1966 904 into LA360. Where do I find the snout bushing?

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TimDart

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Hi all, I’m about to drop a 360 into my 1966 Barracuda Formula S with the early 904.
I keep reading that the crank snout of the 360 won’t fit the 904 correctly and cause problems. Despite searching I can’t find any recent reference to such a bushing. I will be using the B&M flexplaye with the cut away for balance and want to use my existing 904 convertor. Where do I look?
 
Sorry don't know other than "Charlie S" posted above

dart-08-jpg.jpg
 
That 360 will require a higher stall than the stock 273. It will work but it'll be pretty tight! 65'
 
I found mine on eBay. The seller was Paddy-something, IIRC.
 
Thanks all, I can’t find any reference to this bushing in contemporary media. I might need educating, but I’m using the correct B & M flex plate and I thought the convertor was held correctly by the 4 locating bolts and equally the flex plate is bolted to the end of the crank. Don’t understand the need for a bushing
 
mvh said:
I found mine on eBay. The seller was Paddy-something, IIRC.
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Do you remember what you searched for? Don’t even know exactly what the bushing is named as to do an effective search.
 
TimDart said:
Thanks all, I can’t find any reference to this bushing in contemporary media. I might need educating, but I’m using the correct B & M flex plate and I thought the convertor was held correctly by the 4 locating bolts and equally the flex plate is bolted to the end of the crank. Don’t understand the need for a bushing
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Look at the photo I posted. The early Torqueflites and early crankshafts had a smaller size snout/ smaller bore. So when you mate an early TF to a 68? / later crankshaft you need either a special converter with large snout, or a bushing........which someone could make, actually, with a lathe

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T'Flite Patty's Shop Mart is part of Pat Blais Transmissions, doing RWD 727 and 904 Torqueflites for over 35 years for Chrysler, Dodge, and Plymouth vehicles. We stock torque converters, external reseal kits, complete Torqueflite rebuild kits, and hard parts. Specializing in 1960-1965 727 and 904.

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It’s called an annular ring, and I believe Pat still sells them. Charlie S should have them also, or they can be made quick enough on a lathe.
 
TimDart said:
....is why the adapter bushing is needed?
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Look do you not understand how to read? Read my previous post I explained it to you

67Dart273 said:
Look at the photo I posted. The early Torqueflites and early crankshafts had a smaller size snout/ smaller bore. So when you mate an early TF to a 68? / later crankshaft you need either a special converter with large snout, or a bushing........which someone could make, actually, with a lathe
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It's not the converter attached holes, it's the crankshaft register diameter that the torque converter snout locates into. 65'
 
It will run off center and vibrate, eat the pump, spew fluid out the front, leave you stranded on the side of the road on a dark night only to be beset upon by highway robbers and antifa.
 
Why don't you upgrade the trans. Pay me now or pay me later. Those early transmissions had upgrades for a reason. Wait until you go to buy a converter after you find yours don't have the correct stall for the 360.
 
I cut a pipe, cut it horizontally and tapped it onto the snout...mic'd it and the crank register..and it was .025 smaller than it needed to be. Ran it. Also did that early on with a pc of fence post when I was in a pinch.
 
You wanted a source for the bushing. We gave you that.
TimDart said:
Despite searching I can’t find any recent reference to such a bushing.
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TimDart said:
I can’t find any reference to this bushing in contemporary media.
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You can't find any "recent" reference in "contemporary" media? A quick search of "convertor bushing" in the transmission forum turned up at least a half dozen references, some new, some old... old posts are just as valid as new, these things were built 50 years ago and they still work the same way. That's why a 50 year old FSM is essential to the hobby.
TimDart said:
....is why the adapter bushing is needed?
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Now you poo poo the reason it's even needed- what's up? You do know how these fit together, right?
TimDart said:
Don’t understand the need for a bushing
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The convertor nose needs to be supported, on center, by the crank (that's why there's a nose on the convertor in the first place)- when you mix and match parts they need to be adapted to work together as originally designed.
If you don't believe me, go ahead and throw it together.
Then post for help diagnosing your mysterious "engine vibration".
Then ask why your B&M flexplate keeps cracking... and tore up the convertor... and pump...
Oldmanmopar is probably right, you should just use a later 904- better internals, no convertor snout issues; direct bolt-in to your '66; linkage swaps right on, uses the same driveshaft.
 
Did you even read the part about, "it will run off center and vibrate"? How much simpler could I possibly state the facts?
 
Let the guy run the thing without it. He's been told what the deal is, yet like a lot of others on here, he refuses to take good advice. I'm down to tellin people one time, then if their crap blows up because they didn't follow good advice, to heck with um. People ask questions on here and then turn around and say "why should I do what you say?" I say to heck with um. I know MY CAR runs great.
 
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