32RH 67 Dart

Nice project. I am about to do the same in a '73 4 door dart with a 360 magnum with. 42RH. Basically same thing. Here is what I have gathered:

The V6 is internally balanced, so the converter will attach to the neutral flex plate for a 318, I think the 273 is also internally balanced. You may need to egg out a hole in the flex plate. (magnum flex plate needed that to bolt to 904 converter)

Supposedly the v6 a500 converter stalls higher than a stock 318 904 converter. Some specs online call it medium stall while some call it high stall. None call it low stall, which the 318 904 converter IS called everywhere. My 904 converter stalls at 1800 on the nose. I do not know what a stock v6 converter stalls at but I speculate it won't be higher than 2300 rpm behind a 5.9 mag.

Does anyone know definitively?

Since it came out of a truck I will see how it shifts before adding a kit, but many here like the transgo kits.

Does anyone know the typical factory shift points of an a500 in 1st through 3rd at normal light throttle approximately? That info is elusive.

Finally, there are ways to hydraulically control od and lock up using nitrous pressure switches and even time delay relays. I will figure that out eventually. I have seen people use toggle switches.

But for a start, I think a decent quality 3 position generic headlight switch through relays is going to suffice for me. I think that is much more functional than having to worry about toggles; just pull once for od, and a second step for lockup. As you slow down, push the thing in in one motion. Just my ideas.

Curious to hear real world experience with stockish a500s for the above questions.

Last thing: assuming regular maintenance, how many miles does a LU converter last before it is worn? Clutches, or gets rumbly, noisy, etc? My 904 conv is older than dirt and still doing fine.

-Frank