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My last 904 pan gasket leaked all the time.....constant dripping from the edges. Reseal it 2 times, same result. Now I installed a newly rebuilt 904. I figured that the tech installed the pan gasket, so all should be good. Installed it, and yup, it leaks around the edges of the pan :( So...

I’m starting with a rebuilt 904 Tran and new torque converter. 1). Before install, any prep like filling TC before install? 2). Take me through the process: filling the transmission , First start up and drive Thanks

Looking to get a 40T speedo gear for a 904. Ebay has LA speedometer gear for Jeep.; Dodge Jeep 40 Tooth Speedometer Gear Long Shaft | eBay will that work? are the gears and shaft the same? I'm going with a late 60s 904 trans

I'm installing a 1984 318 with lock-up 904 into a 65 Barracuda. I bought the "special" speedo cable, that fits the lever shift 904 trans TO the 65 speedometer. All should have been right in the world. but its not. It turns out that the "special" cable is for the aluminum thread on cable...

Double check it. FJM s with small 8s still used 7.25 rears. They were just in the center of 3" tube!!!! (at least that what was in my standard 84 5th ave). spring perches are different. I think they are wider......

D55Dave: just adding more info. I didn't mean to sound like a know it all. sorry about that. 741s are plenty strong. and i would trade my 742 open pig for a good 741 SG unit. under an early A with a mild v8 and relatively skinny tires...the 741 would last forever.........

found some notes: 8.75" Axle Carrier Types and Years of Production ''741' Casting - 1 3/8" (1.375" Small Stem Pinion. Carrier casting numbers were 1820657 (1957-1964) and 2070741 (1964-1972). This unit was usually used in low weight/medium horsepower and high weight/low horsepower...

eh...sorry. 742 is considered the strongest. The 489 pinion has a SLIGHTLY larger OD, but that tapers down to a narrower section, than the 742 diameter. Therefore....the 742 is stronger. It is also easier to set up without the taper. I believe the 440 six-pack and Hemi cars in the late...

for a 904, I have a few old driveshafts kicking around. I noticed that there are some long and short ones. (no measurements on hand). What gives? I would have thought all the 904 slips would be the same. can someone tell me when they would used 1 vs. the other?

completely different......cable vs. rod. (Im removing my 65 cable shifter assy if you're looking for one....)

On a 1965, I'm going from the single pin NSS (neutral safety switch) to a later trans with the 3 pin NSS. Once I find a 3 pin pigtail....what should my wiring mod be? I want to keep the NSS function. thanks.

76 Dart, 3 on the tree. shifter works fine in the up and down throws. Pulling in the center of the 'H"l...very stiff. especially cold. spring return to the 2-3 slot seems to work. Question: how do I lubricate or/and adjust the resistance of the column shifter lever? car is full...

What is the part number and a vendor for the small snout TC to large crank bore adapter ring? (putting a later 318 against and early A trans with the small snout TC) Thanks Mike

Stock configuration: 1973 Dart Sport. 340/727/8.25. what is the driveshaft length C to C AND what is the slip yoke length? Question 2: 65 Dart. SB/904/8.75. driveshaft length?? thanks

The stock O-ring in a crappy buna type. That's your only seal. poor design. After replacing an o-ring TWICE and going through the shift/adjust drill (still never had it spot-on).....I went to the HELP section of the local autozone. I bought a kit of ureathane (possibly metric) o-rings. They...

All the early A body Hipo 273 were 4 spd OR 904 with 7.25s. They held up due to the light car weight and sh!tty tires of the time. Hard to hook 1965 street tires!

The 904 will physically bolt up to the cable 904. The 360 will have the large crank bore, the cable 904 TC will be a small snout. You will need the adapter ring to fit the small snout to the large bore crank. Your stock 904 converter will be for a neutral balance engine, your 360 (if stock)...

my 73 318/904 came with a factory small snout converter. It fit into the 73 904 trans properly with the correct spline count. It had a spacer ring in the crank bore to accommodate the smaller snout. I just replaced the 273 in the 65 with a later 318 (mid 70s). I took the adapter ring...

I think Dr. Diff. cuts his conversion axles slightly shorter than 28" so that the thrust buttons can stay in place. I'm not 100% sure.....but I think that's the case. I think Dr. Diff is on the list....is this true??????

It would be nice to have a date base for A body driveshaft lengths, can anyone fill in the blanks??? thanks 111" WB; 904 / 7.25 = _______" u-joint center to center, slip yoke length (center of u-joint to end) ______" 111" WB; 904 / 8.25 = _______" u-joint center to center, slip yoke length...

Since I dont' have the car assembled yet, I can't measure what I need; so... Anyone know the proper driveshaft length for a 73 Dart Sport, V8/727 - 8.25 rear?? Thanks.... Mike

Incorrect. According to what my trans builder told me; Figure on 70HP to turn high gear in a 727 vs ~ 35HP for a 904. Hmmmm. why throw 35hp away? its too hard to get back.

yah...I schmart like dat sumtimes.....

Cass is a great guy to deal with. I bought my LBP axles from him with bearings for the 69 conversion. He final cuts the length himself based on your spec.s! Whether the thrust buttons are in, or out can make a difference on the length you can use. Shipping was fast, I had my axles in 2...

DOH!!! June 09! :cheers:

It will be completed. We've got a car show scheduled, so it NEEDS to be done by then! We're down to bodywork now. it should go pretty fast. 340-auto into a 8.25 should be fine. Isn't a 8.25 what all the factory A bodies with 340s/360s came with after 1971 ? or was is 73? either way...

none. the driveshaft I have is a 904/7.25. I have 727 and 904 slip yokes kicking around. Tranmission question: any preference on the 904 vs. SB 727??

I have that rebuilt 440/727 that no one wants, so if the shop stays open, it would be nice to have the 489-3.23 for the NEXT BB A body car. The cam will be the summit 6901, which I'm told is similar to the stock OEM 340 cam grind. intake, stock 340 for 72.

73 Dart Sport. was a 318/904/7.25. It will be a 72 340/727 with a choice of rears: A) 8.25 SG w/3.55 gears (cone style) B) 8.75 SG w/3.55 gears (741 case, clutch style) C) 8.75 SG w/3.23 gears (489 case, cone style) #1 Which rear would you pick and why? #2 What stall converter...