HOT ROD to the Rescue: Adjusting AOD TV-Valve Shift-Timing

Ken Zimmer Swapped a Modern Ford AOD Trans into His 1967 Mustang. Now it has a Shift-Timing Problem. We’re Gonna Fix It.


The Combo

Ken Zimmer drives his 1967 Mustang convertible daily. It's been updated with a 351-Windsor motor, a Ford AOD trans, and 3.91:1 gears.Ken Zimmer drives his 1967 Mustang convertible daily. It's been updated with a 351-Windsor motor, a Ford AOD trans, and 3.91:1 gears.
Ken Zimmer drives his 1967 Mustang convertible daily. It’s been updated with a 351-Windsor motor, a Ford AOD trans, and 3.91:1 gears.

Ken Zimmer swapped a 351-Windsor into his 1967 Mustang convertible. Equipped with 1969 351W heads, the slightly over 9:1 compression motor sports a mild flat-tappet hydraulic cam (0.472/0.496-inch valve lift, 214/224 degrees duration at 0.050-inch tappet lift), a 600-cfm Holley carb, and long-tube headers. “I installed 3.91:1 gears in the rearend to get me grinning around town,” explains the West Covina, California, resident. “However, I did not want to be screaming on the freeway, so I also installed an AOD [Ford Automatic Overdrive] transmission to calm things down.

The Problem

Zimmer's transplanted AOD trans shifted inconsistently. No one he took it to could fix it. Time for HOT ROD to ride to the rescue.Zimmer's transplanted AOD trans shifted inconsistently. No one he took it to could fix it. Time for HOT ROD to ride to the rescue.
Zimmer’s transplanted AOD trans shifted inconsistently. No one he took it to could fix it. Time for HOT ROD to ride to the rescue.

Ever since it was rebuilt, Zimmer says the AOD has experienced shift-timing problems. “It upshifts fine from a standing start. The line pressure is on spec, but when slowing down, the transmission does not like to downshift; instead, the car almost dies before it downshifts. If I have to change from slowing down to accelerating again, it will usually not want to downshift unless I give it a good squirt of gas. I had the shop look at it again; they ended up replacing the governor and valvebody with parts from a ‘hot rod’ Lincoln. But the AOD is still stubborn in dropping a gear or two when slowing down.”

The Diagnosis

When AEW's Mark Sanchez bleeds, the drops are all Ford blue. If you need a Ford hot rod fixed in Southern California, he's the man.When AEW's Mark Sanchez bleeds, the drops are all Ford blue. If you need a Ford hot rod fixed in Southern California, he's the man.
When AEW’s Mark Sanchez bleeds, the drops are all Ford blue. If you need a Ford hot rod fixed in Southern California, he’s the man.

We had Zimmer drive the Mustang over to Advanced Engineering West (AEW), where Mark Sanchez confirmed the problem after a testdrive, reporting, “The car was not downshifting completely until it rolled to a complete stop, still in Second gear. Upshifts were slightly delayed as well. In fact, it would drive away from a stop in Second gear, never in First gear. Always taking off in Second will eventually burn up the trans because the excess load put into the trans makes it run too hot.”

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On AOD and other transmissions that use a throttle valve (TV) instead of an old-school vacuum modulator, proper TV-cable adjustment is critical for achieving proper shift quality and timing-but a different rear gear ratio, camshaft, and/or vehicle weight than the core transmission’s original stock vehicle application also affects shift timing. In Zimmer’s case, the so-called “hot rod” Lincoln LSC governor and valvebody should have been a step in the right direction: An LSC weighs about the same as Zimmer’s 1967 Mustang. In terms of OE valvebody and governor calibration, the LSC’s 3.73:1 stock gear ratio is a closer match to Zimmer’s 3.91-geared rearend. A stock 1980s’ AOD-equipped Mustang, although weighing in about the same as both the late LSC and early ‘Stang, had only 3.27:1 rear gears stock. Knowing all this, Sanchez suspected a TV-cable or linkage problem.

