Finally got a TransGo hi-performance shift kit put in the Volvo (wagon w/5.0 & AOD) on Monday and am still evaluating how satisfied I am with it. Also have some Q's about its daily-driving operation. Some background first:
3 weeks ago I took the car out to Doug Lewis of Ford Performance Specialists in Douglasville (770-949-7191, about 30 min west of ATL) for a look over and to plan the TG kit/cooler install and made an appt. for them to do it 8/30. I supplied the TG kit, 'A' servo, TFS alum pan and trans cooler and dropped off the car 8:30 Monday morning.
Long story -> short, they finished up the install right at 7pm except for the hi-speed governor and, having gotten a ride back to pick up the car, I roared back into town to help put the kids to bed.
Wagon has live axle with 3.73 diff, and I can only assume that the shop set the kit up with full race parameters rather than just HD. Car holds gear at WOT to about 4900 rpm and has short 1-2, 2-3 shifts with not quite so short/firm 3-4. 3-4 is improved but not as tight as 1-2/2-3. Can chirp tires easily 1-2, not usually seen with a Volvo wagon.
Car also holds gears longer around town cruising and downshifts sooner/more effectively, so I'm pretty stoked but for one area of concern that I ask your input on: b/c the shop was pressed for time getting the job done, they did NOT install the hi-speed governor in the trans tailshaft. Shop owner said that its only purpose is to extend rpm at WOT another 100-200, so I'm not missing anything really. The TG techline told me basically the same thing so I'm not too bummed. STILL, I remember something about the governor helping with tailshaft lubrication and wonder how it would help (if at all) with shifting under normal driving situations.
Volvo wagon will see only mild to aggressive street driving, maybe someday make it the track. BUT having spent the $$ to this point I'd hate to leave out part of the upgrade, especially if it helps sort out shifting from 3rd to 4th a bit. Even after the TG valve body install, car shifts into 4th routinely at ~45mph and I'm likely to start driving in 'D' and save 'OD' for the highway.
Can someone explain how the governor factors in the installation for me? I have heard that it is an essential part of the TG upgrade but need to know more as to why. I know that the governor actuates a valve for OD using centrifugal/centripetal force of two weights hooked up with the output shaft and that it and the TV cable determine when OD is engaged. THAT is the sum total of my understanding and i need more info/advice. I'm worried that I'll have to fork out more $$ just to get the final piece of the upgrade done, even though to me the governor should be packaged with the valve body modifications as it is .
Any feedback is welcome. I need to learn more to decide whether to insist on the gov install or just save my $$. Thanks in advance. Also posted this message on corral.net; hope it doesn't seem I'm plaguing the net with pleas...
3 weeks ago I took the car out to Doug Lewis of Ford Performance Specialists in Douglasville (770-949-7191, about 30 min west of ATL) for a look over and to plan the TG kit/cooler install and made an appt. for them to do it 8/30. I supplied the TG kit, 'A' servo, TFS alum pan and trans cooler and dropped off the car 8:30 Monday morning.
Long story -> short, they finished up the install right at 7pm except for the hi-speed governor and, having gotten a ride back to pick up the car, I roared back into town to help put the kids to bed.
Wagon has live axle with 3.73 diff, and I can only assume that the shop set the kit up with full race parameters rather than just HD. Car holds gear at WOT to about 4900 rpm and has short 1-2, 2-3 shifts with not quite so short/firm 3-4. 3-4 is improved but not as tight as 1-2/2-3. Can chirp tires easily 1-2, not usually seen with a Volvo wagon.
Car also holds gears longer around town cruising and downshifts sooner/more effectively, so I'm pretty stoked but for one area of concern that I ask your input on: b/c the shop was pressed for time getting the job done, they did NOT install the hi-speed governor in the trans tailshaft. Shop owner said that its only purpose is to extend rpm at WOT another 100-200, so I'm not missing anything really. The TG techline told me basically the same thing so I'm not too bummed. STILL, I remember something about the governor helping with tailshaft lubrication and wonder how it would help (if at all) with shifting under normal driving situations.
Volvo wagon will see only mild to aggressive street driving, maybe someday make it the track. BUT having spent the $$ to this point I'd hate to leave out part of the upgrade, especially if it helps sort out shifting from 3rd to 4th a bit. Even after the TG valve body install, car shifts into 4th routinely at ~45mph and I'm likely to start driving in 'D' and save 'OD' for the highway.
Can someone explain how the governor factors in the installation for me? I have heard that it is an essential part of the TG upgrade but need to know more as to why. I know that the governor actuates a valve for OD using centrifugal/centripetal force of two weights hooked up with the output shaft and that it and the TV cable determine when OD is engaged. THAT is the sum total of my understanding and i need more info/advice. I'm worried that I'll have to fork out more $$ just to get the final piece of the upgrade done, even though to me the governor should be packaged with the valve body modifications as it is .
Any feedback is welcome. I need to learn more to decide whether to insist on the gov install or just save my $$. Thanks in advance. Also posted this message on corral.net; hope it doesn't seem I'm plaguing the net with pleas...
