Well, poop, hope this is an easy fix for Ya'. Amost there, hang in there, We can't wait to see the Wagon in action!!!
Anyone local to me capable of correcting errors on a 904 race build
- Thread starter Big Dad
- Start date
-
Big Dad
Well-Known Member
About ready to give up .. all because someone is not capable to of doing a proper job mfg and assembling parts , sure hope everyone is able to learn from my experience.
POWERGLIDE it!!!
73smallblock
Well-Known Member
I think cope uses A&A valve bodies. The cope transmission I got from pittsburghracer has an A&A in it, doubt it was ever changed.
I'm not sure what the OP has but Cope has his own billet valve bodies now.
Duane
Well-Known Member
You didn’t by chance have a floorjack under the pan at some point did you? The solenoid on Copes brake is just inside of the oil pan.
It would be very easy to damage it with a floor jack. It depends how deep your pan is, but some pans just clear his solenoid.
Something to check.
Duane
Well-Known Member
Not anymore. John is probably one of the leaders in Mopar valve bodies now.
He has all his own designs now.
Check out his videos to see what he has developed especially for the diesel market.
Duane
Well-Known Member
I bet John never built that trans.
Probably an employee. That’s not an excuse though. But I don’t believe John would make those assembly mistakes.
Big Dad
Well-Known Member
Big Dad
Well-Known Member
Spoke to PTC , by luck .. Copes po# was on shipping label
convertor wanted / needed , was not what he ordered, they might provide the document but, he has to ask Kenny if its ok to send
So, another mistake that now has me awful sad about the whole thing
convertor wanted / needed , was not what he ordered, they might provide the document but, he has to ask Kenny if its ok to send
So, another mistake that now has me awful sad about the whole thing
Big Dad
Well-Known Member
After you and I unwrapped it and looked at it and felt it was wrong, I called him and he told me I was wrong he was right .. well, we were right after all
Duane
Well-Known Member
I don’t understand your post. The trans uses a lockup input shaft that requires that unique spline count. According to Copes receipt he intended to use a lockup input shaft. But his Bill also says I assume that ptc makes a non lockup converter that uses the lockup spline count, but just doesn’t have a clutch in it. If the converter was supplied correctly, then the mistake was that the trans builder put in the wrong pump gears
for the converter that was intended to be used.
The problem I have with the way Cope is supplying this trans is that you are limited in your torque converter selection.
AFAIK all the major high stall race converters use the traditional non lockup spline count in the converter. I agree with Cope in his video that the late 80,s lockup
904,s were the strongest versions ever made, and came with a steel spline 2.74 first gear ratio.
But to use it in a race application you need to rework the trans to eliminate the lockup feature which is not easy to do and can require some custom machining on a two ball non lockup pump say from a slant six
Like I did. But It appears that what Cope has figured out is how to eliminate the lockup feature by just using a unique ptc converter
to perhaps save the customer some money,
and eliminate all the custom machining that would be required normally. Imho though,
the drawback is limited race converter selection, and an inherently weaker input shaft because the lockup input shaft is not a solid shaft. Perhaps for certain applications,
this is acceptable. But it appears that the OP
was expecting to see a standard non lockup
Input shaft and having everyone question
That the wrong shaft was installed.
But in this case it was not the wrong shaft, it was the wrong pump gears or the wrong converter hub was ordered.
for the converter that was intended to be used.
The problem I have with the way Cope is supplying this trans is that you are limited in your torque converter selection.
AFAIK all the major high stall race converters use the traditional non lockup spline count in the converter. I agree with Cope in his video that the late 80,s lockup
904,s were the strongest versions ever made, and came with a steel spline 2.74 first gear ratio.
But to use it in a race application you need to rework the trans to eliminate the lockup feature which is not easy to do and can require some custom machining on a two ball non lockup pump say from a slant six
Like I did. But It appears that what Cope has figured out is how to eliminate the lockup feature by just using a unique ptc converter
to perhaps save the customer some money,
and eliminate all the custom machining that would be required normally. Imho though,
the drawback is limited race converter selection, and an inherently weaker input shaft because the lockup input shaft is not a solid shaft. Perhaps for certain applications,
this is acceptable. But it appears that the OP
was expecting to see a standard non lockup
Input shaft and having everyone question
That the wrong shaft was installed.
But in this case it was not the wrong shaft, it was the wrong pump gears or the wrong converter hub was ordered.
Last edited:
Big Dad
Well-Known Member
his receipt , and what he ordered are not the same , according to PTC . they built what he ordered and shipped what he ordered and its wrong .
I asked PTC to provide me the document and they are talking about it but, don't know if I will get that from them " legal issues"
I fully expected John Cope of CRT RACING transmissions to build me a dependable, functional transmission , told him I just wanted it right no problems.
cost, wasn't an issue .. got exactly the opposite .. and then , I yelled at him ( didn't )
I asked PTC to provide me the document and they are talking about it but, don't know if I will get that from them " legal issues"
I fully expected John Cope of CRT RACING transmissions to build me a dependable, functional transmission , told him I just wanted it right no problems.
cost, wasn't an issue .. got exactly the opposite .. and then , I yelled at him ( didn't )
IMO, after reading all of this, he needed yelling at....even if you didn't.
Big Dad
Well-Known Member
I didn't .. my voice is all messed up from being in hospital for Pneumonia.
I've read several posts that John can be crusty and cranky.....pot callin the kettle black here, but I always thought of him as very professional and honest.
.....and I hope you're on the mend.
It's all a case of constipation. And that's no crap.
The lines of communication were all plugged up.
The lines of communication were all plugged up.
Big Dad
Well-Known Member
They were not on my end , told him to build me something that would not break, give me problems, it took forever which I never once complained about to him
Upon arrival , looked at it and questioned it and he once again told there was nothing to worry about .
I kept every piece of paper the convertor box cause I seen this trainwreck coming , talking to cope is about impossible , this was an expensive mistake trusting him
Big Dad
Well-Known Member
What amazes me is how can someone show ZERO remorse for causing all the problems and the extreme Finacial burden this has caused me
Not one ,, sorry , I'll help on the bill , I'll help with parts .. nothing and, we all know he reads this thread
Not one ,, sorry , I'll help on the bill , I'll help with parts .. nothing and, we all know he reads this thread
Duane
Well-Known Member
No question someone dropped the ball somewhere. Any luck with the trans brake ?
Mistakes happen to everyone. I don't care how "professional" someone is, stuff happens. It's how you handle said stuff that matters.
Big Dad
Well-Known Member
Monday I'll have the answer on that , taking the whole car to put it on the lift .. Yah know, just in fluid I'm out $500 already
Ok... I'll bite...$500 in fluid!? Why?
-
