Bakerlite
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Because I want to do it with a 904 and I like making stuff.why not just use the 727 kit that U have
Because I want to do it with a 904 and I like making stuff.why not just use the 727 kit that U have
This is incorrect..Lock up clutches in torque converters do not have torque absorbsion springs like are found in clutch friction plates. Having said that, think about the shock loading that trans gets when you shift at 7000rpm with a top quality converter and a manual valve body..(which in effect this mimics like an applied clutch in a converter)
Hi - My name is Ken and i basically joined this forum to add to this thread ( although im a mopar nut too ) . Along time ago i built what you are building now ( although with a 727 ) . I was really interested in the clutchflite concept so dived in full throttle . Like you i used an external pump ( power steer pump ) and a diaphram clutch with a hydraulic throwout bearing . I would be happy to share what and how i built it and maybe with throwing ideas around we could improve on what i achieved . If you wish we can message privately or i can share with the forum . or not . Its up to you as i dont want to step on toes . Love the - i just like building stuff attitude - Keep up being creative - Yours . Ken .Shaft made.
Now to start on the pump housing plate and input shaft support.View attachment 1714983026
Me too, always wanted to try one, big block tho. They had reliability problems when behing big h.p. as I rememeber .I can hardly wait to see how it works out. I once was gung-ho to have one of those!
I have a complete 727 clutch flight long tail shaft
Not so. Most lockup converters do have springs on the damper plate. Hughes converters has a video that shows the internal workings of a lockup converter. It's on their website.This is incorrect..Lock up clutches in torque converters do not have torque absorbsion springs like are found in clutch friction plates. Having said that, think about the shock loading that trans gets when you shift at 7000rpm with a top quality converter and a manual valve body..
The two factors to consider are:
1) power through the trans
2) gear shift firmness/ overlap
So, don't go crazy with the power and don't go getting the box to shift like it's getting hit with a sledge hammer.
No I think the cushioning from the springs is always working even when the clutch is fully locked and engaged."I'm not worried about the input shaft, as you can see, it will end up thicker than the original.Springs in the clutch friction plate will adsorb some of the shock of the gear changes, as well as not going berserk with the valve body and shift pressures."
I'm not sure I follow the logic on this....while the clutch plate does have springs, they are there only for softening engagement. Once the clutch plate is squeezed 'solid' by the pressure plate, those springs aren't doing anything. The clutch acts like a solid link between the engine and transmission (unless it slips). There is no cushioning effect. Right?