Engine/Transmission (1994 - 1998) Effects of Uneven Govenor Spring Adjustment?

[pcorssmit]

Last night I installed the PDR 4k gov spring kit. When measuring the stock setup before removal, it seemed that one side measured less than the other, and also felt looser (both when pushing on the spring retainer washer, and when unscrewing the retainer). When I put the new ones in, I adjusted the one that started out tighter (measured larger distance, . 060") back to where it was. The one that was looser, I put on one click tighter than it was stock, and contemplated going 2 clicks. When I started it, the idle seemed a tad higher than before, and smoother as well (idling ~900 now, was maybe 850 before; the higher idle may be the cause of the smootheness).



When I took it for a test drive, the first thing I noticed was that the bottom end is much more responsive; before it often had a bit of a stumble (particularly when cold) when starting in 2nd, which was really annoying considering the 255/85s and the Joe D clutch. Often times when you did manage a real smooth, non-hotrodding takeoff, it left a huge cloud. It seems way easier to launch. The bottom end is so much better now that it is almost touchy, I may go back in and loosen both adjusters one click.



Could the cause of my stumble have been uneven factory adjustment of the gov springs? Or is it the new springs themselves that fixed it? I don't think the difference is just the idle speed; I had it a little high to start with, to make takeoffs easier/smoother.



Tonight I get to install the valve springs (didn't have time last night); but on the test run, shifting at 3k, it sure made a difference.



Pete

 

[MDKram]

On one truck in particular (1998 12-valve, 2175 CPL) I notice a slight miss, or rather shaky idle (the gear shift would wiggle back and forth about 1/8"). When I installed the 3k GSK for the guy, I notice the factory had installed the springs by a difference of two 1/4 turns (1/2 turn total). I set the new springs at the same # of turns and the idle is now perfectly smooth. Just my $0. 02 worth.



Marc

 

[pcorssmit]

Don't know my CPL offhand, but the truck is a late '97 (want'ed a '98, but had a hard enough time finding a 215 to start with). Maybe they had some assembly issues at the time. My truck has always felt like it was missing something at the very bottom end compared to other's I've driven, I think I may have finally found the problem.



Does the 3k kit really make that big of a difference on the 215s? The directions/literature I've seen seem to show that the 3k kit takes the rpm levels to that of a stock 215 (defueling starts 2700-2800, max = 3000).



Pete

 

[MDKram]

The 3k GSK kit makes a huge difference in a 2175 CPL. You have a 2175 CPL (96-98 5-spd). I have mine installed a little looser than the original factory setting and my truck will easily pull hard to 3300 RPM. At the Calgary Diesel Stampede, I ran the first dyno run at 3750 RPM before load was applied. That is another story! Anyway, the GSK is excellent as it gives you a much broader powerband to work with.

 

[pcorssmit]

I should get the valve springs installed tonight, I'm suprised to hear you hit that much rpm w/the 3k kit. Did you change out the valve springs in yours? I wasn't planning to take mine that high even with the springs, I was thinking on holding it to 3500.



Pete

 

[JohnE]

I just had a long talk with Piers on governor springs.



My 97 auto had the spring stacks about a click apart from each other. Piers said he sees this on stock trucks. I installed a 3K and still see 3,500 rpm out of the beast on the dyno <b>with</b> load. Hp curve tops at around 3,100 rpm.



Piers also stressed that fine tuning a GSK install is a delicate art. You may have to try several spring tenion settings to get the one that is best for your particular truck. This may also be one spring stack is a click or two tighter than the other side. The desired outcome is a smooth throttle response, no stumble or flutter, and 3K rpm.



My low end is horrible these days. The local diesel shop went to 20&deg; timing and that really takes out the low end. It also help account for the max hp at 3,100 rpm. I'm going back to get 16&deg; on my truck.



diesel on



-John

 

[cumminsdog]

3k springs

I waited to do the spring kit last and it was as everyone

says the best mod. The bottom end came alive. Good

response on the petal. Piers knows his poop!Makes

it hard not to drive like that all the time.

 

[pcorssmit]

Yeah, I'm really excited about how much more responsive the bottom end is, I no longer have to mash the pedal to keep up with traffic leaving a light. Before the truck was fairly quick if you got on it, but just driving normal was kind of lacking. Its much more balanced now, but I may go in and back them off a click so its not quite as touchy. Never thought I'd have that problem!



Now I just have to find a different valve spring compressor over lunch, I started installing the valve springs last night, but the one I had wouldn't fit under the cowl for #5 & 6.



Then Sunday its off to the truck drags at Bandimere Speedway.



Pete

 

[MDKram]

Pete, what RPM can you achieve? I am going to loosen mine off 2 clicks to reduce the top RPM. The truck runs great where they are now but I don't need that high end RPM. Presently I have my idle set at about 825 RPM and the truck starts almost instantly when you turn the key. There are no flat spots or stumble upon acceleration.



Let me know how you make out.



Marc

 

[pcorssmit]

So far, the highest I've taken it is 3k. I don't have the nerve to try higher w/out the valve springs, and don't plan to take it over 3500. But at 3k, it will catch rubber into 4th without a problem.



Pete

 

[Jim Fulmer]

around 3400 or so you will hear it talking to you and it will also fall on it's face at the same time, funny thing is after I got the springs in 3800 is real smooth but it doesn't matter cause I'm never there.



Jim