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Super nice car, and in my opinion, for what it's worth, it would be a shame to change it. If you want to shift the transmission all the time, fine, either look at a manual valve body from COPE or somebody, or install a Transgo TF-3 shift kit. But, in the end, it is your car to do with as you...

Personally, I'd start with looking for vacuum leaks and other tuning issues. Just for chuckles, check the air cleaner element. Why do I say this, because I once had the same issue. Plugged and didn't want to idle properly. I don't know what converter issues would come into play.

Where did Chrysler use stock components in their 727's ? Lets see, behind Hemi's, 440's, 383's, 340's, Max Wedges, plus a variety of ambulance/police/ truck applications. So my way of thinking for soft parts, would be to get a stock master kit, with Raybestos waffle lined friction plates...

Factory frictions usually Raybestos, either radial lined, or waffle lined.

I spent a lot of time in the transmission parts industry. HEMI bands always C.I.F. REBUILDABLE core in first. The company that relined our bands had that policy carved in stone.

From the factory, the bands for these transmissions are: 1961-1993 Kickdown band 1.4" Wide 1992-2003 Kickdown band 1.6" Wide This band is also used on all the A500 series of transmissions 1960-2003 Low and Reverse Band Single wrap, used with 6 cylinder and 273 engines 1968-2003 Low and...

Just a note: You say your transmission isn't an OD trans or a lockup. In that case you want the SK TFSC.

Congratulations on the find, and getting you issues solved. Glad I could help you.

That converter should be easier to find that the real early one you've got now. I say this, but I don't know for sure. You might want to contact tcs over in Langley to see IF they might have a core you can buy. If you're calling them ask for Steve. You might want to see if they would be...

Not an issue. Not many people know about the 2 different ring gears as they were only around for a couple of years. Glad to be of some help.

OK, and I thought that I had mentioned to you before, but it was on another site. OK the early 904 had two converters. Engine does NOT make any difference. From 1960-Early 1962: 11", narrow ring gear, no weights, 1.550" pilot, slotted hub 18 splines. 148 tooth ring gear. From late 1962 to...

Ok, my post was just a thought. Good luck on finding out what the:mad:is going on.

Think about this for a second. When the transmission is mounted to the engine, the converter (bolted to the flex plate) is supported horizontally by: The pilot on the converter into the crank flange, AND the hub is supported by the transmissions pump. With what you're doing now , with it...

For the early 904, no matter what engine (225 or 273) there were only 2 converters available. 1960 to early 1962, and late 1962 t0 1967. Both had 4 mounting pads, slotted hub, 1.550 pilot, 18 splines and no weights. The difference between the two is the number of teeth on the ring gear, the...

The numbers mean nothing to the best of my knowledge (might be wrong), but in 1964 there was only one converter for the 904, 11", narrow ring gear, 1.550 pilot and of course 18 splines. It is used on all engines, leaning tower of power and V8's. The #403 might be the rebuilders part number...

SMR is a good company. I don't know if Pat is still running it or not, but as a supplier, he was great to deal with. Pat knew his stuff. Glad to be of some help.

Where in the Great White North do you live. In my parts book, the only snap ring listed is the forward clutch retainer snap ring and it is .060" thick.

Thanks for the reply Kim. With the death of the owner, a lot has probably been put on Pauls' shoulders. I suspect that Steve, who was the manager of the converter division, has more on his plate since his Dad passed, as have his brothers. They have a lot more responsibility now running the...

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Thanks Kim. By the way, most Quickie Lube shops when they flush the transmission, DON'T change the filter. Takes too much time to do.

And so could I. I'm no builder, and one of my customers from past days, had made one, and explained to me how it worked.

Just pm'd you.

There are two ways of flushing/changing all the oil in your transmission. A: I don't know where you live, but where I live, all quickie lube shops have a piece of equipment that allows them to change/flush your transmission of ALL oil in the unit. There is nothing really magical about this...

You've answered your own question. As to the cost, I don't know, you'd have to check with the converter builder. So, with the lack of funds, it would appear that the bushing is the answer you are looking for and will, as you say, get you up and running for the season, and I know all about the...

I don't see doing this the hard way Charrlie. Judging from what the converter looks like, it's been used. How hard and for how long I don't want to even guess. However, again if it was me, while having the pilot changed, I'd get the converter shop to rebuild it, be it stock stall, or...

Never an issue in the changeover Charrlie. There are two ways it can be done, one of course is machine the old pilot off and weld a new one of the proper size on the old mounting cover, or use the mounting cover of a 67 and up converter. The shop that I worked for had the facilities to make...

I did business with SMR in the past. The owner was a drag racer of some note, travelling up and down the East Coast. We sold him performance shafts, drums and other hard core race items for the TF 727 and 904 transmissions that the we made. He knew his stuff. Unless things have completely...

OK

Having the proper size pilot is the better option.

Many parts manuals will say (A.R.) which means as required.