At the carb, Zimmer's original TV cable was unraveling, a sign it was adjusted way too tightly. “This can cause overly high line pressures, upsetting the proper shift timing,” Sanchez explains. In this photo, a new throttle-cable ball stud has already been installed because the old undersized stud had fallen right off the linkage during a testdrive.At the carb, Zimmer's original TV cable was unraveling, a sign it was adjusted way too tightly. “This can cause overly high line pressures, upsetting the proper shift timing,” Sanchez explains. In this photo, a new throttle-cable ball stud has already been installed because the old undersized stud had fallen right off the linkage during a testdrive.
At the carb, Zimmer’s original TV cable was unraveling, a sign it was adjusted way too tightly. “This can cause overly high line pressures, upsetting the proper shift timing,” Sanchez explains. In this photo, a new throttle-cable ball stud has already been installed because the old undersized stud had fallen right off the linkage during a testdrive.

Sure enough, after popping the hood, Sanchez says, “I found the TV cable frayed at the carb throttle linkage. It told me the aftermarket TV cable was being stretched, a clear sign it was adjusted too tight.” High idle TV pressure at the trans’ TV test port confirmed the visual diagnosis.

To confirm his suspicion, Sanchez tapped into the AOD's TV-pressure test port on the main case's passenger side. It's the second port forward from the rear (arrow).To confirm his suspicion, Sanchez tapped into the AOD's TV-pressure test port on the main case's passenger side. It's the second port forward from the rear (arrow).
To confirm his suspicion, Sanchez tapped into the AOD’s TV-pressure test port on the main case’s passenger side. It’s the second port forward from the rear (arrow).
The TV pressure at the test port was 36–38 psi at idle when it should have been zero or near zero.The TV pressure at the test port was 36–38 psi at idle when it should have been zero or near zero.
The TV pressure at the test port was 36–38 psi at idle when it should have been zero or near zero.

Additionally, the carb’s throttle-shaft linkage lever had somehow been bent inward; the accelerator cable ball stud that also secured the top hole on the TV-cable corrector bracket was smaller than the holes in the bracket and carburetor throttle lever; and the bottom TV-cable mounting bracket retaining bolt was prone to loosening because it used only a plain hex nut and no washer, rather than a locknut and flat washer that’s preferred on any connection that’s an axis of rotation. During a testdrive, the TV cable retaining ball actually fell off the linkage!

Simulated here on the bench for clarity, the carb's throttle lever was bent inward at the bottom, preventing both the proper straight-line cable-pull as well as the lower bracket mounting bolt from seating flush against the bracket. Sanchez straightened the bracket with a pliers so it pivots in the correct arc and angle.Simulated here on the bench for clarity, the carb's throttle lever was bent inward at the bottom, preventing both the proper straight-line cable-pull as well as the lower bracket mounting bolt from seating flush against the bracket. Sanchez straightened the bracket with a pliers so it pivots in the correct arc and angle.
Simulated here on the bench for clarity, the carb’s throttle lever was bent inward at the bottom, preventing both the proper straight-line cable-pull as well as the lower bracket mounting bolt from seating flush against the bracket. Sanchez straightened the bracket with a pliers so it pivots in the correct arc and angle.
The throttle-cable ball stud that also picked up the TV-cable adapter bracket's top mounting hole was too small. The TV bracket couldn't stay centered, causing the cable to fall out of adjustment when the linkage rotated.The throttle-cable ball stud that also picked up the TV-cable adapter bracket's top mounting hole was too small. The TV bracket couldn't stay centered, causing the cable to fall out of adjustment when the linkage rotated.
The throttle-cable ball stud that also picked up the TV-cable adapter bracket’s top mounting hole was too small. The TV bracket couldn’t stay centered, causing the cable to fall out of adjustment when the linkage rotated.

The Fix: Carb Side

From his miscellaneous parts pile, Sanchez grabbed a ball stud with a larger ¼-inch shoulder that fit snugly in the linkage hole. A similar stud (arrow) is contained in Holley stud assortment kit PN 20-2.From his miscellaneous parts pile, Sanchez grabbed a ball stud with a larger ¼-inch shoulder that fit snugly in the linkage hole. A similar stud (arrow) is contained in Holley stud assortment kit PN 20-2.
From his miscellaneous parts pile, Sanchez grabbed a ball stud with a larger ¼-inch shoulder that fit snugly in the linkage hole. A similar stud (arrow) is contained in Holley stud assortment kit PN 20-2.

Sanchez straightened the carb’s throttle linkage and installed the proper-size shouldered ball stud. A new TCI AOD TV-cable corrector bracket replaced the existing TV-cable bracket at the carb. Sanchez explains, “You need to have the proper geometry of the throw-the amount of throttle movement versus TV-cable movement. We didn’t know if Zimmer’s old bracket was correct or not, but the TCI product is a known good piece.”

