Can't tell you how much we appreciate your time sharing this information and your experience and expertise with us. Also, your humor and banter make it quite enjoyable. I am probably right around the same age as you and may be why it resonates with me so much. lol. Thanks again Jay.
Fantastic Jay! I had some questions that you actually answered in this Video. I studied that book for a couple months, but it still was not quite clear, and man you made it VERY clear now. Explains to me a bit more why you can setup the VB in more ways than one. Softened up my new, 3000 rpm HARD shifting C6 super street fighter, to a softer 1-2 shift and firm 2-3 shifting 1800 rpm with some modulator rod shortening, unblocked the cut back valve, and changed the Boost valve spring from Orange to Blue. So much better for a stock inline 6 300 Ford Fuel Injection with peak torque around 2000 rpm's. Amazing how you can "Tune" a valve body down, and still have enough line pressure, to keep the clutches/frictions from burning up. When I build the 351 W for the truck in a few years, I will re tune the valve body for 3,000 rpm shift points, and have you build me a high stall 500+ HP converter. Thank YOU Jay for sharing your Knowledge!! Pieter
Jay, I really appreciate you taking the time to make these informative videos. New fan and supporter since the Speed bastards issue. 🇺🇸 Sharky, Branson, Mo.
I just finished up rebuilding a 97 e40d with the transgo tugger kit. I had a few questions so I called the transgo tech support. You are 100% correct about just installing parts and doing what they say. It's as if they don't want to release any information about the theory behind the kit. The info your supplying is almost none existent on any platform. Thank-you for educating us because most will not.
Your welcome. The funny thing about Transgo is when I had joined their tech program 20 years ago they would preach a builder should not be expected to do a modification they do not understand. Fast forward today it's just shut up and install it.
This is great. Still super complex but really helpful. Thank you so much. I think I recall from another video that you're out of Texas, but you sound like a Mainer to me. A good thing!!! Thanks.
"Certified Lunatic"! Ha! One transmission builder I heard about used to unstick governors in Ford pick ups by getting on the road to about 40 mph, then trying to engage Park. The vibrations were supposed to jar any crud in the governor valves loose. This would also jar dentures loose if you had them, per the apprentice of this builder. The apprentice later on became a builder, but said he won't in a million years try the throw it into Park "solution" for stuck governors. ;) This video you did help explain how the C-6 kit works helped me, I was unfamiliar with the details of it. And, valve body kits can be puzzling, when there are multiple makers of them. Like the GM 200-4R has/had (in no particular order) kits from B&M, TransGo, Art Carr, TCI, CK Performance, PTS Extreme, Superior, and KenneBell. So, which one is the best, and for what application?
That governor trick I have heard works but I don't recommend it. I have seen lots of damaged cases and parking gears from things like this. I like your shift kit comparison idea.
Thanks for the information even though I'm working on a c4 wish I could get my hands on one of them books with the color diaphragm in the valve body show in the path of everything appreciate all the information
Jay , Should that ball be removed when using a : Superior R Code servo ,Heavy Spring an E code apply lever Sonnax boost valve, , And no hole enlargement in the plate?? And lets say for instance that the unit already had an increase in line pressure for a 1-2 shift improvement... somewhere else in the valvebody.. But nothing ever done in the valve body to firm up the 2-3 shift? Im sincerely curious about this. 77 C6 case detent valvebody/later style Im the guy thats been trying to figure out the hard downshift between 3-2 , bind , burned up the band once after many 3-2 full throttle downshifts... Tires chirp when coming to a fast stop. But never chirping/binding when ive already selected 2cnd when stopping. This video peaked my interests in solving the problem. And i know, Probably very hard to answer online here without this C6 unit in your hands. Also i have taken your advice and watched your C6 and C4 Servo videos and will be checking mine. Thank you .
Only reason to remove the ball would be to create a more firm 2-3 shift. Sometimes it works better than say a .100 hole roughly because you may get less tie up on the 2-3 upshift because it will fill faster. There is always a happy medium.
Can't tell you how much we appreciate your time sharing this information and your experience and expertise with us. Also, your humor and banter make it quite enjoyable. I am probably right around the same age as you and may be why it resonates with me so much. lol. Thanks again Jay.
I appreciate that! Thanks for watching and commenting.
