Inspection of a 904 torqueflite

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I think our op had a medical emergency or something. It might have been caused by words like "inertia" applied to driveshaft yoke forward movement..or maybe he fell asleep waiting for an example of me stating that the output shaft doesn't move..or overdosed on frustration trying to fit a lowgear sun shell to his direct drum..I myself am still in awe that anybody would declare that a lowgear set when the front of the sun gear is not visible..
 
CudaFactHackJob said:
I think our op had a medical emergency or something. It might have been caused by words like "inertia" applied to driveshaft yoke forward movement..or maybe he fell asleep waiting for an example of me stating that the output shaft doesn't move..or overdosed on frustration trying to fit a lowgear sun shell to his direct drum..I myself am still in awe that anybody would declare that a lowgear set when the front of the sun gear is not visible..
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The diameter of the planetary is like 1 inch smaller in diameter on a 2:45 ratio. The one shown in the picture is 2:74, the sunshell is the one that came factory 2:74, that's 2 out of 3 correct in the pic.
Odds are that it is a 2:74. The back planetary is the same on both.
He probably left the thread because you were insulting him.
You still have not offered a single explanation why you disagree with what I have stated. As I have stated many times on this forum, you cannot learn anything new if you don,t have an open mind.
Before saying standing the trans on end is wrong call Rick Allison and ask his opinion. I was just trying to offer a possible explanation.
Just because someone measures something that is not the way you were taught does not make it wrong. It makes it different.
 
You stated that I posted that the output shaft doesn't move; which is a plain lie. And now you accuse me of insulting somebody; which is, of course, an insult to me. Continually posting my quotes and making accusations of me on this and other threads; combined with lying about me constitutes STALKING. And now you want me to call somebody for you. This post might get me banned but people like you who post incorrect information are the bane of the internet.
 
CudaFactHackJob said:
You stated that I posted that the output shaft doesn't move; which is a plain lie. And now you accuse me of insulting somebody; which is, of course, an insult to me. Continually posting my quotes and making accusations of me on this and other threads; combined with lying about me constitutes STALKING. And now you want me to call somebody for you. This post might get me banned but people like you who post incorrect information are the bane of the internet.
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Buddy calm down.
You are misunderstanding. I asked a question about sealing ring width because I notice my new Teflon are much thinner than metal.
While researching I saw the post you made about sealing ring on the other thread. Not there to stalk you. I was there because you talked about sealing rings. Go into the tran section and see my question about sealing rings. You did not answer the question.
You don't like or agree with my explanation for standing the trans on end. I was simply suggesting that for both our knowledge you could phone the very reputable and friendly Rick Allison of A&A transmission and ask him to give us his reasoning for suggesting to measure that way. He published recommendations in Tom hands new trans book to help people.
My sealing ring issue has nothing to do with worn parts.
I have brand new Teflon sealing rings and I noticed they are much thinner then metal ones, like .030 thinner. I did not know if this is normal or if I had the wrong parts.
There is always more than 1 right way to skin a cat as they say.
A different way is not necessarily wrong. Many aftermarket drum now have replaceable liners in the sealing ring area. All machined parts have tolerances during manufacture. Depending on the bore size and how deep the scoring is, it can sometimes be possible to machine a drum, but like you said sometimes not.
Not trying to offend you, but you need to remember there are many Torqueflite builders on a Mopar site that know a thing or 2 besides you. Sorry to have upset you. That was not my intent.
 
There you go misquoting me again. I didn't say "sometimes not" about machining a drum. I said NEVER. I rebuild torqueflites for $400 hard parts included and even a cheapskate like me knows that it's just plain stupid to stick a worn out drum back into a trans; machined or not. I throw them into the junk pile and I would never advise anybody to machine one. That's just bad info that will cause that trans to fall out of third gear on a hot day.
 
CudaFactHackJob said:
There you go misquoting me again. I didn't say "sometimes not" about machining a drum. I said NEVER. I rebuild torqueflites for $400 hard parts included and even a cheapskate like me knows that it's just plain stupid to stick a worn out drum back into a trans; machined or not. I throw them into the junk pile and I would never advise anybody to machine one. That's just bad info that will cause that trans to fall out of third gear on a hot day.
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Your entitled to your opinion. Have a nice day.
 
well

Sitting here in front of me at the pull apart is an 87 904 in a van
With a set of 302 heads I just pulled

It would be a job and I'm not prepared for that today

But I bet this transmission has the gears I'm looking for and maybe the upgraded clutch drum as well

I am gojn to check the number on it.

I don't see any cracks on the 302 heads. I came here just in case there were a set and so be it there was one set.

With some port work and the right set up I'll have a pretty peppy dart to play around with for a very reasonably priced build.

I don't know if I should come back for it or not. Or just take the gears out. And see what's what.

I will add

With the 302 heads

The #7 cylinder is very shiny.
While I don't see cracks. Doesn't mean they are not there. Damn
 
Could this transmission be the A999?
Its definitely possible. I thought they came in 360 cars and trucks. When I looked up a part number for it. It said a999. Surely not???