Sanchez wasn't sure Zimmer's existing TV-cable adapter bracket had the right geometry to generate the proper movement ratio versus the amount of throttle opening, so he replaced it with TCI PN 376715. TCI now throws in a proper locknut and flat washer with the bracket.Sanchez wasn't sure Zimmer's existing TV-cable adapter bracket had the right geometry to generate the proper movement ratio versus the amount of throttle opening, so he replaced it with TCI PN 376715. TCI now throws in a proper locknut and flat washer with the bracket.
Sanchez wasn’t sure Zimmer’s existing TV-cable adapter bracket had the right geometry to generate the proper movement ratio versus the amount of throttle opening, so he replaced it with TCI PN 376715. TCI now throws in a proper locknut and flat washer with the bracket.
When properly installed and centered, the upper holes in the TCI carb TV bracket fits over the flanged throttle-cable mounting holes.When properly installed and centered, the upper holes in the TCI carb TV bracket fits over the flanged throttle-cable mounting holes.
When properly installed and centered, the upper holes in the TCI carb TV bracket fits over the flanged throttle-cable mounting holes.

Typical aftermarket conversion TV cables like the one on Zimmer’s Mustang have a different configuration and method of attachment than stock-style TV cables; they’re actually close relatives to common hood-release cables. A wrecked late-model Ford Crown Victoria “donated” its hood-release cable to replace the Mustang’s damaged TV cable. “You can grab them up quickly and cheaply right now at any wrecking yard,” Sanchez relates. “They’re the same material and diameter as aftermarket conversion TV cables. The longer the cable, the better. You can cut off any excess after installation and adjustment, so I prefer ones from fullsize cars.

Zimmer's damaged aftermarket-universal TV cable was replaced by a Crown Victoria hood-release cable from Crossroads Auto Salvage, an Ontario, California–area wrecking yard. Just cut off the T-handle; you can even thread the wire-cable portion through the existing stainless steel sheath. The trans-end retention ferrule is the right size, too!Zimmer's damaged aftermarket-universal TV cable was replaced by a Crown Victoria hood-release cable from Crossroads Auto Salvage, an Ontario, California–area wrecking yard. Just cut off the T-handle; you can even thread the wire-cable portion through the existing stainless steel sheath. The trans-end retention ferrule is the right size, too!
Zimmer’s damaged aftermarket-universal TV cable was replaced by a Crown Victoria hood-release cable from Crossroads Auto Salvage, an Ontario, California–area wrecking yard. Just cut off the T-handle; you can even thread the wire-cable portion through the existing stainless steel sheath. The trans-end retention ferrule is the right size, too!

“If you have a collapsed sheath, the complete hood-release cable with outer sheath is a more than adequate replacement. In this case, because Zimmer’s old TV cable had a fancy stainless braided outer sheath, we pulled the cables out of both sheaths, threw away the frayed cable, and then inserted the Crown Vic cable through the braided sheath starting from the trans end. The end with the ferrule attaches to the trans adapter bracket and is the same size as the one on the TV cable. The cut-off end goes through the sheath, the carb attaching fitting, and cable end stop. The stop tightens with a set screw and its position can be changed as needed during adjustment.”

Carb-side TV cable mounting perfected: The new ball stud (A) passes through a drilled-out nut (B) used as a spacer to ensure both the throttle and TV cables have a straight pull with no offset. The throttle lever itself is straightened and a new TCI TV bracket (C) installed with a locknut (D) to accept a Crown Vic hood release cable (E) now used as a TV cable.Carb-side TV cable mounting perfected: The new ball stud (A) passes through a drilled-out nut (B) used as a spacer to ensure both the throttle and TV cables have a straight pull with no offset. The throttle lever itself is straightened and a new TCI TV bracket (C) installed with a locknut (D) to accept a Crown Vic hood release cable (E) now used as a TV cable.
Carb-side TV cable mounting perfected: The new ball stud (A) passes through a drilled-out nut (B) used as a spacer to ensure both the throttle and TV cables have a straight pull with no offset. The throttle lever itself is straightened and a new TCI TV bracket (C) installed with a locknut (D) to accept a Crown Vic hood release cable (E) now used as a TV cable.

