AMC-List Digest, Vol 9, Issue 38
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AMC-List Digest, Vol 9, Issue 38
- From: amc-list-request@xxxxxxx
- Date: Fri, 13 Oct 2006 23:58:54 +0000
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Today's Topics:
1. LAST CALL Free 258 Must Go On Saturday October 21'st And Be
Picked Up. (Mr. AMC)
2. Re: LAST CALL Free 258 Must Go On Saturday October 21'st And
Be Picked Up. (jayscore@xxxxxxxxxxxxx)
3. For Sale..81 Concord 4dr (Jim Shadwick)
4. Re: [strokers] To Jim Blair - Chrysler transmissions... and
my favorite... (Mark Price)
5. Re: RHD conversion (Mark Price)
6. Fwd: Mid America AMC Meeting (Ray Mick)
7. " Where have all the 'Javie's ' Gone ? " (Brien Tourville)
8. To Jim Blair - Chrysler transmissions... and my favorite...
(Jim Blair)
9. Re: t-5 transmission for 304 (John Elle)
10. '64 american yoke [was: Mid America AMC Meeting] (Sandwich Maker)
11. Re: What type of AT does a Gladiator have? --I want one! (or
Comanche) (Jim Blair)
12. Re: t-5 transmission for 304 (Sandwich Maker)
13. To Jim Blair - Chrysler transmissions... and my favorite...
(Jim Blair)
----------------------------------------------------------------------
Message: 1
Date: Fri, 13 Oct 2006 14:24:35 -0400
From: AMC74Hornet@xxxxxxxxx (Mr. AMC)
Subject: [AMC-List] LAST CALL Free 258 Must Go On Saturday October
21'st And Be Picked Up.
To: amc-list@xxxxxxxxxxxx, BaadAssGremlins@xxxxxxxxxxxxxxx,
MacsOrphanCarGroup@xxxxxxxxxxxxxxx
Message-ID: <21849-452FD9E3-959@xxxxxxxxxxxxxxxxxxxxxxxxxxxx>
Content-Type: Text/Plain; Charset=US-ASCII
Last call for free 258 located in Yonkers New York, 5 miles north of the
Bronx line. Must be picked up saturday Oct. 21'st or it goes to the dump
that day. Storage room is being emptied that day. I have an engine hoist
to load it on your what ever. E-Mail me at amc74hornet@xxxxxxxxx or call
me at 1-914-965-1397 or my cell at 1-914-309-2264.
"Doc"
------------------------------
Message: 2
Date: Fri, 13 Oct 2006 13:57:20 -0500
From: jayscore@xxxxxxxxxxxxx
Subject: Re: [AMC-List] LAST CALL Free 258 Must Go On Saturday October
21'st And Be Picked Up.
To: amc-list@xxxxxxxxxxxx
Message-ID: <f54dbbe92d89.452f9b40@xxxxxxxxxxxxx>
Content-Type: text/plain; charset=us-ascii
Doc,
Have you hard from Will Krause? He's close to New York City and he's looking for a 258. His email is willkrause@xxxxxxxxxxxx
Todd
----- Original Message -----
From: AMC74Hornet@xxxxxxxxx (Mr. AMC)
Date: Friday, October 13, 2006 1:24 pm
Subject: [AMC-List] LAST CALL Free 258 Must Go On Saturday October 21'st And Be Picked Up.
> Last call for free 258 located in Yonkers New York, 5 miles north
> of the
> Bronx line. Must be picked up saturday Oct. 21'st or it goes to
> the dump
> that day. Storage room is being emptied that day. I have an engine
> hoistto load it on your what ever. E-Mail me at
> amc74hornet@xxxxxxxxx or call
> me at 1-914-965-1397 or my cell at 1-914-309-2264.
> "Doc"
>
> _______________________________________________
> AMC-List mailing list
> AMC-List@xxxxxxxxxxxx
> http://www.amc-list.com/mailman/listinfo/amc-list
>
> or go to http://www.amc-list.com
>
------------------------------
Message: 3
Date: Fri, 13 Oct 2006 13:10:56 -0600
From: Jim Shadwick <idahoamx@xxxxxxxxx>
Subject: [AMC-List] For Sale..81 Concord 4dr
To: amc-list@xxxxxxxxxxxx
Message-ID: <452FE4C0.4080506@xxxxxxxxx>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed
......needs to go...... make offer....have title
1981 4dr Concord....258/auto with AC....needs motor....fix or parts.
SW Idaho...... idahoamx@xxxxxxxxx
Jim
--
No virus found in this outgoing message.
Checked by AVG Free Edition.
Version: 7.1.408 / Virus Database: 268.13.3/473 - Release Date: 10/12/2006
------------------------------
Message: 4
Date: Fri, 13 Oct 2006 12:19:50 -0700
From: Mark Price <markprice242@xxxxxxxxxxxx>
Subject: Re: [AMC-List] [strokers] To Jim Blair - Chrysler
transmissions... and my favorite...
