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buy it from Denny . super smart guy on anything driveline including custom shafts that do not vibrate .

.020 is my guess; You may know, most bronze bearing are fitted much tighter than .020, like .005 or less, but maybe .020 is normal post wear,and still no problems.Don't know exact number, but makes sense..right? If it wobbles around , bushing is worn....And all else is new.

Right on--frankly forgot that tailshaft bushing is what locates it , not spline. Good guy, Brent at Driveshaft outfit the advertises on this board helped me out with a new yoke, but also pointed out bushing thing. I am now sure that is it, it can be moved maybe .020. .His price for new yoke...

Anyone know if a problem here..?? have persistent drive shaft vibration on hi mile 67 dart GT convert; found yoke a little loose on trans spline, put in another used one, it got a little better..for a while (10k miles) . These were made various lengths by MOPAR --? something going on. The long...

I think there is more to this, i had same problem, new 100% rebuilt by TA , 904, always felt like locked a little when first backing up, OK later; Ok if warmed up too. Not a fluid level thing.. It was as if reverse band was not releasing; Band is always on by spring, remember, it releases to...

What bout 500 trans? I wanted to do 518, guys jumped on me , go 500 , much better etc etc =old 904/727 thing? Only reason i bring it up is maybe cutting not as bad, and i am thinking slant 6 / street rod app. That trans is BIG ... Keisler thing also comes up...

they only need two 12 V signals, why complicate it with uP garbage? PATCO (I think that is spelled right) sells an all analog controller that senses speed and and i think vacuum to shift 500/518 into OD , cheap and simple. it also controls lock up converter ; supposedly better than stock...

Hi, i made an error above I need to set right..I did this 3 years ago, and yesterday had a brain fart on which way trans lever moves .. It is forward to put trans at low pressure early shift, back to up pressure, hard shift, higher speed . So spring in linkage cannot work as I described it...

Hey, that is a good idea ; there were lots of vans w slant six in the way back. Probably converter end can be worked out w 518 parts , and van sl 6 flex plate etc That helps a lot; I forgot about that setup...Thanks grump..

Yes that is right, but that is how it is on cheapest low buck setup slant six. They even went away from that to spring...You may WANT full line pressure before WOT; I think that is what they are doing with spring. Setting it "just right" as you describe will mean you only get full RPM shifts...

should have finished last thought...with added spring, trans lever is all the way back with carb closed, important to get that, but spring would let LOKAR travel more at carb after lever hits internal stop on trans,. If it does not hit that stop, you don't get full upshift RPM and full shift...

This is a good subject, got quite a bit heated over a year ago, when I asked someone to explain ?? why the over travel spring in the stock 727/904 linkages sometimes, yet not always . An expert chimed in with an obviously (to me) wrong answer, but bottom line is we never did learn what factory...

Any way to adapt late 727 derivatives w OD (electric actuated ) to slant six? (`90's) They were only behind AMC derived six and V8, right?? . Also hear complaints about length and bulk of back part of those when going into early bodies. Are JEEP 4 WD versions also so long ? An adapter machined...