The Fix: Trans Side

The TV cable and linkage actuates the TV valve in the valvebody (arrow). The valve here is in the fully relaxed (at-idle) position. When the throttle opens, the linkage rotates, forcing the valve further into the valvebody to raise the TV pressure. When the throttle closes, an internal spring (not visible inside the valvebody orifice) returns the valve to the relaxed position. The TV cable and linkage actuates the TV valve in the valvebody (arrow). The valve here is in the fully relaxed (at-idle) position. When the throttle opens, the linkage rotates, forcing the valve further into the valvebody to raise the TV pressure. When the throttle closes, an internal spring (not visible inside the valvebody orifice) returns the valve to the relaxed position.
The TV cable and linkage actuates the TV valve in the valvebody (arrow). The valve here is in the fully relaxed (at-idle) position. When the throttle opens, the linkage rotates, forcing the valve further into the valvebody to raise the TV pressure. When the throttle closes, an internal spring (not visible inside the valvebody orifice) returns the valve to the relaxed position.

With the throttle closed and the replacement cable and TCI corrector bracket installed, Sanchez adjusted the cable’s carb-side “stop” position to remove all cable slack at the trans when the trans’ TV valve is in the fully relaxed (forward) position as verified by zero gauge pressure at the test port. Correctly adjusting the cable at the carb uncovered a linkage design issue at the trans end. Sanchez explains, “With the carb safety-wired to simulate wide-open throttle [WOT], we could not get the correct trans linkage arc and rearward length of travel to completely compress the TV valve inside the trans.” This is likely why the old cable was adjusted too tight at closed throttle, in a MacGyvered attempt to develop adequate top-end pressure.

With the TV valve and valve-actuation linkage at the trans in the fully relaxed position and the carburetor throttle blades at their idle position, Sanchez adjusted the setscrew on the cable end stop at the carb to just eliminate all cable slack at the trans end without putting the cable into tension, as verified by “zero” gauge pressure at the TV-pressure test port.With the TV valve and valve-actuation linkage at the trans in the fully relaxed position and the carburetor throttle blades at their idle position, Sanchez adjusted the setscrew on the cable end stop at the carb to just eliminate all cable slack at the trans end without putting the cable into tension, as verified by “zero” gauge pressure at the TV-pressure test port.
With the TV valve and valve-actuation linkage at the trans in the fully relaxed position and the carburetor throttle blades at their idle position, Sanchez adjusted the setscrew on the cable end stop at the carb to just eliminate all cable slack at the trans end without putting the cable into tension, as verified by “zero” gauge pressure at the TV-pressure test port.
Unfortunately, even with the correct carb bracket and carb linkage at-idle cable adjustment setting, there remained insufficient travel at the trans end to achieve full valve compression at WOT with Zimmer's original aftermarket TV cable-to-trans adapter bracket (shown).Unfortunately, even with the correct carb bracket and carb linkage at-idle cable adjustment setting, there remained insufficient travel at the trans end to achieve full valve compression at WOT with Zimmer's original aftermarket TV cable-to-trans adapter bracket (shown).
Unfortunately, even with the correct carb bracket and carb linkage at-idle cable adjustment setting, there remained insufficient travel at the trans end to achieve full valve compression at WOT with Zimmer’s original aftermarket TV cable-to-trans adapter bracket (shown).
Sanchez fabbed a linkage extension bracket out of mild-steel plate (⅜-inch wide x 1½ inches long x ⅛-inch thick). He drilled four 9⁄64-inch holes for No. 6-32 screws, each 0.284 inch apart. It attaches to the original aftermarket TV cable bracket at the holes formerly used for cable retention. The two upper holes now serve as the retention holes, providing options for increasing the cable's length of travel.Sanchez fabbed a linkage extension bracket out of mild-steel plate (⅜-inch wide x 1½ inches long x ⅛-inch thick). He drilled four 9⁄64-inch holes for No. 6-32 screws, each 0.284 inch apart. It attaches to the original aftermarket TV cable bracket at the holes formerly used for cable retention. The two upper holes now serve as the retention holes, providing options for increasing the cable's length of travel.
Sanchez fabbed a linkage extension bracket out of mild-steel plate (⅜-inch wide x 1½ inches long x ⅛-inch thick). He drilled four 9⁄64-inch holes for No. 6-32 screws, each 0.284 inch apart. It attaches to the original aftermarket TV cable bracket at the holes formerly used for cable retention. The two upper holes now serve as the retention holes, providing options for increasing the cable’s length of travel.

