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Shift kit, deep pan and aux cooler will go a long way towards making a stock 904 last. The one in my Duster is a bit of a mystery, rebuilt with supposedly some upgraded hard parts but the guy I bought it from circa 2010 didn't know much about the details. FWIW I put about 35k miles on it...

Lots of factors involved... You mention running a 340, those tend to have less grunt than 360s. I'm wondering if you're getting into the power enrichment opening the throttle that much when it's in 4th, might be better off downshifting to 3rd when you need any extra acceleration. I know the...

2.74 x 3.08 = 8.44 2.74 x 3.27 = 8.96 2.74 x 3.55 = 9.73 2.74 x 3.73 = 10.22 2.54 x 3.08 = 7.82 2.54 x 3.27 = 8.31 2.54 x 3.55 = 9.07 2.54 x 3.73 = 9.14 I realized since you have a lockup 904 you have a lower 1st gear than an earlier non-lockup 904 or 727 (2.74:1 1st vs. 2.54:1). Above shows...

Very true. In my specific case it's not really the noise, more the feel of having to use more throttle to keep the car at a steady speed and how much engine braking there is when I let off the gas. For me it's more the knowledge that my engine is spinning way faster than it needs to and I'm...

I've had 3.55s in my Duster with a non-lockup 904 for the past year and a half, acceleration is excellent but the cruising RPMs got on my nerves enough that I'm swapping the 2.94 3rd-member back in. Freeway speed limit here is 70 mph between cities and most traffic cruises at 75-80, 3200+ RPM...

TF-based transmissions are known to run "dirty", there will always be some amount of black or gray pasty residue in the pan after the trans has been run for a while. Like @TrailBeast said as long as there aren't any chunks or shiny metallic-looking debris in the pan and the fluid is red/pink...

Is that a separate kit you have to get for controlling the OD and lockup? I want to put an A-518/46RH into my '72 D200 at some point and I like the adjustability of that setup.

They will, that's why I plan to put in an overdrive trans first. I didn't word that post very well.

Keep us posted with how it goes, I plan to put one of these in my D200 at some point. It drives nicely with 3.54 gears in the D60 rear and 33" all-terrains but the gas mileage sucks (10 MPG no matter what), I want to switch to smaller highway tires for less rolling resistance and better...

The sticky thread in this sub forum has a video by Cope that covers exactly this. Low band apply in 1st gives an extra holding measure so the sprag isn't the only part working to engage 1st gear. Bolt-in sprag is a good safety measure but alone won't save the trans. Billet front drum is what...

Might make you feel dumb what the problem ended up being but I'm sure you would've felt dumber if you took it to a shop and they were the ones that found the problem... and charged you to fix it!

Crazy how difficult it must be to lay a new and old axle next to each other on a table just to check and make sure there aren't any weird differences. I guess checking to make sure new parts are right is just too much trouble and not worth the extra 2 minutes for a "professional" shop.

That channel is great, learned a TON from watching his videos. He doesn't mention the lever ratios in that video but towards the end around 35:00 he talks about using proper servo springs to make sure the bands don't come on accidentally due to cross leaks, then around 36:00 talks about...

I don't think that was necessarily why it failed, maybe it would have held together in (1) but after seeing your engine specs and the heavy vehicle it's in you're putting quite a bit of power through that thing. IMO no way a stock 904 without at least a shift kit would have held up to that for...

I'm going through that now, got Tom Hand's book about a year ago and have been studying various sections in my free time (usually before bed lol). A couple years ago I didn't know jack about auto transmissions, now I'd be pretty comfortable rebuilding my own TF. Between that excellent book and...

Yes it will work, I've done it myself for an M-body ('88 5th Avenue). Swapped from stock 7 1/4" rear end to 8 1/4" out of a Jeep XJ, drum brake assemblies transferred over just fine.

Interesting, so Imperials had their own wheel bolt pattern? Also wasn't the 8 3/4" produced through 1974?

Question I have that may help out the OP... Does adjusting the line pressure on the valve body affect the shift points? I just put a TF-2 kit in my 904 and I've had to adjust my throttle pressure cable (Lokar) wayy down to get it to not shift too late. When I got the VB back together I gave...

Well it's all back together, runs great and I'm much happier with the shift quality. 2-3 is quick and firm at WOT just the way I wanted it. I elected not to install the low/reverse servo spring that came in the TF-2 kit and it seems fine with whatever one was already in there, shifts into 1st...

Ope sorry, I meant on my transmission. I was wondering if I needed to install the spring that came with my TF-2 kit but I decided not to and it seems fine. I got it all back together today and just came back from a test drive, no issues with it going into 1st or Reverse (or any gear for that...

Would you mind posting a pic of the big spring for the low/reverse band servo? I'm working on my 904 right now and it looks like it's been rebuilt before, I'm trying to figure out which parts might have been upgraded. I circled the location in red...

First order of business would be dropping the pan, if it's full of clutch material and metal glitter it'll need to come out. When you first pulled away from the light and it was slipping, was that in manual Low ("1") or in Drive? Does it still slip badly in first if you have it in manual Low...

I see some goodies in here... Red lining on the kickdown band, double-wrap low/reverse band and a purple low/reverse servo spring. That servo spring isn't stock right? I'm guessing I should just leave that in...

I re-read the instructions and it's clear those 2 holes should only be drilled if the trans has a lockup converter so I left it alone. Next question, how important is it to replace the low/reverse servo spring with the one that comes in the kit? In the Transgo instructions it says to reuse the...

Question, there's a section in the TF-2 instructions that says to drill 2 holes in the valve body where the lockup valve is if it's a 1977 or later unit. Mine is a 1977 but it's non-lockup, it has the valve in there but it's held in place by a spring and I assume does nothing. Do I still need...

Update time... I ended up just ordering a TF-2 kit, it arrived last week. I dropped the pan today and it looks pretty good so I guess everything was fine after all but I'm still going to install the shift kit because I want that 2-3 shift to be firmer. The weirdness that looks like brown oil...

The stated figure is the gear ratio within the transmission itself. It does not take into account slippage because that can change depending on various factors. So to directly answer your question that figure would "include" lockup. Earlier transmissions don't have lockup converters and came...

Nvm just realized this thread is from 4 months ago LOL

If I remember correctly the last time I had the pan off was 3 years ago. THANK YOU for that thread link btw, I knew there had to be a past thread with that kind of info I was looking for but didn't know what keywords to use in the search tool. I do not have a manual VB, it's a stock late-'70s...

I've heard that too, just based off the sound in those videos though my 2-3 shift is quite a bit slower. The drop in RPM during the shift is just too slow for my liking. I can accept that it'll be slower than 1-2 shift but I still think it can be a lot quicker than it is. I'm also looking at...