Do these readings look OK???

[JR1964]

I rebuilt this 2004r using Chris' manual, just installed into my '64 Chevelle, using BTO's TV made EZ cable kit.

Gauge fluctuates about 20psi so I noted the mid point,
(i.e. fluct. btwn 80-100psi, noted at 90psi)


------------ Min T.V. -------- Max T.V.
1000rpm

Park ...............90...................215
Rev ..............130...................275
Neu ................90..................215
D4 ..................90..................215
D3 ..................90..................215
D2 ................170..................215
D1 ................150..................200


1500rpm

Park .................90.................220
Rev .................130................250-major fluct. 230-270psi
Neu .................90.................215
D4 ...................90.................215
D3 ...................90.................215
D2 .................185.................215
D1 .................160.................200


I'm concerned with D1 and D2, pressures seem off compared
to other's recommended #'s and what's in Chris K's manual.

Tranny shifts through all gears including D4 lockup.

1-2 shift is soft/lazy though it's not slipping.

Any input would be great, thanks

___________________
Jim

 

[77 cruiser]

Press. looks good weird about the 1st gear press. could hve a bit of a leak in that circuit I suppose.
Soft 1-2. How big of a servo do they use?
Put the guage on it & drive it & see what the pressures do.

 

[JR1964]

Tranny is an '84 BGN 'BQ' code with same valve body.

Servo was changed to '87 BGN, 694/692.

I'll monitor/note pressures while driving.

Anything specific to watch for?

___________________
Jim

 

[77 cruiser]

Watch & see how much the press. drops on the shifts & if the press. stays up on accel. & high rpm.
The press. on the shifts should just be a blip on the guage then come back.

Depending on how much power you have you may want to go to a bigger servo too.

 

[chris718]

many early designs needed increased boost pressure in reverse and manual ranges,and as such all subsequent designs followed this trend of engineering.i dont feel boost higher than what we have in d is needed for lo 1 and 2 but is for reverse because the output shaft is turning opposite the engines direction of rotation,making it harder to produce a reverse movement ,as well as the fact that the trans and final drive is now pulling rather than pushing.there seems to be a problem with your manual lo /reverse boost circuit or signal oil pipe however and whether the boost is needed or not a leak will hurt operation.usually a manual 1/2 shift will be sloppy if there is a problem with the int/reverse boost circuit but not always.