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post #1 of 7 (permalink) Old 08-24-2004, 09:50 PM Thread Starter
 
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Question Question on old car transmission

Hi,
I was reading today about "shift kit" and basically what it does. That lead me in trying to find what trans I have on my old dart (code on the fender tag say D34). According to my 1972 Dodge Service Manual, it's a A-904-LA, converter dia 10-3/4", Stall RPM 2125-2425.
So, can someone explain me what's the stall RPM?
How the converter (I guess same has Torque Converter) diameter influence the reaction of the transmission?
The 904 trans, is it a good transmission? Can handle a lot of hp?
Also, a shift kit from B&M, is it good? Does it make a good difference in performance? Cause these kits a pretty cheap (around 60$ cdn), and looks like not to hard to install

Thanks
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post #2 of 7 (permalink) Old 08-24-2004, 10:23 PM
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I'll take a stab at this, first the 904 was made for light duty IE 6 cylinders and 318s,in its stock form it is not as strong as the 727 which was hooked to everything from a 340 to the hemi, that being said there are advantages to the 904 because it is lighter and has less spinning mass which eats up less horepower.Briefly on the stall converter the rpm listed is approximatley what the enginge needs to be turning to engage the converter. as far as the shift kit goes get the proper one from mopar performance and if you drive this car in the city alot stay with the stock converter until you build the rest of the car up which could be fun.
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post #3 of 7 (permalink) Old 08-24-2004, 10:25 PM
 
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Q./So, can someone explain me what's the stall RPM?

A./Torque converter stall speed is the maximum engine RPM that can be developed when the transmission is in gear, drivetrain is put in a "locked" condition and the engine is accelerated to full throttle.

Q./How the converter (I guess same has Torque Converter) diameter influence the reaction of the transmission?

A./In general, a smaller converter will have a higher stall speed.
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post #4 of 7 (permalink) Old 08-26-2004, 08:54 PM Thread Starter
 
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Thanks for the informations.

I'm learning every day about those cars...and there's a lot of things to know.
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post #5 of 7 (permalink) Old 08-26-2004, 09:00 PM
 
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the 904 is QUITE strong and can be built to be even stronger. The 904 is what the SS/AA Hemi racers are using now, because of its lighter rotating mass than the 727.
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post #6 of 7 (permalink) Old 09-06-2004, 10:04 PM
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Quote:
Originally Posted by 340duster
the 904 is QUITE strong and can be built to be even stronger. The 904 is what the SS/AA Hemi racers are using now, because of its lighter rotating mass than the 727.
I doubt is truely a 904. It's probably a highly modified 727 with some lighter 904 internals.
There was never a 904 behind any big block. Thankfully so because it wouldn't last too long.
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post #7 of 7 (permalink) Old 09-07-2004, 07:39 PM
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Here's info on the "shift kit in a nutshell. It modifys the valve body so that you get a stronger psi for shifts, but the downside is because it shifts with more of a "wallop" it also mean more wear and tear on the bands and clutches.
Obvoiusly longevity is not a big concern because I assume you are building a "cruiser" and not using this for a "daily driver." In it's day the B&M was the king. There was a similar mod done to GM 350's and 400's that required putting a screw and nut in the hole to lower the effective diameter thus raising the shift pressure...

As far as "stall RPM" the advantage is the higher the RPM the better launch you get off the line. Think about the gobs of torque you get when you "drop shift" into gear from WOT. Same Idea only not as destructive...
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