The only way a governor can assist actual power is to be more responsive to load. Thus opening the throttle wider faster to keep engine RPM farther into the High Idle zone when the throttle control lever is at the stop. (of course if it allows higher RPM this would be different, and I assume original high Idle. Example: ----If---- an IH governor opened 15 degrees of more throttle when 50 RPM was dropped, and was full open (from high Idle) at 100 RPM drop, and we compared that to a different governor (because I have no data on any governors) that was opening 25 degrees at 50 RPM drop, and full open at 70 RPM drop, The second governor would be more responsive in the effort to keep the RPM up above rated load RPM. Ith primary difficulty is dampening the tendency to surge when the governor is super responsive. I believe the M&W is well dampened and not much would change in normal operation, the true PTO RPM might require slightly lower throttle control lever position to maintain RPM under light load. this would not actually change the effective throttle plate opening, but could make it seem like there was more power.
Old cruse controls on cars were like that, they let the rpm (speed) sag some befor compensating. New vehicles are so precise that the speed stays nearly perfectly at the setting until the mountain being climed pulls it down to the point that the throttle is wide open. Then the speed will continue to decline untill the engine reaches its peak load rating where it will be level for a while (unless the garde gets even steeper. I hope this helps, JimN
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