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Old 01-02-2001, 11:33 PM
mshelly mshelly is offline
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Join Date: Oct 2000
Location: Mountain View, CA USA
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Question

What expected effect does changing gear ratios have on AT shifting points?

Can I expect reasonably driveable results changing from say 3.55 to 3.91s?

Using 3.91s I have dalayed up-shifts and hardly any part-throttle kick down. I cannot furthur adjust the kick-down linkage without limiting WOT.

Using the linkage adjustment procedure in the factory manual, I find the verticle link hitting the exhaust manifold in one of the steps.

The carb is an AVS style Edelbrock with the throttle adapter they recommend for Chryslers. The linkage appears to be origional.

Are there slight variations of this linkage assembly for year/body style or are they just BB or SB?

I also just received one of the Paddocks repro kick-down assemblies. Is it worth trying out?
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Old 01-03-2001, 02:55 AM
Dragracerr Dragracerr is offline
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MShelly
It may be worthwhile to look at changing the govenor springs. This is the part I usually discard and therefor I'm not certain this is the culprit. But on OEM applications using an automatic upshift with or without a shift kit, it is my belief the govenor works hand in hand with the throttle valve(aka kickdown), the govenor is rpm activated and is probably sensing higher vehicle speed due to the outputshaft spining faster with the increased gear reduction. Holding moderate pressure on the throttle with this shaft speed may have the trany fooled into thinking the engine is at a higher load demand. I would check with a torque flite expert on this before proceeding or you could possibly check for a part number difference on the govenor springs between a 3:55 to 3:91 vehicle application.
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