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If left unhooked, it'll burn up the transmission eventually. If tied back (some racers used to/still do it), it'll give full line pressure but may also cause a stacked shift and shift from 1st to 3rd, making it feel like it never makes the 2-3 shift, when in reality it shifted from 1st to 3rd...

This is a kickdown issue. The correct kickdown linkage needs to put on the car and adjusted correctly. Bouchillon makes the best kit (not lokar). As for the overdrive solenoid., that controls the 3-4 shift and has nothing to do with this problem.

They've long been discontinued from Chrysler. I can certainly help you out if you have the dimensions, a picture, or both.

Dumb answer. 9 times out of 10 a 904 should go behind/stay behind a small block. It's smaller, lighter and quicker. A 727 is way over kill for most small block applications.

Why?

As was said, a '74 318 2bbl car came factory with a 904.

Best of luck, Jay! Well, your new crew chief for the weekend has a nice pink hat to wear! :)

Diesel and v10 share the same bell housing bolt pattern which will not bolt up to a small block Chrysler. They are essentially the same trans, expect for some springs in the valve body, and in the RH, the governor valves.

Diesel/V10 case, either RE or RH will not bolt to a small block Chrysler.

Do you have pictures of where it's cracked? If for some reason the sprag rolled (it's not common but still possible with enough abuse) and the outer sprag race damaged the case, then a bolt in sprag may be an option. Will this project remain automatic shift? The RH transmission was...

The short answer is no. What are you trying to accomplish? Use an RE case with RH internals and valve body, etc? If so, the answer remains no.

That is awesome for sure. Everyday that goes by I keep kicking myself in the *** for not having my kiddo in a junior dragster yet. She just turned 8.

How many miles are on it and has it been overhauled before? Best to check fault codes as was mentioned. The electronics in these are very failure prone--that includes the output speed sensor, governor solenoid and the governor pressure sensor. The RE transmission makes it's own governor...

No need for type f with modern friction materials, and the stuff will eat the bushings out of a transmission.

I have OEM/NOS Mopar pigtail connectors.

Bob, your car turned out wonderful, my friend! Thank you for giving me the opportunity to build your transmission!

Professionally rebuilt only means someone was paid to do it. It doesn't guarantee they were any good at it.

It also deletes the parking gear, so you are then relying on a parking brake system to hold the car.

No worries at all, my friend. Just keep your order with A&A.

I'm not allowed to advertise on this site, but we have some A&A servos left in stock and we are releasing our own line of servos also.

This is one of my favorite torqueflite topics. As we all know the 727 historically can get stuck in two gears at once on the 2-3 shift and cause a bind or overlap. We go to great lengths on our transmission builds to achieve a clean, quick and firm (not harsh) 2-3 shift. There are a lot of...

Looks like some new old stock kits from the 80's. They do not look new. Do you think the lip seals are still soft?

Neither A&A or Andrews Racing Transmissions are going out of business. We are just no longer offering A&A Transmission parts after 25 years of doing so. Simply a business decision. :)

The cost to build the 46RH/RE for more horsepower is significantly more. The upgrades are basically the same as the 727. The disadvantage of the a500 style trans is the lack of upgradeable parts (lockup input shaft namely). So similar to the 904, 500hp would be pushing it for the a500 in my...

Yes the second digit is always the load rating from the manufacturer. The 42 is for a 6 cylinder jeep, the 44 came behind a 318.

Cope's RE manual shift valve body has 1-4 on the manual valve. There is no solenoid needed for the 3-4 shift as that is done manually on the shifter. The only solenoid that is needed with the CRT valve body is for lockup.

Technically, yes it does matter as the manufacturer states that ATF+4 is not backwards compatible. So, you can start off with Dex III and switch to ATF+4, but not the other way around. As mentioned, ATF+4 is a semi-synthetic fluid with anti shudder additives for lockup torque converters. It is...

The 3 is likely an 8 and it would be 2892090, which is a B&C body, 383 2bbl, from 1969.

Surprised no comments about the 7.3L Godzilla valvetrain issues. Just had one eat a lifter at 43k...

Shutting the car off at speed isn't necessarily great, either. Do you have needle bearings throughout? With the engine shut off the geartrain is starved for lube oil.