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The actual shift linkage is mechanical, just like the 727. And a 96 is probably a 46re which is a electronically shifted trans, the 46rh would be hydraulically shifted just like the older transmissions

Depends on which car your asking about. My daily driver 71 dart has a $300 junkyard magnum 318, bone stock with a aluminum dual plane, a set of Doug's headers and a thermo quad. Backed with a a999 transmission and a 3:23 rear. Gets 21 mpg on the highway. Nothing necessarily wrong with a 318, but...

A re-ringed standard bore 318? That's worth about 4 or 5 hundred tops if you can hear it run first. That will be a turd of a motor.

I'm not personally a fan of the axle bearings wearing directly on the axle shaft. It would cost exactly the same to modify and narrow as a dana 60, so I'm not sure there would be any advantage

It's not the pinion that typically fails, its normally deflection in the case and caps, causing the breakage

Yes, clutch type, and cone type. The spring loaded "cone" type is I believe 68 and newer

That is NOT a clutch type, it is the "cone" type, generally less desirable than the earlier "clutch" type unit. Fine for a street car tho

Looks terrible, could fab something much nicer. That looks like a section of a ribbed trash can

There were lots of darts with the 318/904/8 3/4 combo, its actually pretty common. Not rare at all in my experience

Final drive with a std 904 or 727 non OD is 1 to 1, just like a normal non OD manual.

I posted one in the last discussion about this, showing that the caps are NOT cut dead center. And no two cases seem to be exactly the same. I know people got all upset and argumentative, but I pointed it out because I had the SAME idea about going from the flat cap surface, until I did some...

Buy the rim's you want, and narrow the rear to the dimensions needed with your tire/wheel combo sitting in the wheel well

I dont care if you have me on ignore, I'm pointing out with FACTS that your wrong. And your half *** shortcut method could cause someone to screwup there gear set.

I ran 904s for years in oval track cars, zero problems ever. A manual valve body would be a good idea though

And every housing varies, some are closer than others. And if you check the bearing bore with a dial bore gauge, you will find some are not as round as you think either!

I picked 1 random center section out of my collection, and did some measuring, to see if I was "full of crap" as one member stated. The carrier bearing bore measures at 3.268, so the dead center of that circle would be 1.634. Measuring the housing on the pinion side, from the machined flat...

I had that same idea, but then I discovered the dead center of the carrier bearing bore, isnt exactly at the parting line of the cap. Your results may vary

A "red ram hemi" and a "flathead" are two very different engines

Because it was for a circle track car, and it was a backup.

GM didn't use it that I'm aware of, just AMC, as stated above

It's because of the one way clutch in the rear of the transmission.

Totally normal

Yup

AMC used them in the early 80s I have one in the shop collecting dust

Even with a pump in tolerance, and new bushings, the converter will still drain back, deal with the crank in neutral method, or install the valve I posted.

The FIRST response addresses your issue, did you READ what I wrote?

Sonnax makes a manual valve to help that problem, can drop valve body and replace without removing transmission

I just pulled apart a 1990, A518 yesterday, it had the EXACT same problem, Torrington bearing burned up. I saw sonnax had improved parts for that, and it's also recommended to machine a 45° chamfer around the inside of where the bearing rides, to allow more lube to work into the bearing

No vibration before converter swap? Sounds like converter

Converters are different, call a converter builder and get one built for your car, money well spent imo