If it is.....I better go get it and just use that instead
 
glhx said:
Could this transmission be the A999?
Its definitely possible. I thought they came in 360 cars and trucks. When I looked up a part number for it. It said a999. Surely not???

If it is.....I better go get it and just use that instead
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Most vans came with the 727. Did you look at the pan? I don't have a resource to look the numbers up. I have seen 904s in vans but VERY few.......and that means nothing, actually. LOL
 
CudaFactHackJob said:
There you go misquoting me again. I didn't say "sometimes not" about machining a drum. I said NEVER. I rebuild torqueflites for $400 hard parts included and even a cheapskate like me knows that it's just plain stupid to stick a worn out drum back into a trans; machined or not. I throw them into the junk pile and I would never advise anybody to machine one. That's just bad info that will cause that trans to fall out of third gear on a hot day.
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I just wish you could back off just a little. You obviously know a good bit about torqueflites and that's great. You're not helping the OP at this point though. Maybe drink a beer or something.
 
I’m definitely sure it’s a 904. It even has a drain plug in the corner.....nice.

It’s a heavy fully loaded custom van. The 318 has the 302 heads I just took off of it. It has a single wire coming out the back near the tail shaft.

I looked up a part number and got a random website identifying it as a 999. A van like that would need a trans like that.

I checked the differential.....it’s running a 2.90 gear.
I’m guessin it is....l

But that number would tell all. I could use a 999 and want a lock up clutch. It’s basically,y what I’m doing sort of anyway. The trans is $100
 
glhx said:
I’m definitely sure it’s a 904. It even has a drain plug in the corner.....nice.

It’s a heavy fully loaded custom van. The 318 has the 302 heads I just took off of it. It has a single wire coming out the back near the tail shaft.

I looked up a part number and got a random website identifying it as a 999. A van like that would need a trans like that.

I checked the differential.....it’s running a 2.90 gear.
I’m guessin it is....l

But that number would tell all. I could use a 999 and want a lock up clutch. It’s basically,y what I’m doing sort of anyway. The trans is $100
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Does it have the stupid long tailshaft or not? Either way I think I would get it. You can swap the tail shaft out if it's the long one.
 
It is the long one
....I guess I’m gonna head backup there but I have to wait till payday.
Hope the heads aren’t cracked. The #7 was shiny

But I saw no telltale signs
 
I think I'll go drink me a beer when the op tells me to just go drink a beer...in the meantime I'll make sure opinions don't contradict the facts. I'm no tf expert but there are some things I'm sure of and other things that I keep my big fat mouth shut about. I read posts on other threads that are some great info on the tf but I won't hesitate to condemn info that's just bogus. Otherwise I wouldn't ever come in here. What would be the point.. to socialize with you fine gentlemen? All I care about is transmissions. Posting quotes about me seems pretty pointless; something I seldom see the need for. But it will be interesting to see who helps the op with these tf numbers, and then to see if the trans has inside of it what the numbers designate, hopefully the low gear set, wider band, plus the five plate drum. But I've seldom seen a 904 type in a van especially behind a 360. If it's a lockup, I'd love to see a thorough discussion on converting it to a nlu. I'm also interested in finding out for sure if any 999's came with the extra support bushing in the direct drum like a 500. Or the pitfalls of using 500 front guts in a 904.
 
CudaFactHackJob said:
I think I'll go drink me a beer when the op tells me to just go drink a beer...in the meantime I'll make sure opinions don't contradict the facts. I'm no tf expert but there are some things I'm sure of and other things that I keep my big fat mouth shut about. I read posts on other threads that are some great info on the tf but I won't hesitate to condemn info that's just bogus. Otherwise I wouldn't ever come in here. What would be the point.. to socialize with you fine gentlemen? All I care about is transmissions. Posting quotes about me seems pretty pointless; something I seldom see the need for. But it will be interesting to see who helps the op with these tf numbers, and then to see if the trans has inside of it what the numbers designate, hopefully the low gear set, wider band, plus the five plate drum. But I've seldom seen a 904 type in a van especially behind a 360. If it's a lockup, I'd love to see a thorough discussion on converting it to a nlu. I'm also interested in finding out for sure if any 999's came with the extra support bushing in the direct drum like a 500. Or the pitfalls of using 500 front guts in a 904.
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I have converted a lockup to a non lock sucessfully. But it can be a little complicated and depending how you want to do it may require
Some pump bore machining.
We can have that discussion if you'd like.
My trans that is currently on my bench was a late 1980,s lockup.
In my experience these trans like the one the op has found from a van imho had all the strongest and best parts. But I have not seen
It all.
 
RustyRatRod said:
Most vans came with the 727. Did you look at the pan? I don't have a resource to look the numbers up. I have seen 904s in vans but VERY few.......and that means nothing, actually. LOL
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I have noticed that on A&A transmissions catalog they have a 904
Tail shaft that they sell that was apparently used on vans. That tail shaft is much more heavy duty with substantial ribs versus the stock one.
 
I’m going to get a better look at it tomorrow and take it home. It is sitting behind an 87 318.

