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Thank you all guys for taking the time to look. Yeah these things are rare. I managed to locate the cones & Axle Shaft gears but it is the 2 Spiders that I need. The 2 that originally came with the Sure Grip are more than FUBAR. Thanks Rusty for taking time out to look around. I appreciate greatly.

Hi Gents, I'm desperately looking for the 2 Spider Gears for a 489 Cone Type Sure Grip. Cass at Dr. Diff says these parts were never reproduced, as the cone Sure Grip was never intended to be rebuilt. The Gears have 10 teeth, where as the non Sure Grip have 11. I thought I would ask here at the...

The snap ring in front of the front planet carrier on the output shaft is a selective. It is used to correct gear train end play. 904 snap rings - A&A Transmissions

It is normal for the trans output shaft to turn easily in the forward direction. When you turn in reverse you are turning against the Sprag in the rear of the case which makes it harder to turn. If you need to give it a bunch more gas to move in reverse, then I think you may have issues with...

Sure sounds like the TC wasn't seated when the transmission was bolted to the engine. Here are 2 photos of a correctly seated TC in a 904. The second photo shows the measurement (in millimeters) from the starter ring gear to the bell housing flange. Hope it helps for future installation.

Wow! Those clutches have seen some excessive heat. A typical result of a maladjusted throttle pressure (Kickdown) linkage/cable. As CFHJ stated, put in 5 thin frictions in the rev/high clutch drum along with Kolene steels. If you are going to run at high RPM, a reverse wound front clutch return...

Quite easy to determine if your 904 has a single or double wrap band. Look at the rear of the case on the passenger side. If there are 2 strengthening ribs above the low/reverse piston bore, you have a double wrap band. If these ribs are not there you have a single wrap band.

Here's one that caused a bit of a headache. The crack only showed up after a Dye-Pen Test.

5333 is a build date of Thursday March 4th 1976. I have the number 398866 for a 318/360 727 Long Extension.

8720 = build date Wednesday June 12th 1985 7883rd Transmission built that day

While you're in there it might be worth checking the condition of the engine mounts especially the drivers side one & also the transmission mount on the tail shaft housing.

Put a squirt of ATF in from a syringe before applying the air pressure. This normally helps seal things up.

Thrust Washers for the 904 are dependant on wether you have alumimium or steel planetaries. The washers look very similar but the tangs are oriented differently.

I aim for .012 - .015 clearance per Clutch Plate in the Rev/High Drum. So if you have 5 frictions in there total clearance between the snap ring & pressure plate would be .060 -.075 if using a flat snap ring as opposed to a wavy one. In the forward clutch I aim for .010 - .012 per friction as...

I would stay with the 904. Its lighter & draws less parasitic power than the 727. If built with quality parts with attention to tolerances, it will handle anything a 340 can throw at it. Plus you wont have to change the drive shaft.

Nope, me neither. What I have seen is a popped rear servo spring retainer due to the higher pressure associated with the TF-2. This will give an instant loss of reverse gear. A billet aluminium spring retainer is highly recommended for this reason.

Here ya go!!

If you want to switch back to an auto shift VB, make sure the govenor is complete & assembled. Many MVBs require the removal of the weight & valve inside the govenor.

I think Mike has a good point there. I've seen this happen many times & definitely not a nice thing to happen. Maybe a bit late, but for future reference, here are 3 photos of a correctly fitted 904 converter before the transmission was installed. The distance between the starter ring gear & the...

Well its all I've got. It's an extract of the fitting instructions from Imperial Services who supply repop shift & park cables.

Here's something that might help.

Kim could be on the money where he says the rear band is not releasing when you select 2nd. But I have just had a 904 apart that also had a Cheetah RMVB from Turbo Action. According to the part number engraved on the sandwich plate, the VB does not apply the low band in 1st gear. If you have the...

It is possible to put the 1-2 shift valve in the wrong way. The PTKD housing & end plate will still fit, but due to the contour of the 1-2 shift valve the channel that feeds oil to the front servo will be uncovered when the car is at rest, giving you a second gear start. I'm with Tracy &...

Yes I always fit a gasket between the filter & the valve body

I'd put that "C" check-ball back in with your converter choice.

Tracey is right about the check-ball in position "R". This is probably more often in later VBs. What the check-ball does is reduce the orifice size that feeds the Low/Reverse Servo piston, enabling a more "gentle" application of the rear band when selecting manual low or reverse. I also leave...

Maybe its worth dropping the pan & inspecting the weld circled in red in this photo. I've come across a few where the weld had broken & the movement of the throttle pressure shaft was not moving the cam on the kick-down valve. The photo is of a 727 but they are very similar.

I think the only negative is the scarceness of after market torque converters for the 19 spline input shaft. You can convert from 19 to 24. You need a 24 spline input shaft obviously & a reaction shaft support from '67 up. If you grab a later reaction shaft support make sure it has a narrow...

You will also need to swap the /6 904 park pawl rod for the 727 rod. They are slightly different.

If you have a constant 2 - 3 flare, one of the two steel sealing rings for the reverse/high clutch on the reaction shaft may have been damaged unnoticed while refitting the pump. This is very easily done on an early 727 due to the narrow reverse/high clutch drum bushing which doesn't provide...