Converting Lockup A904 to a Non-Lockup

[JoJo]

I've done numerous searches, but nothing really gave me the information needed.

I have my A904 transmission out fixing converter and pump issues. Sounds simple right?

About a year ago, I decided that I needed a manual valve body in order to have the correct pressure since I couldn't hook up the kick down linkage. So, I ordered the TransGo TF-3 kit and installed it.

Well, I installed the kit in a lockup transmission by accident (don't ask). Yes, the valve body has the tube on top. I've been running the transmission since last September with 20+ passes and a lot of street miles with no issues. It's my fault that the transmission is out.

Question #1: Can I change the input shaft (front pump also) to a non lockup and transfer the TF-3 kit to the non lockup valve body I have?

Question #2: Should I put a lockup pump & converter back in it and change nothing?

Question #3: How does a mix-matched transmission combination run so good?

ops: All help and opinions are welcome.

 

[RustyRatRod]

Remember that phone number and name I posted?

 

[JoJo]

Remember that phone number and name I posted?

I talked to him and that's when I found out about my funky setup. It was after closing hours when it hit me about people converting and thought Google would help until I make the call again tomorrow :sad5:

 

[photorep]

Hi:
I am a novice with Mopars..I have a 74 Swinger that I am redoing. 318 out...360 going in. Car came with 904 and I don't understand what the terms lock-up and non lock-up mean when referring to the trans. Can someone enlighten me...thanks

 

[JoJo]

The lockup and non-lockup A904's have different input shafts...

The purpose of a lockup transmission is to increase gas mileage by not allowing the converter to slip (reduced RPM's) as much...

"Production of lockup transmissions started in the late 1970s as a response to fuel economy concerns. The purpose of the lockup design was to temporarily eliminate the normal slippage that occurs with non-lockup transmissions in order to increase gas mileage. Lockup occurs in the torque converter. However, lockup is controlled by the lockup valve, which receives a hydraulic signal from the governor at a predetermined speed. In non-lockup mode, the torque converter has a pump that transmits and multiplies power by pumping oil against an internal turbine which is in turn attached to the transmission input shaft. There is also a fixed stator between the pump and the turbine which redirects the oil returning from the turbine to prevent it from hitting the pump. For a simple idea of a torque converter in non-lockup mode, imagine two fans, with the first one blowing against another one which is off. The blades on the second fan will also turn, but not as fast as those of the first fan because energy is lost. In lockup mode, there is a clutch that engages between the turbine and the pump to physically connect the two components. Going back to the example of the two fans, now imagine that the shafts of both fans are somehow connected. Both the blades of the second fan will turn at the same speed as those of the first."

 

[photorep]

Thanks for the explanation...

 

[JoJo]

You're welcome.