Mine is Green.

This is effectively good for tranny shifting at 4100 rpm.

I want 5000 rpm. Is this a part that can be had? What might that color bee? (Had to sneak that reference in there!

I suppose I could cut some material out of the weight, but it would be difficult to judge how much material would be needed to make xxx rpm.

How about shims on the plug? What would the thickness bee? (I did it again! )

CJ

_________________
Part of Tyrde-Browne Racing

This question was just asked not long ago, here was the answer.

http://www.aandatrans.com/Departments/C ... -Kits.aspx

Or you can just do a manual shift and stretch it out. Just know where you stop making hp and torque. Depending on cam and gearing you may just want it to short shift for you.

,Cliff

_________________
'72 4 dr Dart
'63 4 dr Dart

i just pull the lever to manual first if i want to hold rpm a little longer at the track.

_________________
1975 Plymouth Duster,225/6 2bbl. and duels, 904, 7 1/4
1986 Dodge Charger Shelby, 2.2 Turbo I, A525

I know I can spend $80 with shipping to buy a 727 governor.

Inside that little gizmo, there is a spring. Mine is Green. That means there is a color code for mopar springs somewhere out there, allowing for spring rate changes. Instead of paying eighty bucks for something that may or may not function correctly in my 904, I want to find a replacement spring.

Different question entirely.

CJ

_________________
Part of Tyrde-Browne Racing

You're welcome.

,Cliff

_________________
'72 4 dr Dart
'63 4 dr Dart

Your shift point is determined by the governer weight,line pressure,kick-down linkage adjustment,and the 1-2 and 2-3 shift springs in the valve body.60s-early 70s trans had lighter governer weights,sometimes the outer weight was lighter, sometimes,the inner.Bear in mind if you install a shift kit,it will raise your shift points by it's self.Even the mildest shift kit like the Trans-go TF-1 will raise the line pressure by 30%,and your shift point by about 15%

_________________
V8?? We don't need no stink'n V8!!

THE GOV BODY IS THE SAME DUDE. 727 & 904 are very similar. Good luck finding just the spring.

http://cgi.ebay.com/ebaymotors/Torquefl ... ccessories

,Cliff

Save the atitude next time...

_________________
'72 4 dr Dart
'63 4 dr Dart

I apologize. I've seen that link before, and we've talked about that part before.



No one has been able to tell me that the 5000 rpm governor they offer delivers 5000 rpm in the 904. I already have a shift kit, and have kitted up the 1-2 and 2-3 springs along with line pressure and TV pressure. That got me very little, as the governor is not very throttle-able.

I was going to chuck a governor outer weight up in my lathe and turn it down, but not knowing how much material to remove to reach a goal keeps me from doing so.

Have you run one of those governors in a slant? I'm simply not going to send that much dough out for something that may or may not solve the problem.

Hopefully that explains, though certainly doesn't excuse getting short with you. Once again, I'm sorry.

CJ

_________________
Part of Tyrde-Browne Racing

What's the relationship with the governor spring and weight?


I know stiffer springs for the 1-2 and 2-3 shift points in the valve body will raise the shift points.


So with the governor does stiffer spring = higher shift point or lower

Greater weight = lower shift point or higher?


If a stiffer spring is higher shift point, you could always shim it.....

_________________
Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

That is the way I understand it.

A shim would be a possibility. The other option is to take the spring and have the rate measured accurately, then replace it with a stronger spring rate.

The question would be how much shim would bring the shift point up, and/or what increase in spring rate would move the shift point how far? A shim will increase weight a small amount too. Is a linear approach to spring rate close enough?

CJ

_________________
Part of Tyrde-Browne Racing

Hey Ceej,

I looked around and found a few articles, yes they were for the 727, but you may be able to gather enough info to make a better comparison. If I were you I would call TF Patty and ask him. He is very helpful and would def lead you down the right track.

http://www.moparmusclemagazine.com/tech ... to_10.html

,Cliff

No harm no foul.

_________________
'72 4 dr Dart
'63 4 dr Dart

Dont know 904s for nothing......

But on GM govenors the springs can change your shift point. They are itty bitty things and not hard to find .

Try a trans shop.....try a machine shop spring collection.

_________________
Yeah....Im the one who destroyed this rare, vintage automobile.....

Had a nice visit with Doug Powers over at the Mueller/Slant Six HQ, Woodburn Drag Strip, Oregon!

Doug has been doing research. Two issues that have been a problem for some folks are; Governor weights/springs, and flaring on a manual 1-2 shift.

Governor weights: Doug weighed a bunch of them, and found some to be 13 grams lighter. Some come with a heavier rate spring, though he didn't have any numbers.

The ratio of the front lever on the slant is something like 2.9:1
Replacing it with a V8 lever, 3.x or 4.x:1, or a cummins turbo diesel 5:1 lever makes the front band apply and release quicker. If flaring is the problem, a delay in the front band apply where the engine speed bumps up slightly with a sluggish apply, increasing the ratio of the lever speeds things up.



Good info!

CJ

_________________
Part of Tyrde-Browne Racing

I am thinking a higher number lever, would increase the clamping force, but take longer to apply. I could be wrong, so don't take that as gospel.

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

I have used governers for $20 each. Most S/6 904s have 3.8 kickdown levers. Take note the dia. of the gov. weight was increased by 0.070 in the early 80s.

_________________
V8?? We don't need no stink'n V8!!