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One converter lug is offset so you can't attach an externally balanced crank converter the wrong way.

I'm pretty sure it will work, the center is spring loaded.

I'm not sure on the bearings but taking the tone wheel off won't hurt anything.

The small teeth are a tone wheel for the differential speed sensor. They do come off if you remove the ring gear. Also the newer 8.25 is actually an 8.375.

A looser converter will help a lot, probably help your 60 foot times as well but the additional heat build up street driving it may be a problem.

72 inch/lbs and 2 turns is close enough on the front band to not cause this problem. On the rear band if it's anything that procedure would leave the band tight. Since the band is applied in reverse and manual 1st that isn't going to affect it in that way. I would look at the pressure relief...

There is no gasket on those filters. There are two different filters though. One with one hole and one with two holes. Make sure you put the right filter on it. Secondly I'm still waiting to here if you checked the fluid in neutral and not park.

The earlier 904's used a rear seal with a smaller OD but the same ID as the newer ones.

That code is most likely a PCM. Also there are two filters in that trans. The spin on one has caused delayed engagement problems in the past. I would service the trans and replace that spin on filter with a Mopar part. They have been revised. I wouldn't trust the aftermarket filters.

p1698 is a communication problem with the PCM. More information would be helpful as what engine it has, what trans it has, 1500,2500,3500?

The short answer, no.

It needs to come out. You can put damn near any chemical in an auto trans from laquer thinner to mineral spirits to brake fluid and it won't hurt the clutches. But water will dissolve the adhesive used to attatch the clutch material to the disc.

You can drill the converter bolt holes in your flexplate to fit the 7/16 bolt size. The flex plates aren't any different except for the size of the hole unless you want an SFI certified plate.

There were many updates and changes on the 904 style trans over the years. Some involve the size of the input shaft and number of seal rings. Also the size of the seal ring on the rear clutch drum that goes into the reaction shaft. The way the back of the reaction shaft was machined to accept...

Some newer 7.25's like what came in the 5th Ave have 8.25 tubes and ends on them. But that one looks like an original 7.25.

I don't think that is cost efficient. The axles are C clip axles so you would have to find or buy the correct length axles or have axles made and use a C clip eliminator kit. Do they even make them for an 8 1/4? I don't know. Narrowing the housing isn't the big deal, it's the axles and stuff to...

A little wine and a rear end never hurt anyone...

Yes I have never seen a 904 explode a drum either, probably just because of the smaller mass. However it's still possible for it to do it, I wouldn't be over confident that it wouldn't explode and never say never. The 727 outer race is pressed into the case and they tend to break the case...

I wouldn't think you'd see too much more than that unless the converter was tighter. My car is all done shifting before I reach the 1/8th mile and 1 to 2 is over before it reaches 60 feet.

I am, and you better pull the trans and inspect or replace the over running clutch in the rear of the trans. If it's damaged as will likely happen when breaking a driveline under power in 1st gear the next pass could end up with the trans exploding and injuring you, a bystander (I've seen pieces...

Yeah but the OP is talking about a BB, not worth the time, trouble or expense in my opinion.

After I had my converter fixed I took the low gear out of my 904, it lost nothing. With my 340 in a 3000 pound car yeah it woke it up, but now with the stroker and at 2700 pounds it's just a wash, if the converter is right the low gear set just isn't needed.

Were you putting low gear set 904's in compared to the standard low gear in the 727? Because that could be the big difference especially with a heavier car and a small engine. If you compare them with the same ratios you won't get that kind of improvement.

The 904 is no way, no how going to be 3 to 4 tenths quicker. I have two friends, one a C/SA 440 6 pack car and the other a SS/JA 6 pack car that spent the big bucks for the ProTrans and only picked up about .08. For just a bracket car or test n tune/street car it's not worth the money.

Not quite, Ford stock and SS racers were using the TF guts in their C6's. They are the ones that didn't have a park. Stock and SS racers are still using 904 guts in their 727's albiet the stuff is all billet made by ProTrans and they are expensive. Over $5K. But you can use the JW bell to adapt...

You still need some sort of spacer or the govenor body on there to keep the park gear in place.

Or the vent is plugged, dirt dobbers maybe? Are you sure it's the correct dipstick and tube?

Is the fluid coming out from the top or around the bottom where it goes into the trans? And when does it do this?

The only pro gear you can buy for an 8.75 is a 4.86 for the 742 case. That's what I have. Just bought another set from Strange about 6 months ago.

Or use two slide hammers.