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Never an issue in the changeover Charrlie. There are two ways it can be done, one of course is machine the old pilot off and weld a new one of the proper size on the old mounting cover, or use the mounting cover of a 67 and up converter. The shop that I worked for had the facilities to make...

I did business with SMR in the past. The owner was a drag racer of some note, travelling up and down the East Coast. We sold him performance shafts, drums and other hard core race items for the TF 727 and 904 transmissions that the we made. He knew his stuff. Unless things have completely...

OK

Having the proper size pilot is the better option.

Many parts manuals will say (A.R.) which means as required.

Maybe I'm missing something, but if the pilot of the converter measures 1.55" then it is for the early 62-67, 904 transmission, and I take it that you are going to use the early 904 transmission and converter you now have behind the 340. The 340 will have as mentioned earlier, a larger hole in...

44 Posts on flex plate to converter mounting bolts? Wow!! Maybe I should make a phone call and see how many I can get and then sell these "extremely rare" bolts.:thumbsup:

There are two transmission parts distributors in Portland Oregon. Portland Transmission Warehouse, and Transtar. Both of these outfits SHOULD have the thin head NON hemi converter to flex plate bolts, as they both sell converters. I don't know if you actually have a converter rebuilding...

My catalog lists a single wire lockup solenoid for a 1987 transmission. As Killer6 says, count the spline teeth on the input shaft.

No difference in the kits. However, if I were you, I'd count the number of friction and steel plates in your transmission before you order a kit. Here is an example of why you should do this>> there could be in the front (high/reverse drum)3-5 frictions and 3-5 steel plates, in the rear drum...

There is nothing magical about box kits for automatic transmissions. For a stock application in a Mopar, look for either Raybestos or Borg Warner Friction discs. As there are few gasket set manufacturers (despite whatever name is on the packaging) and anything that has a made in the US on it...

Draining a lockup converter isn't easy as one might think. Flushing a converter was at best SORT OF OK back in the 60's and early 70's when lockup converters didn't exist. Flushing a converter with cold solvent and relatively low pressure doesn't cut it. Yes, it will flush the oil, but that's...

4 Seals for the extension housing on a 904, 2 with a boot, 2 without a boot. 1966 to 1972 without a boot 2.254" o.d 1973 to 2003 with or without a boot 2.375" o.d and lastly 1973 to 2003 2.445" o.d. Hope this helps.

Trailbeast is right on the money as is RustyRatRod. The converter hub must be as smooth as a crank journal. Any surface wear on it, etc. will cause seal/bushing failure eventually.

If my memory serves me right, the factory converter in my Duster stalled at around 2300/2400. But with that being said, it might be a wise move to contact one of the reputable converter builders and see what they say. Make sure you give them ALL THE CORRECT information on what you've done to...

100% agree with you volaredon.

From 1968 and up, all 904 converters had a pilot (one that goes into the crank) size of 1.810 inches From 1960 to 1967 the converter pilot size is 1.550 inch Now, I may be wrong on this, but I think that the crank for a standard transmission was different from crank for an automatic...

With that amount of debris on the filter, the converter will also be contaminated. AND not matter what anybody tells you, it would need to be taken apart and cleaned. I know your in the Netherlands, but consider getting a rebuilt converter at the same time.

Yes, it is a 27 spline converter. From the factory, they made a high stall converter. Factory stall, 2300/2400 or so. Send you complete specs as to what you've done to the engine, intake manifold, carb size, cam profile, headers or no headers diff ratio, rear tire size and see what one of...

There is a Transtar outlet in Houston. Might be worth a call. Google for exact location and phone number.

Used converters are good only for two things, a core, or a door stop. Because they are a sealed unit, there is no way to tell what the internal parts are like. I seen more than my share of "Rattle Can" rebuilt converters. JMHO

Factory never painted their converters.

If there is a Transtar outlet in your area, call them. Should have one in stock. Fits 1964-1969, 260/289/302 engines, 11" dia, 4 mounting studs.

For 2001 - on 5-prong Rectangular Connector, rod style Sound like it. Their catalog shows part number 12410C and it is listed for 2002 and on. My catalog shows that the 5 prong style was used 2001 and on. If you contacted me when I was in the industry, I'd ask you how many pins, and supply...

Check out my post to 65rbdodge/above. For what it's worth, buying off of ebay may not be your best source for parts, JMHO.

Go with the best parts you can afford. Getting the cheapest parts can/will lead to trouble. Make sure you get a manual on the transmission, either the ATSG or an ATRA manual. Be very cautious taking the OD section apart. There is a large HD spring compressed under the OD hub that can do you...

Wear and tear will also cause this issue. I know overspeeding will cause them to come apart.

Aluminum, aluminum with a steel band around it, and a new STEEL drum is being manufactured by T.C.S. Check out their website. Lots of HD mopar transmission parts being made by them. Ask about their dealers in the U.S. WWW.TCSPRODUCTS.COM Keep in mind, your old cast iron drum has how many...

After almost 40 years in the transmission industry, calling upon all manner of transmission rebuilding facilities, I've never seen a "rebuilt 904" for 80 bucks. Oh, pardon me, there was a less than honest shop, that bought cores, stuffed them in the parts washer to clean them, changed the pan...

The markings may or may not mean anything they could be the building companies part number. The company I worked for in the past, our part number 762 was for a 225/318 1968 and up 904, NON LOCKUP, and was a low stall (around 1900-2000 stall).