Search results for query: *

There’s a washer or a flange on the bolt in the pic. That’s not the right bolts. Too thick.

The planetary gear is unique to the low gear set as well. The bigger diameter at the bottom of the pic is what is different.

Agreed, I have dealt with this company.

Every 999 I have seen has a lockup torque converter as well with an input shaft of a different spline count.

I would run that. Especially if you have the original depth shim and got that pattern.

Fairly common on drag cars. Breaks in the lights when you let off the gas. Buy A&A or cope gears with the oversized lugs. That’s why they make them.

I always wanted to use an aluminum 3 planet for weight savings but was never sure if it’s strong enough and I use the rear 4 planet steel from a 998 or 999.

You need to specify a 2.74 thrust washer.

Your 1st gear ratio affects the front thrust washer as well. The 2:74 ratio is different than 2:45.

So do you build in subassemblies ?

If you look in my signature I think there are still pics of my rollerized components. Not hardly rocket science, more like copy cat and not being afraid to try.

Thanks I try. Lol

He is saying there are some great builders out there who just work in their own garage. I have a friend who used to run a Daytona With a 727. That car won the $10,000 nationals one year at Norwalk and runner up the next year. The car ran 8:60s in the 1/4. He rebuilt his trans when required...

Well just for example, if someone was going to remove their front pump by threading bolts into and up against the machine gasket surface, this would burr up and score the machined surface. I would call that wrong. But if a guy knows to use a couple of slide hammers to pull the pump, all is good...

I don’t think anyone wants to ban you. We want you to participate in a respectful way and share your personal knowledge. And when you disagree with a post, be sure you have your facts correct and don’t assume. I personally have seen you do this before, but I cannot figure what your beef is with...

And even sometimes then, it is not wrong, it is just a different way to achieve the same thing.

Why don’t you offer some tips to help someone avoid breaking their pump or to verify that they have their converter and flex plate aligned properly. Even if some other builders came on here to comment, I’m sure they would not call everyone asses, and dummies and morons. Jpar has barely even...

He said himself that he has not gotten one job from this site. But that’s not why he here.

I thing it was the company Dnj who were developing a Sfi 727 case. But I,m not sure what happened with the project.

Agreed, John Cope explains the 727 drum explosion very well on a YouTube video, but he also rightfully mentioned the 727 drum fail on the line and turbo 400 fail in the top end of the run.

Yes I would agree that it’s better, but he is saying it’s application specific and I don’t understand why the application would matter.

Lol you guys crack me up lol

I think we should start a new thread called what do you wear on your feet while rebuilding your torqueflite lol. I can imagine the answers. Lol

Lol

You don’t have to remove the trans to fix a dirty valve body, but I get your point. But I have rebuilt units with rust on the parts. It just take more time to clean and prep, but it can be done and they will run.

So you are saying that the 30 element sprag Cannot handle any more torque that the stock sprag ? What does the application have to do with it ? I am assuming a transbrake Or manual shift valve body with low band apply. Why would the application make a difference?

I would never tell anyone not to clean everything spic and span.

Yes I know who that is.

Probably the low reverse servo flipped in the bore. If it’s the piston, then yes can be fixed in the car as long as the band is still good. Do you have 3rd gear ok ?

Make year and model