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Fatsco knows what they are doing. I delt with them for many years. Seals do not need to be broken in. That said, when installing the seal they should always have the "lip" lubricated with the same fluid that will be sealing. Otherwise the seal can "burn" up from a dry start. PS: When I lived in...

Not recently, but I have had several converters repaired with a new pump drive. Used to have a problem (years ago) with the drive slot developing a crack.

Possible torque converter drain back (from sitting) raised the fluid level enough to leak out passed the seal. Once the trans was out of park with the engine running, the converter refilled and the level in the pan went back to a level that did not leak. PS: just an FYI. The 1965 cable shifted...

Makes sense. Very possible the 3 is really an 8. Thanks

Picked up a couple of big block core transmissions. Having trouble identifying one of them. The numbers don't match any of the charts I have. Can someone possibly identify this one? PK 2392090L

As far as I know, all three pin switches are the same. It is the single wire switches that are different from each other.

correct. but the rooster comb from a cable shifted trans cannot be swapped into a non cable shifted trans easily.

You cannot just interchange the NSS between transmissions. But as stated keep the 3 wire switch and just use the middle terminal.

Sorry, not correct. First year for the slip yoke on the 904 trans was 1966. The 1965 904 trans had the flanged output shaft, small input shaft, and a cable shifted valve body, that was the 1965 only. However the 65 valve body can be swapped out to the 64 down VB to make it work with a PB...

A&A are good people. I was not aware they had the PB conversion parts

I don't know for sure, but I think the PB shifter conversion should fit both the 904 and 727 trans. In the later non PB years the valve bodies will interchange between both transmissions within a given year range. Contact these people. Imperial Services - '60-'76 A-Body Parts

That's what I have heard, also. But I have an 88 Diplomat (non cop car) it has an 8 1/4. I also have the complete drive train from a 89 Diplomat cop car That is a 8 1/4 open, and had heard the cop cars got sure grips.

I understand that some vehicles in the '80's Had 7 1/4's that were different than the earlier ones. I have never seen one in person as far as I know.

I am mostly familiar with the earlier 7 1/4's. That said, I have never seen a 7 1/4 with "C" clips.

If your trans has the flange, you should do this conversion to the driveshaft. https://earlycuda.org/techdocs/ConvertFrontUJoint.pdf

Thanks. I knew they weren't on the cars, but wasn't sure about the trucks. Wish I could find one of those. But I'm hoping I can "build" one using a slant six case (modified) and the guts from a small block electrical LU trans. Won't know for a few months, as I have more important things to get done.

That surprises me. That is the first electrically controlled LU slant six trans I have heard of. Is there any chance you can get the number off the trans? Thos numbers would be on the edge of the pan rail.

I would never order a "off the shelf" converter. They might be a better price, but a crap shoot on how it will work for your combo. Call any reputable converter company and let them tell you what you need. They might even recommend a lower priced "off the shelf" converter, but you will not know...

Did you check the fit with the big Chrys starter? If it fits the problem is with the starter, if it doesn't the problem is with the shield. EDIT: Many people think the "Remy is a "Delco-Remy" quality starter. It is not. It is a Chinese knock-off. I cannot comment on the quality. It might have a...

If I understood correctly, all their converters above about (11 inch) 2300 stall are smaller dia, and have billet covers. But anyone who has questions, needs to contact them directly. That is why I included the link.

Just to add to this. The slant six never had a electrically controlled lockup (except maybe in a truck). That trans did not come out untill after the slant six was discontinued in cars (the electrical trans was not before 1988). I have a electrically controlled lock up V-8 904 trans, and a...

I didn't get into specifics. Just a generalization of what was available. I told the rep that I was just doing some research based on a forum discussion, and they might get some other phone calls. Said no problem.

There are some differences. However you can swap the entire lockup trans and converter into a "A' body with a 1968 or newer slant six or small block. 1967 and older engines had the small converter hole in the crank, and the later converter/trans will not fit. The early lock up trans was...

Depending on what stall, and features you want, stating at $420 for an 11 inch, and starting at $1100 for a better/smaller converter. You would need to give them the vehicle specs, and results wanted, then they can recommend what converter specs, and price.

I just spoke to precision torque converters https://gopnh.com/ They will build a lockup converter for an A-500 or A-518 to just about any spec you want. They said the can give up to in the area of 5500rpm stall and with a triple disc converter clutch and a billet cover.

I have no idea. If that converter is rated at 1600-2000 behind a V-8, it would be somewhat less behind a slant six. Back in my Chevy days, and before there were "good" converters, we used to put $10.00 junk yard 4 cyl Vega converters behind 350 v-8's. Gained a lot of stall, The converters didn't...

I would say, yes. But you need to talk to a converter builder. I think there are also upgraded converter clutch materials available.

Basically the stall speed is determined by the torque input to the converter. Example: The 9 1/2 inch converter in my race car stalls at about 3200 rpm behind a 170 cid engine. The same converter in the same car, but with a 225 CID engine stalls about 4,000 rpm. Bigger engine, more torque...

I'm not sure but I think all A-500's were lock up. A-518 were either/or lockup/non lockup. If you don't want the LU function on a A-500 it can be disabled in the valve body.