THe only thing they took was the cam. Not even the lifters.....just the cam.

I will keep it set up as a lock up. I like to just cruise around. That’s why I cap it at like 300-400hp.....usually on the low side. Also why I took the 440 out. It was just too much.

I know it has lower gears......and a lock up....
I was about to spend $80 on lower gears alone.

Given what this is sitting in. I would need to be heavy duty 904.

One question I have..

Would the output splines be different. Given this has a longer output shaft. I wonder if I can use the one I have in my 904 with this one. I don’t really want to cut the drive shaft down to fit this in. I guess it’s all part of it
 
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glhx said:
I’m going to get a better look at it tomorrow and take it home. It is sitting behind an 87 318.

THe only thing they took was the cam. Not even the lifters.....just the cam.

I will keep it set up as a lock up. I like to just cruise around. That’s why I cap it at like 300-400hp.....usually on the low side. Also why I took the 440 out. It was just too much.

I know it has lower gears......and a lock up....
I was about to spend $80 on lower gears alone.

Given what this is sitting in. I would need to be heavy duty 904.

One question I have..

Would the output splines be different. Given this has a longer output shaft. I wonder if I can use the one I have in my 904 with this one. I don’t really want to cut the drive shaft down to fit this in. I guess it’s all part of it
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I have never seen this long one you speak of. Can you post a picture?
 
CudaFactHackJob said:
I think I'll go drink me a beer when the op tells me to just go drink a beer...in the meantime I'll make sure opinions don't contradict the facts. I'm no tf expert but there are some things I'm sure of and other things that I keep my big fat mouth shut about. I read posts on other threads that are some great info on the tf but I won't hesitate to condemn info that's just bogus. Otherwise I wouldn't ever come in here. What would be the point.. to socialize with you fine gentlemen? All I care about is transmissions. Posting quotes about me seems pretty pointless; something I seldom see the need for. But it will be interesting to see who helps the op with these tf numbers, and then to see if the trans has inside of it what the numbers designate, hopefully the low gear set, wider band, plus the five plate drum. But I've seldom seen a 904 type in a van especially behind a 360. If it's a lockup, I'd love to see a thorough discussion on converting it to a nlu. I'm also interested in finding out for sure if any 999's came with the extra support bushing in the direct drum like a 500. Or the pitfalls of using 500 front guts in a 904.
Click to expand...

You're like Rush Limbaugh. You have a lot of good info but it gets negated in the delivery.
 
finally got this thing out. The odometer has 89k on it. Which means 189k

The fluid was black as I've ever seen

The converter was dated 6/5/14
 
Ty 3R. Op, I like the direction you're moving with this project. So many times people want to stick with the trans they have and spend money on odds and ends from everywhere and end up with incompatible pieces. Fingers crossed that it's the five plate direct, low gear and wider band, but it's probably all of those; I just did one.
 
Well.......this is the A999 transmission with a lock up clutch.
It has the lower gears, 5 friction direct clutch drum, 4 friction forward drum. We will have to see what shape the Simpson set it in.
The converter was replaced 5/14......

The wider direct band seems fine and the drum seems ok so far with just the pictures below.

Would you run that converter? If it’s only 5 years old.....the hub should be better and not crack but what do I know. That fluid being black.....Im thinking run it and inspect soon after.

The forward drum is shot. It’s worn down to finger nail catching.....is that shot? It’s too worn for me. I won’t run it. The other 904 has the 4 friction forward drum.....so I’m good on that.
What would cause that? Maybe bands not adjusted correctly. No one spends that much time in reverse.

48225408891_619866ac01_m.jpg
Here is the magnet from the new transmission. The other 904 didn’t have one of these. I have 2 of them now. One was sitting it the van. So......why not run 2-

48225409036_037aa8eb80_z.jpg
This doesn’t look good.....some metal shavings in the filter. I’ve never seen one so black. -

48225409081_ea0911f605_m.jpg
It’s a lock up clutch. I like this function as I’m just cruising this car.
What does the wire do? I grabbed the whole harness that went all the way to the fire wall. Might go into the fuse box.....I dunno-

48225467327_8b0eaa5370_t.jpg
Here’s an issue. The reverse drum is worn. I can catch a finger nail on it. It might be completely shot. -

48225467442_a1e0d3fefd_m.jpg
a larger direct band. -

Fluid was pitch black.....and given that forward drum.....of course it is.

Hopefully this is in good shape. Or good enough that it won’t matter for what I use it for and how much it’s driven.

Gentleman.....I cannot thank you enough for teaching me and guiding me through all of this. I was gonna wait till pay day, but it could have been crushed by then.

All that’s left that I want to do is a mild cam and this build will be as far as it goes.....maybe 188/160.....but what would that really accomplish right now with the stock 76 compression.

I will hit that with the dial indicator and cc the heads to see what that is
 
They probably kept dropping it into low one to compensate for a worn forward clutch. The low reverse drum (the one in the back) can be swapped with your 904 drum so no prob. The front drum is the direct drum, front drum, or reverse high drum. How's the ring surface of the direct drum? Could you post a pic.
 
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