Much thanks to everyone for tips on how to get my carb and timing adjusted. Now for more fine tuning.


I've got a Super Six set up on a 71 D100 w/ a 727 transmission. When adjusting the kick down linkage, I can get it to where it's not quite disengaging the lever on the transmission, but then at WOT, the transmission lever is not pushed back all of the way.

To get the transmission lever pushed back all the way, I'd have to adjust it so it isn't at its full travel when the throttle is closed.

Seems to be a relational thing that I just can't get around. Any suggestions? Would a Lokar kit be able to fix this?

Thanks,

Joe

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Joe Hoppe

71 D100 225 Super Six 727 AT on 2008 Crown Vic CopCar frame

64 Valiant Wagon 225 904 AT 3:23 8.75"

Adjust until the trans lever just hits the stop @ WOT. Back off adjustment (shorten rod) until shift points (RPM) are as desired. Don't worry about start position of trans lever.

D/W

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If it ain't broke, fix it!

Thanks, Dennis. My pick-up's pick-up seems a little better now. Out of curiosity, how does that linkage work? Does it make anything slip when it's full forward, or does it just "downshift" when it hits its back stop.

Thankful for the expertise available on this site,

Joe

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Joe Hoppe

71 D100 225 Super Six 727 AT on 2008 Crown Vic CopCar frame

64 Valiant Wagon 225 904 AT 3:23 8.75"

The throttle pressure ("kickdown rod"), which is a valve connected to your carb through the linkage in question, along with the governor (RPM) which is another valve inside the tailshaft housing on the output shaft, affect when the transmission shifts, and how firmly by acting on the shift valves. Yes, the trans can slip if the shifts are too mushy for a given RPM (insufficient throttle pressure). The lever also "kicks down" the trans at a certain point in its travel, depending on the year of your transmission, it may be at part throttle or near WOT.

D/W

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If it ain't broke, fix it!

The shifting of an auto trans is controlled by spring loaded valves and fluid pressure.
When the pressure get high enough to overcome the spring, the valve moves and fluid pressure is cut-off and redirected to the next clutch pack or band needed to apply the next gear.

Both the govenor and throttle pressure valves (really they act like a "regulator") are adding or reducing pressure to help control the shift points.

The govenor changes pressure based on output shaft speed. Throttle pressure changes pressure based on the position of the throttle or the load requirements of the engine.

The way the pressures all interact is pretty complex so if you need to change the shift points more then what the throttle pressure adjustment will provide, it is best to buy a shift kit and install that.
DD

...or install lighter governor weights... Thanks for expounding, by the way.

D/W

_________________

If it ain't broke, fix it!

Adjust for the lever to be all the way back at WOT. If the wot upshifts are too high back off the adjustment until it's where you want it.

The partial throttle problem you are inquiring about can be resolved by using a return spring to push the linkage against the throttle all the way to idle.

I think there's an echo in here
I think there's an echo in here

D/W
D/W

P. S. - Good point on the return spring for the KD linkage...

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If it ain't broke, fix it!