Canadian cast iron PowerGlide rebuilt

gparis7 · Canadian Poncho Superstar!

RE: Canadian cast iron PowerGlide rebuilt

Fitz · Guru

Thanks everyone, hope this help.

The pump now in place.

Don't forger to install this small lever behing the manual valve. This lever will fit into the shifter lever.

Now take the center section of the PG. It's heavy but one man can handle it safely. Slide gently on the guide pin, align the shift lever and the manual valve and look at your new gasket and seal ring. Everything must going smoothly.

Fitz.

Fitz · Guru

Look at those rubber seal ring before closing the center section with the bellhousing.

After put all bolts, remove the guide steel rods and turn over to work on the right side of the PG.

Before doing anything else, ajust the rear band speed. Torque this screw until there is no end play with the rear band piston, the one under the screw. When no end play occur, turn back the nut 1\2 and lock it with the lock nut.

1291596697-PG_c__t___droit_assemblage_009__Small___.JPG

1291596697-PG_c__t___droit_assemblage_009__Small___.JPG

Fitz.

Fitz · Guru

Use a file to smooth all surface, this way, the gasket will contact the metal without any leak.

Fitz.

Fitz · Guru

Place the relief valve/spring, place the reverse band piston spring, put the gasket and the other set of guide rod.

Now you are ready to put back the side cover and bolt it tight.

Fitz.

Fitz · Guru

Next is the cover under the modulator to be installed.

NOTE: the modulator cover is made from aluminium or something alike, this material is very soft and can lost is straight surface shape. Use a sand-paper to give it back a good gasket contact surface.

Fitz.

Fitz · Guru

Install the new rubber ring seal over the oil aspiration tube. This seal is important to help pump to don't suck air.

Fitz.

Fitz · Guru

Put back the filler tube cover and the right side of the PG is completed.

On the left side, open and clean the body valve and look for broken spring, stiff spool etc. If everything appear to be OK put back parts together and bolt it to the PG.

Fitz.

Fitz · Guru

Now the body valve is back on the left side of the PG, replace the seal ring of the governor shaft. Use your finger to unsnap the seal ring and replace it by the new one found in the kit.

Oil the governor shaft, and replace it in it's hole.

Place the plastic shim.

Note: the governor shaft must be mesured into the hole without the sealring, this way you can look for worn shaft or worn housing hole. This governor shaft/housing have a high tolerance, you can use a slightly worn shaft without any problem at all.

Fitz.

Fitz · Guru

Put back the governor cover and the shift lever. Pay attention to the link, it has one way only to be installed, look for the arrow.

Fitz.

Fitz · Guru

Here is the first band ajusting nut access plug.

There is a screw and lock nut inside. Turn the screw until it stuck on the clockwise side, then turn back 3 turn and lock with the lock nut. The first speed band is now ready to work.

This cap is a press on type. I use sealant when I put it back.

Fitz.

Fitz · Guru

Now it's time to clean and inspect the rear pump.

Open it and look for scratch, missing teeth, etc. Look also the color, must not be blue anywhere. Blue color on those parts tell you this PG pump had run out of oil.

This one look fine, clean, oil, reassemble and it's ready for the installation.

There is no gasket between the cover and the pump housing, before putting the cover on the pump housing, use a very thin layer of sealant. It will close any possibility of air intake by the pump.

Fitz.

Fitz · Guru

Now you are ready to put the rear pump back into the PG.

At first look for align this teeth with this slot on the rear output shaft. This is the rear output shaft who drive the rear pump. At around 15 MPH the front pump stop working and the rear one take the lead for the rest of the trip over 15 MPH.

Fitz.

Fitz · Guru

Use two of the guiding pin, slide into position the rear pump and bolt it.

After slide the rear output shaft bearing. If you want to reuse the same bearing, be sure that bearing is in a perfect conditon, then lock it with the lock plate and torque the 3 screw.

This hole in the picture below, is the oil return hole. The oil must go into the rear of the PG for lubrication, it lubricate the rear joint by the center of the output shaft, a special bolt with a small hole is in the center and a "nail" to deflect the oil all around the U-joint. This hole collect the oil and keep the level inside the rear ball as low as possible.

It's common to see on "reworked" PG a lot of silicone sealant blocking this hole, totaly or partialy.

Fitz.

Fitz · Guru

Slide the half of the U-joint on the output shaft, and torque it with that special bolt.

After put in the speedo gear into place.

Put the other half of the U-joint, and lock bolt with the locking metal plate.

Fitz.

Fitz · Guru

Now to the torque converter, restore this piece by specialists, they will ultimately balancing.

Do replace the hub, this hub is the same until the late 70s.

Before installing, fill the converter with the transmission oil, with about 2 quarts.

Lubricate the hub slightly outside and place it in the bellhousing

By hand, you will rotate from left to right several times to engage the shafts and gears properly and push it back into place.

Now you are ready for installation. While connecting all accessories and tubes, adjust the level higher than the mark "full " and start the engine. Let it run before engaging a speed, the time that the pump draws the oil and flush the air all over the circuits.

I suggest to raise the rear wheels, and rotate while passing all speeds, then if everything seems normal, recheck the oil level and adjust, it will need, then pass road test.

Fitz.

Fitz · Guru

The modulator role:

The role of the modulator is to assist the pressure regulator valve to move a little further in order to increase the pressure in the system to properly activate the low band and the reverse. The bands of low and reverse need more pressure to work to avoid slipping.

The modulator is affected by the vaccuum and when the engine is in low or reverse you have to press the accelerator further, that while running at top speed. So in low or reverse, have press the accelerator, the vaccuum falls, the diaphragm is pushed by its spring, the lever moves inside, and pushes on the pressure regulator valve and pushed a little more pressure.

Once in drive, the vaccuum back as the engine gains speed, the diaphragm pushes against its spring and release the lever and the pressure drops.

It is necessary to lower the pressure in the case of high pressure is not useful (as in drive) because it helps keep the oil cooler.

Hope this thread interested you.

Fitz.

BOSSY · Addicted!

Thank you, now how about showing the rebuilt of toque converter with the big O ring. BOSSY

Fitz · Guru

You challenge me.... I don't have any picture of the torque rebuilt, but my buddy who rebuilt it maybe let me go inside the shop and take picture.. I will ask and if yes I will post it, I think it will be interesting.

Fitz.

Beaumont4008 · Uber Guru

That was great thanks for posting. Love to have something like this for a Turbo 400. You described this rebuild better than any book you could buy.