I'm gathering some governor cores now for my winter project: trying to duplicate the 5300 rpm governor for different cars from whatever core I'm working with . I've got a couple volunteers with 70 and 71 GS455's to test for me, and I'll post the builds and results as they are available...thanks to Dave Butts for all his support and advice back in 2016, it worked and I hope this video is good enough to watch the tach sweep, the governor I built in this thread is spot on...
I am wondering the procedure to get the "nose weight" on the weights? I have done a few trans baths fooling with the 2004r and in case you didn't know the gov is In the pan so getting it right quickly avoids repeated trans fluid baths. I bought a gram scale off the eBay and used it to weigh the weights and get some "weight" figures with the spring compressed on to the scale to the installed height. Lots of fun and I tried to take good notes.
to get the nose weight, place the weight on the axle off to the side of the scale. Suspend the axle between two boxy objects, roughly equal to or slightly higher than the scale surface. let the nose of the weight hang over and rest on the scale to weigh...youre not weighing the whole weight, just the mass that swings on the axle. Does that make sense? Love to see your notes on your findings, trying to get a handle on the differences/similarities of GM performance governors vs. regular low performance passenger car governors. Very interested in outer weight configurations and weights, specifically if you know what it came out of...
Ok - 4 quick questions for anyone who wants to chime in: Is the governor is working against straight modulator line pressure, or additionally variable spring pressure of 1-2 and 2-3 shift valves? I can understand line PSI, but trying to get my head wrapped around any other valve body related variables Is the flyweight and spring effect is cumulative? Meaning (theoretically) a #4 and a #6 weight = 2 # 5's ? One red spring and one yellow spring = 2 orange springs? they all act together cumulatively to resist the pressure exerted on the governor pressure valve, so that force is only as strong as the last thing to give way, right? Do the outer weights have any part in calibration other than that the spring pressure pushes against them? They don't seem to have any function other than locating the inner weights and springs. Hell, I cant even understand why they swing at all? Do you believe that the spring pressure is responsible for the RPM difference from the “other shift” be it either the 1-2 or the 2-3 Thanks, and have a great thanksgiving..
Rhett, you should E Mail Mark DeConti. I think he could answer some of this. He doesn't come here often, so he probably will never see this. DCM422@aol.com I e mailed him a link to this thread. Heard back from Mark, he currently has no internet where he is. Said he'd look in when he could.
Just put in a governor supplied by Bowtie overdrives. You can see the modification of both sides in the pictures.
