Jason72

Yes it’s sad. Disgusting actually

Not sure if everyone heard about the 3 slain officers and 2 critically injured yesterday in York County. My daughter is an officer at this department and fortunately is ok. It really hit close to home. Any help will be greatly appreciated. Please pass it along. https://gofund.me/e5a3bb134

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Gave her a bath. Ready to reapply the rubber to the quarters….

Check the distributor for the noise, it rotates. Vacuum leak at the base of the carburetor. also, I’ve had great success locating noises with one of them stethoscopes https://a.co/d/eS0t4tT the funnel looking part is used to pick up noises like you have

The last video it gets pretty loud when you hold the camera at the front of the carb. Possibly a vacuum leak? did you check the distributor?

I do not recall the pressure for tuned port.

Flow of the tbi heads nothing worth talking about. If you look down the runners, you will see the casting has, let’s call it a “swirl generator “ in it that takes up a tone of space and is a huge obstruction as far as airflow goes. the tbi unit is only rated at ~500 cfm. You have them big injectors hanging in the way. as far as fuel delivery, you can switch over to a carburetor and keep the stock tank and pump. Just put a fuel pressure regulator before the carb. The tbi system only uses 15 psi or so if I recall correctly (the pump can generate around 45psi) . The steel lines can be rebent or replaced or spliced the same way you do brake lines with the exception the ends that connect to the fuel filter. Also, not all of the tbi engines have the hole drilled for a fuel pump push rod but that shouldn’t matter if you use the in tank pump. if you keep the tbi heads, the center bolts on each side are at a different angle than the classic small block so you need an intake for tbi heads. these engines were the first to be injected and meet emissions. They were meant to be fuel efficient and produce torque. And they failed at both lol.

The electric only version did as cbolt stated. As soon as the transmission shifted into 4th gear, the converter would lock up. It was a simple power into the switch that closed to send power to the lock up solenoid when it picked up 4th gear pressure in the valve body. Many people would put a switch in the circuit so they could manually lock the converter

I ve massaged mine with an air hammer. Many of the aftermarket pumps don’t fit…

I “built” my 8.2. axles, carrier, c clip eliminators and gears, I could have bought a moser muscle pack and been done…

Dtret got it. drill the heads. use the head gasket as a template. if you ever decide to use the heads on a block without steam holes, just slap them on. No problem

https://www.tciauto.com/speedometer-gear-calculator speedo gears

IMHO, the 700r4 is not the best choice if it’s just a stock rebuild. If the transmission shop knows what they are doing it can be done. Your driving style at your power level will have a huge impact on this as well. You could always go with a well built 200r4. They can be built much stronger and are much better than the 700 as far as gears for the speedometer, I’ll look in my notes for the guy I use when I get to my shop today. I also think tci has the information on their website, some sort of calculator. gears in the rear will depend on the transmission and what your using the car for. So decide on that after you pick a transmission

I would remove the sensor that is showing high. Put in a mechanical gauge and see what happens the sensor itself could be faulty

The TBI intake will not bolt on to the Vortec heads. you can use this manifold with your vortec heads and retain your fuel injection https://www.summitracing.com/parts/nal-12496821/make/chevrolet

Considering the 2.73 gears the output shaft of the trans, which drives the governor, I would think that the governor was “stock” for a corvette or camaro that would have seen 56-5800 rpm but with a taller gear. this is where the discrepancy come to play- for stockish and mild performance, a stock corvette or camaro governor works fine. if you would have put 3:73 gears in the rear axle, it would have shifted much sooner because the output shaft of the transmission would be turning faster for a much lower mph. example: 2:73 gears in 3 rd gear at 5500 rpm with a 26” tire would be 155mph. Output shaft rpm would be 5500 then shift to 4th. change the gear to 3:73 and at 5500 rpm your only going 114 mph. so in a 700 with a 26 inch tire and 2:73 rear gear the 1-2 shift will happen at 50 mph 2-3 shift at 96 mph Change the rear gear to 3.73 and you get 1-2 at 37 mph and 2-3 at 70 mph. so now if you build a high reving engine, and you want it to shift at 7000 rpm, you can’t do that by adjusting the cable. You have to change the governor weights and springs. this is all for wot. So if you have a combination that shifts at 5500 rpm and the cable is tight at wot, now you change the cam and heads, does the transmission magically shift at 7000 rpm? No. It still shifts at 5500 and the cable is already tight. How can you adjust the cable tighter to get to 7000 rpm? You can not.

Cbolt and 420monte, How many rpm did the engine peak at?

Like I said earlier, the governor controls when a shift happens. It “governs” engine speed. I have done tons of 700s in performance cars and plenty in trucks. my own car, when I first put it on the road shifted wot at 5000 rpm. After a cam and converter it still shifted at 5000 rpm. I changed the weights on the governor and got it to shift at 6800. a factory transmission behind a diesel shifted at 3500 rpm. if you took that governor out and put it in a corvette, the corvette would then shift at 3500. if you put the governor from the corvette into the diesel, it wouldn’t shift if over 1/2 throttle because the engine couldn’t reach the rpm needed to make the governor tell the shift to happen. in the tv valve description above, “timing and feel” is referring to how long the shift takes to complete. Not when it happens. the governor description, “speed signal for controlling shifts” refers to what rpm the shift happens. id have to do more digging , but, the outer weights control wot shift, inner weights- part throttle and springs influence down shift. If I recall correctly

Yes, the cable controls the throttle valve which controls the pressure during a shift based on engine load. The higher the pressure the harder and faster the shift. The time the shift takes can be perceived as raising or lowering the shift point. If the cable is too loose, the shift will be mushy and take longer to complete and if too loose, the pressure is too low and too much slipping happens while applying the clutch for the next gear. ( I am a 35 year gm technician also)

https://www.summitracing.com/parts/bmm-20248?srsltid=AfmBOop3pTEZvVnYufzBBd2eDPHHx5vjPYnRNju6hcYMFcNhR2E8b8FL

The TV cable on a 700 is not a kick down cable! If you treat it as such you can easily burn up the transmission. it’s designed to increase the transmission pressure in relation to the throttle position. The way to adjust shift rpm is with the springs and weights on the governor