Fantastic Jay! I had some questions that you actually answered in this Video. I studied that book for a couple months, but it still was not quite clear, and man you made it VERY clear now. Explains to me a bit more why you can setup the VB in more ways than one. Softened up my new, 3000 rpm HARD shifting C6 super street fighter, to a softer 1-2 shift and firm 2-3 shifting 1800 rpm with some modulator rod shortening, unblocked the cut back valve, and changed the Boost valve spring from Orange to Blue. So much better for a stock inline 6 300 Ford Fuel Injection with peak torque around 2000 rpm's. Amazing how you can "Tune" a valve body down, and still have enough line pressure, to keep the clutches/frictions from burning up. When I build the 351 W for the truck in a few years, I will re tune the valve body for 3,000 rpm shift points, and have you build me a high stall 500+ HP converter. Thank YOU Jay for sharing your Knowledge!! Pieter
Awesome. I'm glad it helped.
One of the best videos ever!
Thank you. I'm glad it helped
Jay,
I really appreciate you taking the time to make these informative videos.
New fan and supporter since the Speed bastards issue. 🇺🇸
Sharky, Branson, Mo.
Thank you for your support. Welcome to the channel.
I just finished up rebuilding a 97 e40d with the transgo tugger kit. I had a few questions so I called the transgo tech support. You are 100% correct about just installing parts and doing what they say. It's as if they don't want to release any information about the theory behind the kit. The info your supplying is almost none existent on any platform. Thank-you for educating us because most will not.
Your welcome. The funny thing about Transgo is when I had joined their tech program 20 years ago they would preach a builder should not be expected to do a modification they do not understand. Fast forward today it's just shut up and install it.
This is great. Still super complex but really helpful. Thank you so much. I think I recall from another video that you're out of Texas, but you sound like a Mainer to me. A good thing!!! Thanks.
Im glad it helped. Im from Massachusetts originally.
Good explanation , I studied all the different kits back in the 90's to figure what they were doing :)
Thank you. I was obsessed with those kits when I was a young man. I wish I had known me now back then to shed some light on it.
Thanks for all the information! I put one of your valve body kits in my 84 bronco. Went with the "work truck" calibration, and it has been great.
We appreciate the business and the feedback
"Certified Lunatic"! Ha! One transmission builder I heard about used to unstick governors in Ford pick ups by getting on the road to about 40 mph, then trying to engage Park. The vibrations were supposed to jar any crud in the governor valves loose. This would also jar dentures loose if you had them, per the apprentice of this builder. The apprentice later on became a builder, but said he won't in a million years try the throw it into Park "solution" for stuck governors. ;)
This video you did help explain how the C-6 kit works helped me, I was unfamiliar with the details of it.
And, valve body kits can be puzzling, when there are multiple makers of them. Like the GM 200-4R has/had (in no particular order) kits from B&M, TransGo, Art Carr, TCI, CK Performance, PTS Extreme, Superior, and KenneBell. So, which one is the best, and for what application?
That governor trick I have heard works but I don't recommend it. I have seen lots of damaged cases and parking gears from things like this. I like your shift kit comparison idea.
@@BroaderPerformance I would not try that governor unstick trick, either!
Great Video Jay!! I have not found a video explaining exactly how a shift kit actually works either.
Awesome!!
Glad it helped!
Thanks for the information even though I'm working on a c4 wish I could get my hands on one of them books with the color diaphragm in the valve body show in the path of everything appreciate all the information
Try a Hemmings magazine that has ads for people who sell antique auto literature.
Excellent video
Jay ,
Should that ball be removed when using a :
Superior R Code servo ,Heavy Spring an E code apply lever Sonnax boost valve, ,
And no hole enlargement in the plate??
And lets say for instance that the unit already had an increase in line pressure for a 1-2 shift improvement... somewhere else in the valvebody..
But nothing ever done in the valve body to firm up the 2-3 shift?
Im sincerely curious about this.
77 C6 case detent valvebody/later style
Im the guy thats been trying to figure out the hard downshift between 3-2 , bind , burned up the band once after many 3-2 full throttle downshifts...
Tires chirp when coming to a fast stop.
But never chirping/binding when ive already selected 2cnd when stopping.
This video peaked my interests in solving the problem.
And i know,
Probably very hard to answer online here without this C6 unit in your hands.
Also i have taken your advice and watched your C6 and C4 Servo videos and will be checking mine.
Thank you .
Only reason to remove the ball would be to create a more firm 2-3 shift. Sometimes it works better than say a .100 hole roughly because you may get less tie up on the 2-3 upshift because it will fill faster. There is always a happy medium.
😎