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I took a serious look at the GV for my Dart. Ultimately I went with a 46rh because the overdrive gear is way deeper and it gives me a lockup converter. Like jbc426 said, it makes it feel like a 5 speed with a higher stall converter.

The professor is correct, they ran for 6 years from the 1990 to 1995 model years. They are basically a 727 with an electrically activated overdrive unit bolted on. Don't count out the A500 / 42rh transmissions, which were produced at the same time, and are basically a 904 with the same...

Here's my 2 pence on this. Get ready, this is going to be a long post. I have a 70 Dart with a 3.23 rear gear, and I'm running a 5.9 and 46rh from a 1994 B350 van with the factory EFI, and the PCM controlling OD and lockup. In 3rd gear with lockup engaged I'm at 2600 rpm, in OD with lockup...

Makes sense to me. I have a 3.23 with a 225/60R14, I chose a 33 tooth gear because I wanted my speedo to read a bit slow. But it turned out that the speedometer is bang on the GPS, and the odometer is off by 0.6% (I have a speedometer app that measures distance travelled. I compared actual...

Is it a new converter? I have heard of situations where slag from the welds on the inside of torque converter have broken off and ended up in the pan / filter on after the first fire up and run. If you're a little paranoid (like me) you'll want to pull the pan after the first fire up and run...

I had a 904 (998 / 999?) from an 85 Fifth Avenue in my car behind 300-ish HP for around 15 years. It was rebuilt with good quality stock internals and still had the lockup converter. I beat the living hell out of that transmission on the street and never broke it. Then I put installed an...

That's $500 CAD, so about $50 USD :rofl: Just kidding, it's about $375. I've recently seen a 2.94 ratio for $150 CAD, so $500 might be over valued for a 3.55. I guess it depends on how badly someone wants it.

Case in point right here! Cruising the classifieds this morning and saw this. Considering his other ads the seller obviously knows Mopar stuff, and he wants more for the 3.23 489 than he does for the 3.55 741. Dodge plymouth 8 3/4 8.75 differentials | Tires & Rims | Truro | Kijiji

Sounds like we're all on the same page here. The pinion is not the weakest link on any of the three cases. So I'm thinking the biggest problem with the 741 is the lack of available ratios these days.

For sure, I can only find 3.55 and 3.73 for the 741.

Conventional wisdom would tell us the 489 is the strongest 8 ¾ third member, then the 742, and the 741 is the weakest. Who here has ever broken a 741 on the street using street tires? I'm asking because I have been passively looking for a third member with a 3.73 or 3.91 ever since I had the...

The switch to the 42RE transmissions, from what was originally the 42RH (aka the A500), coincided with OBD2. So generally speaking, 1995 and back was the RH, 1996 forward was the RE. For the OP, in case you're not familiar with them terminology when we talk about 42RH / 42RE: 4 - Number of...

The 3 speed 904 or 727 will work fine behind that V6. If you're keeping the EFI you will have to notch the bellhousing for the crank sensor. Also, you'll have to elongate one of the torque converter mounting holes in the flexplate so it can bolt to the earlier style torque converter.

Is the V6 going to be running a carb or the factory EFI?

I had a transmission from an 85 Fifth Avenue in my Dart for years. It had the hydraulically actuated lockup and didn't require any wires for anything (except the NSS). It would pretty much lock up immediately after shifting into 3rd gear

That's your ONLY transmission cooling? Yikes! You cannot over cool an automatic transmission, but the one of the things that will kill it pretty quick is heat. With very little air flow through yours I would question how effective it is. If it were me, and it will be soon because my car is...

The first time it happened I adjusted the band and everything was good. In hindsight it was probably a sign that the band was worn out, because the second time it happened it couldn't be adjusted tight enough to work. It turned out the band had no friction material left and It was gouging the...

That'll work! Especially considering Paul's comments about possibly twisting the resplined axles.

X2. If your going to narrow it significantly and mount your springs inside the frame rails, the C body rear is the one you want. Reason being is the axles have enough meat on them all the way up the shaft to be able to respline even a heavily shortened axle. Good score for that money!!

Thanks, looks like I'll be getting the parts from SMR.

Alright, I adjusted the band - and it took some serious adjustment. Once I was done there was only a couple of threads sticking out above the lonck nut and it wasn't that deep before the adjustment. But... no change. Still shifting into 2nd with serious slop. I didn't juice it in 2nd to see if...

Band adjustment... good plan. I'm on it.

Hey guys, I have a 904 with a factory stall converter behind a mildly built 318. I bought the trans used a few years ago, slapped it in the car and it has been working well since. The trans has a shift kit but is probably stock beyond that. A couple of weeks ago the shift into 2nd gear started...

AGAIN! This has happened again! At least I hope it's the same thing, because nothing was broken last time - it just came apart. Aren't I lucky I scheduled a "vacation" day for tomorrow so I can spend a few hours on my back under the car. Is there any chance that the band adjustment spec is not...

I've had good luck with the Royal Purple synthetic. It already has the additive.

...or get a Gear Vendors unit, or put in an automatic OD transmission...

Gents, I got the transmission back together and took the car for a long test drive. It shifted perfectly without any issues at all. I want to thank you guys for your help and advice. I've said it before and I'll say it again: FABO is the best forum on the internet, and it's the people that...

Touché, Tony! But that was 3 weeks ago and I have trouble remembering what I had for breakfast (Captain Crunch, for the record). Hopefully I can get it back together today and take it for a test drive.

Well, Fishy called it. The strut was laying on top of the valve body. It looks like everything is totally fine. Nothing is bent or broken. All of which begs the question: how the hell did it fall apart? Could it be that the band was so far out of adjustment that it came apart? It...

Thanks for the advice on pulling the valve body guys. I should have time to get at it tomorrow and see what's going on in there.