B&M 50442 TORK MASTER 3000 C4 26 SPLINE 10.5 - Manual (Page 5)

STEP 22. Install dipstick and tube
assembly. Use a small amount of
sealer on dipsticks with an O-ring to
prevent leaks. Connect oil cooler lines.
Use a fitting wrench on the compres-
sion nuts to avoid damage to the nuts
and hold the fittings with a wrench while
tightening compression nuts 75 lb.in.
STEP 23. Connect speedometer cable:
Clamp Type Cable: Use a small
amount of sealer on the O-ring to pre-
vent leaks. Push speedometer cable
assembly into extension housing. In-
stall clamp bolt and tighten to 150 lb.in.
Sleeve Type Cable: Push speedom-
eter cable into speedometer housing
and tighten sleeve.
STEP 24. Connect shifter:
Column Shift Models: Connect rod or
cable to shift lever on transmission.
(See Fig. 1) Snap rod into grommet
retainers by squeezing rod and lever
together with a pair of pliers. Connect
rod or cable to clip retainer levers and
install clip.
Console Shift Models: Connect rod
to shift lever on transmission. (See Fig.
2) Snap rod into grommet retainers by
squeezing rod and lever together with a
pair of pliers. Connect rod to clip
retainer levers and install clip.
'70 and Later Vehicles Equipped
With Locking Steering Column And
Console Shifter: Connect column
lock rod to transmission shift lever and
install clip. Check shifter adjustment.
Selector lever must coincide with de-
tent feel in transmission. There must
be equal clearance between the Neu- tral stop and detent position and the
Drive stop and detent position.
4 Wheel Drive Models: Install knob
on transfer case shift lever.
STEP 25. Connect kickdown linkage.
(See Fig. 1 & 2) Connect rod or cable
kickdown lever and install clip. Kickdown
linkage should work smoothly with a
positive spring return action.
STEP 26. Inspect vacuum line. Re-
place any vacuum lines that are bro-
ken, cracked, kinked or restricted. Vac-
uum source should be from the mani-
fold for proper vacuum sensing to auto-
matic valve bodies.
STEP 27. Install driveshaft. Make sure
U-joint cups are installed properly.
Tighten U-joint bolts or nuts securely.
STEP 28. Lower vehicle but keep the
rear wheels off the ground if possible.
Add 3 quarts (C-4), 4 quarts (FMX) or 6
quarts (C-6 or AOD) of B&M Trick Shift
to the transmission. While Trick Shift
is superior in heat capacity, lubrication
and friction material performance, if
Trick Shift is unavailable be sure to use
Ford Type F fluid.
STEP 29. Start engine and place
shifter in the Neutral position. Add
fluid until the oil level is between the
Add and Full marks. Shift transmis-
sion through all gear positions. If the
rear wheels are off the ground, allow the
transmission to shift through all gears
several times. Place selector in Neu-
tral and check fluid level. Do not
overfill. This can cause foaming and
overheating. Check for leaks at cooler
lines, etc.
OPERATING RECOMMENDATIONS
Torque Converter Performance
The torque converter is a compo-
nent of the automatic transmission
however it must be properly matched to
the engine for maximum performance.
A torque converter reacts to torque.
The more torque you put to the con-
verter the better your performance.
However this torque must match the
operating RPM of the converter. To
make a converter operate properly, your
engine must make sufficient bottom-
end torque. You cannot build an
engine for an automatic transmission
the same way you would build an en-
gine for a 4-speed because the operat-
ing ranges are different . Your engine
must be built to produce as much
bottom-end and mid-range torque
possible for your operating conditions.
This is especially important for good
street performance.
Do not make the mistake of over-
camming your engine. You will need to
limit camshaft duration to 245
o @ .050
for street engines. We also suggest
you run the cam 2
o -4 o advanced. Small
CFM carburetors give better bottom-
end response. Be careful not to over
carburete your engine.
Approximate stall speed of B&M
torque converters is indicated by the
B&M model. For example, a Holeshot
3000 has a stall speed of approxi-
mately 3000 RPM. This is a general
guide and should be used for reference
only. Exact stall speeds are impos-
sible to predict. A specific stall speed
cannot be guaranteed due to the many
variables involved in each car. If you are
experiencing stall speed difficulties, the
following items can contribute to low
stall speeds:
Light cars
Small displacement engines
Very high compression ratios
Large throttle bore carburetors
Mechanical carburetor secondary
linkage
Long duration camshafts
Retarded cam timing
Poor rear brakes
High-ram manifolds
Multiple carburetion
Low stall speeds, poor throttle
response, sluggish performance and
Figure 7
Drive lug face (base of stud) must be at
least 13/16" (4 cyl to 351 V8) or 1-1/8" (360
to Larger V8) inside front edge of
bellhousing