thank you
thank you
this is interesting that they say they can build them with triple discs. I inquired with John Cope about WOT lockup function when I purchased my valve body from him and he stated that the single disk converter would slip (obviously) but he didn't state that triple disc options were available (maybe his converter supplier doesnt offer triple disc converters) if precision can indeed offer triple discs and fit in a stock bellhousing with say a 9.5" that would be HUGE. I've even contemplated adding a spacer between block and trans then running a billet cover to allow the extra clutches, kinda like the 2 and 3spd lockup 400s that are out there now for all the fast blower and turbo combos.
The yoke you purchased...does it use the 7/8 inner circle type ujoint retainer clips ( regular mopar style)...or the full circle outter GM style ujoint retainer clips
I'll check later when I get home.
The oldest vehicle I've ever had with the electric control lockup was my 88 D100. 1st year of the TBI on a 318. The switch for the lockup looked suspiciously like a temp sending unit in an older /6 or 318
When I installed the A-500 in my Duster I used a 727 slip yoke. It is my understanding the A-500 and the A-518 both use that same 727 slip yoke. I have no first hand knowledge of the A-518.
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.
for what it's worth, when I put an A500 in my M body, I think I was able to reuse the slip yoke from the original 998 tranny..IIRC I just had the stock driveshaft shortened...or did I pick up a 7290 ujoint 727 driveshaft to have shortened?...that was 18 years ago and I'm getting old and forgetful
you had to have also swapped rear ends....most M bodies Ive come across had 2.2 or 2.45 rear ends stock..... I had one with a 2.9, still too low for an OD to work
as much as any good built 904. They are a 904 front half and the OD section is the same from an a500 All the way to a 48re add or subtract some clutches/steels depending on the model. You really don’t need to add a bunch of OD clutches as I don’t know too many with cars that are gonna beat on one in OD like the diesel guys do. However you can add a couple OD direct clutches (these are engaged anytime the vehicle moves minus 4th gear) very very simply by purchasing a 48re direct drum, apply plate and pressure plate.
swapped in a B body 8 3/4" with a 3.55 limited slip. even with 27" tall tires I HATED the 3.55 with the 998 lockup it had stock. way too many revs on the highway at 70-75MPH. 70mph was 3100 RPM. OD dropped it down to about 2130 RPM, or equivalent to a 2.45 rear....for what it's worth, an F/M/J body rear is within 1/2" in width to an XJ cherokee axle (cherokee is a touch wider), and you can find 3.55 geared 8.25's out of one of them just about anywhere for chump change.
sweet. wonder if you could convert the pushbuttons to activate switches and then use a solenoid/actuator down at the tranny to move the shift lever instead of a purely mechanical linkage
I have thought about that..just unsure how you would do it. Part of the problem is that the cable system uses 2 cables. One for gear selection, the other for park. About the only way to do it would be by using the Ebrake for park
..sound bad. But for those old enough the early push button 2 seped torqueflites had an actual brake drun mounted on the back of the transmission..hence " Parking Brake "
