TBucket 200-4R Transmission Project

that's the pic i need Rick....front view , you in the seat with helment and goggles , both hands on steering wheel!
I gotta have a helmet on or will my usual ball cap work?

Sorry I forgot about the pic you wanted!

What the hell are you up to now ???
 
I removed the two MMC springs (10.0 lbs/in) and replaced them with .....

Setup #3
Primary Spring: Stock OEM Spring
Secondary Spring: McMaster-Carr 5.6 lbs/in, PN: MS24585-1086

Still no joy, it shifted very similar to setup #2 with the two MMC 10 lbs/in springs shown
above and below. The two springs outside the governor in the pic below.

FP03_GovSetup_#2_#3_02774.jpg

I am in the process of installing the stock original governor now that's been in the car for
several years now. I need to prepare for the NTBA Nationals in Tennessee.

Since I'm pulling the transmission pan so many times, I went ahead and bought a gasket
from Lube Locker. I've used this type of gasket on my Navigator and tightening the pan
against this gasket is easy and not critical about how tight you make it. When the pan
compresses the rubber until it meets the steel, then you can't really compress the gasket
any further. So it keeps you from over tightening the gasket.

They make gaskets for many of the popular differentials and transmissions pans.

https://www.lubelocker.com/

upload_2021-5-22_17-32-4.png
 
As I look at that picture of your governor, I have to ask, why isn't the stiffer spring on the heavy weight side? Or does it not make a difference?
 
I have to ask, why isn't the stiffer spring on the heavy weight side? Or does it not make a difference?

The heavier Primary weight controls the part throttle shifts and the lighter Secondary weight controls
the WOT shifts. At this point I'm just experimenting to see how spring force effects the trans shift timing.

I colorized the Primary weight and Check Ball (CB) in the graphic below. As you can see the Primary
weight is opposite of the Primary CB and tries to keep the CB from lifting off it's seat the faster the
governor spins. It's when the CB keeps the passage closed that the shift would occur. It's probably more
complicated than that, but at least that's when the governor is satisfied to make an upshift.

FP4_GovernorDrawing_01.jpg
 
Thanks Rick. From what I have read, the 200-4R governors are a real PITA to get right. Lots of trial and error and people usually give up at some point calling it good enough.

Would it be possible to chuck it up in a variable speed drill press to get an idea of how your changes will work before tearing into the transmission each time?

I saw posts about grinding the weights, nylon (lightweight) screws, and a few other tricks.
 
It's not a race car so I'm only looking for pretty good. It can definitely get to be a big project. The governor
is going to raise or lower all shifts which may not be perfect for every gear change. So at some point you
would have to go into the valve body and start playing with spring forces for each gear. For example the
1-2 shift may be 400 rpm too low, but the 3-4 shift is 200 rpm too high, this can't be corrected with the
governor. I'm not looking to go there at this time.
 
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