Inspection of a 904 torqueflite

I called the converter company that remanufactured the converter.

The guy told me a couple of things. He said that the 904 hub cracks because of kick back on ignition timing when the car gets shut off. It puts some kind of load on the converter snout over time and cracks it.

He told me that the converter was good up to 300hp and has the 1800-2100 stall in it more than likely.

I asked him wha the chances were if it being trashed at the lock up clutch in a matter of 5 years with very little mileage. He said that where the flex plate bolts to the converter. The paint would be gone and there would be a blue color from over heating. He thought the converter was fine.

He said I could test at least the lock up clutch by putting the reaction shaft onto the converter and using compressed air to engage it.......then use a pry bar in the hub....sideways and try to at least turn it by hand. If the lock up material was gone it would spin freely and if it wasn’t it should give resistance. Said that if i install it. I should know pretty quickly if it’s messed up but would be better tested in the car going up a hill in lock up Or slowing down and seeing if the car dies.

The guy at the transmission shop said that a lot of the black fluid was probably coming from the reverse drum being so worn and it was possibly put on there too tight. Said it looks like a new reverse band from the rebuild but the drum was not replaced on the rebuild. I don’t know...... As I’ve not seen the reverse drum from another 999. I guess I’m just going to replace it. I have a measure that on both drums..

He also told me the cast iron rings are better than the Teflon as they produce less wear but the Teflon seal better and in my case it makes no difference