It turns out that, at least on this particular trans, the existing aftermarket cable-to-trans TV linkage adapter bracket was too short to generate full pull at WOT. Sanchez fabbed a bracket extension out of steel bar that increased the arc ratio to develop full rearward linkage-lever travel, allowing correct, linear TV-pressure rise from zero at idle all the way to the approximate 80 psi needed at WOT. If you have to perform a similar mod, be prepared to go back and adjust the carb-cable stop screw again; in fact, it may be necessary to go back and forth several times. After final adjustment, cut off any extra cable length at the carb, leaving about 1 inch excess for any future adjustment needs.

Sanchez measured the total required travel distance and marked the trans oil pan: A is fully relaxed; B, the distance using the extension housing's middle hole; C is the full travel distance needed at WOT, determined by Sanchez fully hand-actuating the linkage, which matches the extension's top hole chosen to mount the cable. Note the bolt-and-nut pairs inserted in opposing directions to allow easy removal during the adjustment process.Sanchez measured the total required travel distance and marked the trans oil pan: A is fully relaxed; B, the distance using the extension housing's middle hole; C is the full travel distance needed at WOT, determined by Sanchez fully hand-actuating the linkage, which matches the extension's top hole chosen to mount the cable. Note the bolt-and-nut pairs inserted in opposing directions to allow easy removal during the adjustment process.
Sanchez measured the total required travel distance and marked the trans oil pan: A is fully relaxed; B, the distance using the extension housing’s middle hole; C is the full travel distance needed at WOT, determined by Sanchez fully hand-actuating the linkage, which matches the extension’s top hole chosen to mount the cable. Note the bolt-and-nut pairs inserted in opposing directions to allow easy removal during the adjustment process.
To determine the correct WOT length-of-throw, safety-wire the carb's throttle blades wide open-then check to see if there's any “play” left on the TV lever at the trans. This is the full-WOT final linkage position. After finalizing the adjustment, insert both bolts from the same size. This will cause the corners of the hex nuts to lock together, preventing them from loosening.To determine the correct WOT length-of-throw, safety-wire the carb's throttle blades wide open-then check to see if there's any “play” left on the TV lever at the trans. This is the full-WOT final linkage position. After finalizing the adjustment, insert both bolts from the same size. This will cause the corners of the hex nuts to lock together, preventing them from loosening.
To determine the correct WOT length-of-throw, safety-wire the carb’s throttle blades wide open-then check to see if there’s any “play” left on the TV lever at the trans. This is the full-WOT final linkage position. After finalizing the adjustment, insert both bolts from the same size. This will cause the corners of the hex nuts to lock together, preventing them from loosening.

The Results

Mark Sanchez did a great job. He pretty much fixed what no one was able to fix.” – Ken Zimmer

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With the cable fixed and the linkage at each end perfected, the trans now shifts the way Ford intended. Under standard city part-throttle driving, upshifts and downshifts now occur consecutively in all gears and at reasonable intervals. The trans runs cooler and should last a lot longer.

With the new cable installed through the custom extension's top hole at the trans and then correctly adjusted at the carb, the linkage is now able to achieve its full range of motion.With the new cable installed through the custom extension's top hole at the trans and then correctly adjusted at the carb, the linkage is now able to achieve its full range of motion.
With the new cable installed through the custom extension’s top hole at the trans and then correctly adjusted at the carb, the linkage is now able to achieve its full range of motion.

1967-mustang-ken-zimmer-aod-shift-timing-table1967-mustang-ken-zimmer-aod-shift-timing-table

Lessons Learned

Don’t piece it together-buy a complete and correctly engineered kit. Take time to verify the TV linkage can achieve its full sweep, and be prepared to implement custom mods if it doesn’t. “If you do this at home, you must have patience,” Sanchez says. “Expect to spend a good four hours to verify that everything is correct.”

Zimmer says his AOD swap used parts “pieced together” from different sources, which may have contributed to the problems. The better plan is a single-source integrated swap kit. California Pony Cars' complete 1965–1970 Mustang AOD conversion kit (PN TRA-650-421) includes everything you see here and retails for $552.95.Zimmer says his AOD swap used parts “pieced together” from different sources, which may have contributed to the problems. The better plan is a single-source integrated swap kit. California Pony Cars' complete 1965–1970 Mustang AOD conversion kit (PN TRA-650-421) includes everything you see here and retails for $552.95.
Zimmer says his AOD swap used parts “pieced together” from different sources, which may have contributed to the problems. The better plan is a single-source integrated swap kit. California Pony Cars’ complete 1965–1970 Mustang AOD conversion kit (PN TRA-650-421) includes everything you see here and retails for $552.95.

