PTS Shift Kit, 2-3 Bind-Up.

[jakeshoe]

Anybody else have this problem?

Fresh 200-4R, Superior Servo, Alto reds in the direct, has a definite bind up on the 2-3 at part throttle.
Finally got all my good parts back from the trans involved in the accident over a year ago...

You can actually hear the engine lug and then it hits into 3rd.

 

[blackplague]

You are either going to need to

add a stiffer intermediate servo return spring or open up the band release hole from .110 to .120 to .125.

 

[jakeshoe]

Mike,
I figured this kit would be a little better scienced out...

As bad as it binds up I'm guessing it will need the BR hole opened up, I don't think a spring will fix it...

Why so big on the BR hole though? Usually they go to .110 anyway.. Any bigger and they get a flare IME...

 

[blackplague]

There is noting wrong with the kit.

The only problem with going with the spring is that whatever you add on the spring side is going to soften up the 1-2.

You may want to try .116-.118 to start on the BR hole. My first thought of .120 -.125 may have been a little on the large side {sorry about that}

The superior servo is real big on the apply side and can cause a momentary tie {timing issue} if the directs and the band are on the tight side.

Before you start drilling any holes, Try putting the 694 {gn servo} back in and see how it works with that servo.

 

[jakeshoe]

Yep.
I retained the cushion spring on the Superior servo, so the 1-2 is not brutal anyway.

Oh well.
I'll mess with it later this week. Ruined the hood on the car yesterday when it shifted from 1-2 at 6800 rpm and threw the belts... Dammit.

Thanks again.

 

[blackplague]

did you retain the 2-3 accum spring also? Re-read my last post, i edited a few things.

 

[jakeshoe]

Yep,
I retained the 2-3 accum spring too.

That is a good idea. I may try the Gn servo before i dig into it.

 

[77 cruiser]

Jake did you leave the ck ball in or block it?
I ended up putting the ck ball back in & drilling the BR to at least .125, might even be bigger than that.
I'm using the 200 servo from Chris, 112 cover I think.


Jim

 

[WE4]

It could be...

The direct clutches are too tight and servo too tight. This trans relies on 2nd gear band coming off and clutches applying. If the clutches apply BEFORE the band releases, a bind will occur. The "shift kit" is designed to work within the specs of the trans. Like the other gentlemen said, it is NOT the kit. You can install a stiffer 1-2 servo spring to speed up release. That would be one way. Also ,ck clearence in the direct clutch.

Sorry bout your hood, that has to suck.

It never ends........ does it?


Been there, done that.

If you need more assistance, give a shout and we will try to come up with exactly what is going on.
Not a problem...

Bruce
WE4

 

[jakeshoe]

The directs are definitely not too tight.
Alto reds with stock steels with .060" clearance. Wider than your ideal spec but I stay at about .010 per friction.

Servo has about .060" play at the cover when compressed. It COULD be somewhat tight as I have the cushion spring in place, so some of my clearance could be spring compressing. I may pull it and grind ~.020 off the pin and see what happens.

So specs should be about right.

The bind up feels like the directs are coming on COMPLETELY then the band snaps loose. It is only really obvious at part throttle. At heavy throttle it is a VERY firm shift but happens fast enough that the bind up is either hidden or the timing is better with throttle.

 

[monte11sec]

bind up clarification

Jakeshoe,

I have an Art Carr TH2004R with manual shift valve body that has a similar problem. The easiest way to describe what is happening is to have the back wheels off of the ground and then slowly go through the gears. Once I try upshifting from 2-3 or downshifting from 3-2, the rear wheels suddenly slow down for a brief second and then everything is normal. While driving the car, the problem is definitely more noticeable at mild throttle applications and cannot be detected at all while at WOT.

Does this sound like the problem you are having?

I have been told to pull off the billet servo cover and check to see if there are 2 spacer washers between the a steel spacer and the servo piston. If there aren't, then I have been told that this can cause the problem that I am seeing (due to excessive band clearance).

Does this sound like a possible solution to the problem?

Other than this problem, the transmission works perfectly.

 

[jakeshoe]

monte,
yes same problem.

The spacers are used to take up band clearance. I actually set band clearance by measuring the movement of the cover.

many times you will assemble one and the band will be too loose, and youneed the spacers to keep the clearance within spec. However, if it is too tight it COULD cause the problem specified, but not too loose...

I'm gonna try to take ~.020 off the pin this weekend, because some of my movement could be the cushion spring, sicne I retained it.

Then if that doesn't fix it, I will drill the band release hole a few thou bigger.

I probably need to drop the pan to make the governor heavier now anyway.

The BRF valve body I used with this gov last time was shifting at 5500, the BQ I am using now is shifting at over 6000.

 

[monte11sec]

Jakeshoe,

Thanks for your reply. I have been searching all over trying to find somebody that has had this problem as well. I will let you know what I find once I look into the problem.