904 Clutchflite

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Good answer!
In my younger days, I had a habit of drinking. My buddy liked a brand called Canadian(go figure). Well to me that was the second worst beer around.Actually he had the habit, and I taxied him around, and got the girls he passed out on,er up on. Yeah so, he had a 69 Chevelle 454. And I had a 70 Swinger 340. He liked tall skinny stacked blondes. I liked girls a little shorter, with personalities.He was sports minded, and I liked chess.He liked to get a few drinks in him and go pick a fight on the biggest brutes around. I liked to watch him kick-azz.He liked to break his cars, and I liked to fix 'em. Ok, enough already.Point being everybody likes something, and it may not be the same like as the next guy.
I got you bookmarked
 
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FredS said:
(which in effect this mimics like an applied clutch in a converter)
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This is incorrect..Lock up clutches in torque converters do not have torque absorbsion springs like are found in clutch friction plates. Having said that, think about the shock loading that trans gets when you shift at 7000rpm with a top quality converter and a manual valve body..
The two factors to consider are:
1) power through the trans
2) gear shift firmness/ overlap
So, don't go crazy with the power and don't go getting the box to shift like it's getting hit with a sledge hammer.
 
I don't think any body told him not to do the build.They been telling him from experience what happens and what parts fail. We are all waiting to see if his will work right and for how long. I would be using my 727 clutch flight in my dart if Idid not have to move the core support.Because the trans is 3 inches longer
 
Sure, you are going to have failures if you push the components past their limits, but at the same time we can't just start worrying that the trans is going to fail as soon as a clutch is mounted to it either. I totally expect problems if I push the trans hard enough or don't have the valve body set up right. Some of the shift shock loading can be absorbed within the application of the clutch packs and application of the bands.
Remember, the 727's got a bad rep in street cars because most guy's were using transmissions set up for all out racing.
I'm doing a 727 for a guy at the moment because he's does not like the harsh shifts the manual valve body gives him and want's a softer shift.
 
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Shaft made.
Now to start on the pump housing plate and input shaft support.
12_904Cf.jpg
 
Front pump plate made..Throwout bearing support housing next.
13_904Cf.jpg
 
Bakerlite said:
Shaft made.
Now to start on the pump housing plate and input shaft support.View attachment 1714983026
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Hi - My name is Ken and i basically joined this forum to add to this thread ( although im a mopar nut too ) . Along time ago i built what you are building now ( although with a 727 ) . I was really interested in the clutchflite concept so dived in full throttle . Like you i used an external pump ( power steer pump ) and a diaphram clutch with a hydraulic throwout bearing . I would be happy to share what and how i built it and maybe with throwing ideas around we could improve on what i achieved . If you wish we can message privately or i can share with the forum . or not . Its up to you as i dont want to step on toes . Love the - i just like building stuff attitude - Keep up being creative - Yours . Ken .
 
AJ/FormS said:
I can hardly wait to see how it works out. I once was gung-ho to have one of those!
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Me too, always wanted to try one, big block tho. They had reliability problems when behing big h.p. as I rememeber .
 
Very interesting..I've been planning a 904 Clutchflite for some time and also with an external pump.. ...so, did this project ever get off the ground?
 
Well...they were heavier and more complex than other solutions, like the Lenco.
It could also be argued they are the worst for 'drivetrain abuse' as you can get a full RPM, full power shift without any of the cushioning effects of a torque converter.

The best description I've heard is from a guy in Chicago who sold me a couple he had. He said, "When you hit go from first to second gear, it's like God reached down and smacked you in the ***..."
 
Bakerlite said:
This is incorrect..Lock up clutches in torque converters do not have torque absorbsion springs like are found in clutch friction plates. Having said that, think about the shock loading that trans gets when you shift at 7000rpm with a top quality converter and a manual valve body..
The two factors to consider are:
1) power through the trans
2) gear shift firmness/ overlap
So, don't go crazy with the power and don't go getting the box to shift like it's getting hit with a sledge hammer.
Click to expand...
Not so. Most lockup converters do have springs on the damper plate. Hughes converters has a video that shows the internal workings of a lockup converter. It's on their website.
 
"I'm not worried about the input shaft, as you can see, it will end up thicker than the original.Springs in the clutch friction plate will adsorb some of the shock of the gear changes, as well as not going berserk with the valve body and shift pressures."

I'm not sure I follow the logic on this....while the clutch plate does have springs, they are there only for softening engagement. Once the clutch plate is squeezed 'solid' by the pressure plate, those springs aren't doing anything. The clutch acts like a solid link between the engine and transmission (unless it slips). There is no cushioning effect. Right?
 
gregcon said:
"I'm not worried about the input shaft, as you can see, it will end up thicker than the original.Springs in the clutch friction plate will adsorb some of the shock of the gear changes, as well as not going berserk with the valve body and shift pressures."

I'm not sure I follow the logic on this....while the clutch plate does have springs, they are there only for softening engagement. Once the clutch plate is squeezed 'solid' by the pressure plate, those springs aren't doing anything. The clutch acts like a solid link between the engine and transmission (unless it slips). There is no cushioning effect. Right?
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No I think the cushioning from the springs is always working even when the clutch is fully locked and engaged.
 
So....with lots of moral support from Mr. Dunkley....the 904 "BabyFlite" is on the road. I don't seem to be able to post any pics but here is a link:BabyFlite - Slant Six Forum
 
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