricate the adjustment bolt o-ring with ATF before installing. The adjustment bolt’s purpose is to soften the shock on the tires when the transbrake is released. As the bolt is turned in (clockwise) it simply restricts the dump passage for the reverse piston. Slowing the fluid flow by restricting this passage during transbrake release “slips” the reverse clutches for a fraction of a second softening the transbrake release and slowing the reaction time. There are a total of 7 complete turns worth of adjustment. If you bottom out the bolt & locknut and back it out 7 complete turns you will be at the wide open position (hardest release, quickest reaction time). This is where most racers run the adjustment. If you wish to try and soften the hit, start by turning the bolt in one complete revolution at a time until you get close, then fine tune from there. The “sweet spot” for the adjustment bolt when being used to soften the hit is generally 4 to 6 turns in from wide open (1 to 3 turns out from fully closed). Up to .03 in reaction time can be changed from wide open to fully closed.