1967-mustang-ken-zimmer-parts-and-prices-table1967-mustang-ken-zimmer-parts-and-prices-table

NEED JUNK FIXED? If your car has a gremlin that just won’t quit, you could be chosen for Hot Rod to the Rescue. Email us at pitstop@HotRod.com and put “Rescue” in the subject line. Include a description of your problem, your location, a photo of the car, and a daytime phone number.


Still a work in progress, Zimmer was holding off painting and finishing the Mustang until the AOD's shift timing problems were resolved.Still a work in progress, Zimmer was holding off painting and finishing the Mustang until the AOD's shift timing problems were resolved.
Still a work in progress, Zimmer was holding off painting and finishing the Mustang until the AOD’s shift timing problems were resolved.
When fully finished and perfected, Zimmer's 1967 Mustang should make a neat daily driver.When fully finished and perfected, Zimmer's 1967 Mustang should make a neat daily driver.
When fully finished and perfected, Zimmer’s 1967 Mustang should make a neat daily driver.
As-received, the Mustang still had skinny stock wheels and tires. We spruced it up for these photos with California Pony Cars' modern take on 1965–1973 Mustang “Styled Steel” wheels. The 17x8-inch wheels (PN WHE-653-156, $350 each) have the right 4.7-inch backspacing and wheel bolt pattern to fit old Mustangs but mount modern low-profile tires like this Goodyear Ultra Performance 215/45ZR17 91V.As-received, the Mustang still had skinny stock wheels and tires. We spruced it up for these photos with California Pony Cars' modern take on 1965–1973 Mustang “Styled Steel” wheels. The 17x8-inch wheels (PN WHE-653-156, $350 each) have the right 4.7-inch backspacing and wheel bolt pattern to fit old Mustangs but mount modern low-profile tires like this Goodyear Ultra Performance 215/45ZR17 91V.
As-received, the Mustang still had skinny stock wheels and tires. We spruced it up for these photos with California Pony Cars’ modern take on 1965–1973 Mustang “Styled Steel” wheels. The 17×8-inch wheels (PN WHE-653-156, $350 each) have the right 4.7-inch backspacing and wheel bolt pattern to fit old Mustangs but mount modern low-profile tires like this Goodyear Ultra Performance 215/45ZR17 91V.
TV pressure was wrong because the TV cable linkage couldn't reach full travel. Solution: fab a TV-cable bracket extension (arrow).TV pressure was wrong because the TV cable linkage couldn't reach full travel. Solution: fab a TV-cable bracket extension (arrow).
TV pressure was wrong because the TV cable linkage couldn’t reach full travel. Solution: fab a TV-cable bracket extension (arrow).
With the right TV pressures, Zimmer's Mustang now upshifts and downshifts normally. “It's off to the paint shop next,” says a happy Zimmer.With the right TV pressures, Zimmer's Mustang now upshifts and downshifts normally. “It's off to the paint shop next,” says a happy Zimmer.
With the right TV pressures, Zimmer’s Mustang now upshifts and downshifts normally. “It’s off to the paint shop next,” says a happy Zimmer.

Contacts

Advanced Engineering West (AEW)

Mira Loma, CA

626.222.4648

AEWperformance@aol.com

California Pony Cars

Ontario, CA

888.225.7669 or 909.923.2804

CalPonyCars.com

Crossroads Truck and Auto Salvage

Eastvale, CA

951.685.7421

CrossroadsAutoParts.com

Holley Performance Products

Bowling Green, KY

800.HOLLEY1 (nearest dealer), 270.781.9741 (tech), or 270.782.2900 (general)

Holley.com

Lowe’s Companies Inc.

Mooresville, NC

800.445.6937 (help) or 877.GO.LOWES (products & sales)

Lowes.com

OnLineMetals.com

Seattle, WA

800.704.2157

OnLineMetals.com

Sears Holding Corp. (Craftsman)

Hoffman Estates, IL

800.469.4663

Sears.com/craftsman

TCI Automotive

Ashland, MS

888.776.9824 or 662.224.8972

TCIauto.com

The Hillman Group

Cincinnati, OH

800.800.4900 or 513.851.4900

HillmanGroup.com

The post HOT ROD to the Rescue: Adjusting AOD TV-Valve Shift-Timing appeared first on Hot Rod Network.

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