Ive been looking at 2 kits, having trouble deciding.
Baumann kit with the line pressure boost spring/valve. About $100 plus shipping
The SilverFox valve body stage 1,:burnout: It looks like a very nice unit. He is local and I could pickup there and save on shipping. It is $190 shipped.
So, price is about a wash, but with silverfox, I get a whole new VB, not just the shift kit.
Any advice or input is appreciated.:hick:
Mike
I've heard the silverfox is some good stuff, plus that's a good deal for not having to modify the VB yourself. I've heard the Baumann is a good kit also. I installed the Transgo HP in my AOD, and really like it so far. I didn't install the HI-rev kit, but wish I would have, my shift points are still stock 4500ish.
Its all in if you think you can modify the valve body yourself. Couple of very small parts you need to not lose and make sure you re-install them where they were, and being able to drill a very small hole in a specific location within probably 1/16" accuracy (the valve body ports are about 1/8" wide). Its not too bad, I know it didnt take me quite as long as the manual predicts, the biggest thing I spent time on was checking and checking and rechecking that I did what I was told correctly and where I was told to do it.
You can also increase your shift points to an extent, without the governor kit. I cant speak for the Transgo but the Baumann gives you a lot of options.
That all being said, in YOUR case I might go with silver foxs VB seeing as hes done it, done it right, it IS a good unit, and its close by. Just unbolt the like 25 or so bolts that hold the VB in, new one in, done.
I think you guys are right, Ill go with the Silverfox piece.
I am running the transgo kit and I love it, she shifts like a manual without using the clutch lol
Is it very hard to change out the OD servo? Any special tools?
Hy
I didn´t want to do new thread but if I want complete AOD tranny then what company would you suggest ? Whats best or better TCI , PA or you say it. For so long I have always tought TCI is good.
Thanks anyway!
You have to remove the VB to get to the OD servo. OD servo removal isn't difficult, but I would suggest getting the a trans servo compressor to make removal and installation easier. The spring under the servo has a lot force on it and could possibly hurt you once the snap ring is removed.
Mine, I still have it.http://www.foxtbirdcougarforums.com/showthread.php?t=19763
I heard good things about silverfox's stuff. He joined here awhile ago, I don't see him come on much.
Do either of those kits address the tailshaft governor at all?
Im not sure on that. I didnt see either mention anything about it. Silverfox mentions a governor valve????
What does it do? What would you recommend? Something to clean, or buy new from Ford, or aftermarket?
I did some searching and found this on lincolnsonline:
Tranny doesn't know when to shift: If your AOD doesn't shift down or shifts erratically, then your governor is suspect. This is what my tranny was doing also telling me to rebuild. The governor is what tells the stock VB when to shift. I found my governor stuck - not moving at all. This would be why the tranny wanted 3rd gear for take off - it was stuck at 50mph. It also conflicted with VB pressures, making it HUNT for gears. The governor is easy to fix, but getting there is another story. It does require you to drop the driveline and exhaust from the primary collectors. Once this is done you are half way there. Six more bolts and pop goes the tail shaft where you will find only the governor and speedo gear - nothing else!!
There are two ways to do the governor: the complete way is to take the whole governor off the tail shaft, including the counterweight. If you do this the governor is held on by a snap ring, before you pull it rotate the tranny so the governor bolts are pointed DOWN. Unsnap, pull governor back. The governor is held in rotation by a ball bearing. This ball is OPPOSITE of the bolts, on the side with the counterweight, so it is hiding up in a little hole that is now facing up - reach up there and pop it out. And when you reinstall the governor make sure you line up the 2 feed holes, don't get it backwards. The governor is not "tight" fitting, it has slop - don't worry. If you wish not to mess with the ball bearing and snap ring, just unbolt the governor assembly (2 10mm). If you do this - make sure you know which way it faces when you reinstall - I believe the FORD P/N# goes towards the tranny.
I got this from SilverFox's site
The SPT-1 is the original Silverfox valve body. It is the first step to solving the annoying AOD shift overlap, early shiznit points, and sloppy or erratic shift firmness levels. The SPT-1 has been a huge success. Every valve body is custom modified using our own parts – no off the shelf kits. Each valve body is modified to increase line pressure and provide full time torque converter charge with constant cooler flow and lubrication. Each unit includes several new or modified spring assemblies and custom separator plate modifications.
These modifications increased wide open throttle and part throttle shift points in ALL gears – with additional custom modifications to help push 2nd gear to a healthy RPM (unlike many other kits or stock applications). Shift overlap and flare is eliminated and shift firmness is tailored to your desire. As a standard baseline, the SPT-1 is adjusted for a 5,800 RPM shift in all gears at wide open throttle, and retains the stock shift pattern.
WOTS System - The newest addition to the valve body allows complete user control of the wide open throttle shift point. Simply drop the pan and turn a screw! This modification is 27 years too late!!!!!! It allows you to customize your own wide open throttle shift point within an 800 RPM variance.
STAGES:
- SPT-0: Slight Improvement over stock shift feel with all of the additional modifications
-SPT-1: Firm light shifts with increasing firmness with throttle (typical stage for most stock/street applications)
-SPT-2: Very firm shifts with possible traction loss (firmest stage suggested for lockup converters on stock shafts)
-SPT-3: Consistently firm shifts through throttle range with traction loss (non-lock converters or hardened shafts)
-SPT-4: Consistently firm shifts through throttle range with traction loss (one-piece input shaft only)
Let us know some specs and how you plan on using the vehicle, and we will gladly suggest the proper calibration.
The SPT-1 can support applications up to 500hp.
Each valve body is also boxed with a new 2/3 accumulator valve and a new governor valve. The valve is critical for correcting gear ratio effects on shift points, and is a perfect combination for those running 3.73 gears or deeper! The SPT-1 is the single best thing that you can do for your AOD. Just ask my customers, they agree. It will bring a whole new life to your car.
Here's the servo compressor I used. It made the job much easier....
http://www.etoolcart.com/aodeservopistoncompressor.aspx
I would jump all over the silverfox stuff if your gonna upgrade and spin the motor above 6500RMPM at all. I had plans to rebuild another motor with a 362ci stroker and spin it to about 8200RPM.