To: strokers@xxxxxxxxxxxxxxx, mail@xxxxxxxxxxxx
Cc: Jim Blair <carnuck1@xxxxxxx>
Message-ID: <3831793.1160767190124.JavaMail.root@web32>
Content-Type: text/plain; charset=utf-8
Interesting note on the 200R4 deing made or adapted to the nailhead pattern.
Now to find one! No dealers around here for Rangerover at all!
Anyone know how I'd locate details on getting my grubby little fingers on one!
--
Mark Price
markprice242ATadelphia.net
Morgantown, WV
---- Jim Blair <carnuck1@xxxxxxx> wrote:
> PS: I'm passing this on to the AMC-list, FSJ-lists and others as well
> because they mostly run Mopar trannies as well. (that's why other info not
> pertaining to stroked AMC 6 cyls) We have been trying to work out a
> reasonably low buck "bolt in" overdrive, especially for FSJs where 1-2 mpg
> equals 10-20% increase in fuel economy!
>
>
------------------------------
Message: 5
Date: Fri, 13 Oct 2006 12:31:14 -0700
From: Mark Price <markprice242@xxxxxxxxxxxx>
Subject: Re: [AMC-List] RHD conversion
To: amc-list@xxxxxxxxxxxx
Message-ID: <28413376.1160767874984.JavaMail.root@web32>
Content-Type: text/plain; charset=utf-8
That's actually a pretty common mail delivery conversion. I saw 3-4 of them when I worked at the dealers. Never heard of a problem with one as funky as they look!
remember it being a mail jeep there is usualy no one in the old drivers side to mess with you! I'm 6'2" [or at least I was before I rammed my head into the ground!] and the add is true they are a pain to drive if you're tall!
If the price stays low it'd be a good buy as they are easy to put back to stock!
I did one removal. We refused to install it, so when the guy traded one on a new one we took the old out, loaded it in the back and delivered it to the installer and they put it back in his new one. Even way back in the Old Days [1980's] we didn't want the liability if that belt popped off!
--
Mark Price
markprice242ATadelphia.net
Morgantown, WV
---- Tom Jennings <tomj@xxxxxxx> wrote:
> On Fri, 13 Oct 2006, farna@xxxxxxx wrote:
>
> > The subject of RHD conversions came up a few days ago, and I mentioned a chain drive Jeep conversion. Want to see one? Go to E-bay and search for item # 110042028809.
>
> OK, now that's a whacked project if I ever did seed one. Let's
> hope that belt doesn't jump the pulley.
>
> _______________________________________________
> AMC-List mailing list
> AMC-List@xxxxxxxxxxxx
> http://www.amc-list.com/mailman/listinfo/amc-list
>
> or go to http://www.amc-list.com
------------------------------
Message: 6
Date: Fri, 13 Oct 2006 16:41:45 -0500
From: Ray Mick <rmick@xxxxxxx>
Subject: [AMC-List] Fwd: Mid America AMC Meeting
To: amc-list@xxxxxxxxxxxx
Message-ID: <A2AA50F3-6A04-4997-80E5-9A7CB954BA52@xxxxxxx>
Content-Type: text/plain; charset=US-ASCII; delsp=yes; format=flowed
Please reply to Jason @ Jason.Kelly@xxxxxxxxxxxx if you can help him out
Begin forwarded message:
> From: "Kelly, Jason" <Jason.Kelly@xxxxxxxxxxxx>
> Date: October 13, 2006 7:44:23 AM CDT
> To: "'Ray Mick'" <rmick@xxxxxxx>
> Subject: RE: Mid America AMC Meeting
>
> ,
>
> I was wondering if you could ask any of the members if they know
> where I could find a driveshaft yoke for my 1964 Rambler American w/
> 196 6-cyl.
>
> This is the yoke that attaches to the driveshaft and slides onto
> the splined pinion shaft of the rearend and has a big nut that
> torqes the yoke in position. Mine has slipped evidently years ago
> and twisted and the splines are ruined.
>
> I've called Galvin Rambler, Kennedy, American Parts Depot, For
> Ramblers Only and a couple other places. They've sold out of their
> NOS pieces and can't get anymore. I'm stuck. My car is not
> driveable until I find one. I was told pretty much any rambler
> american (and maybe other models??) with the small 6 cylinder (auto
> and manual trans) will have the proper yoke.
>
> Do any of you know where I can find one?
>
>
> Thanks for your help,
>
> Jason
>
Ray Mick
Somewhere in Kansas
"The older I get the faster I was"
72 Javelin/AMX
72 Javelin R/W/B SST
71 Javelin
See my Javelin @
http://community.webshots.com/album/54361408pRyvWE
My RWB Javelin@ http://members.cox.net/jvlnnut/Site/My%20Space.html
Mid America AMC
www.midamericaamc.com
------------------------------
Message: 7
Date: Fri, 13 Oct 2006 18:09:34 -0400
From: "Brien Tourville" <hh7x@xxxxxxxxxxx>
Subject: [AMC-List] " Where have all the 'Javie's ' Gone ? "
To: mail@xxxxxxxxxxxx
Message-ID: <452FD65E.18437.1C3598@xxxxxxxxxxxxxxxx>
Content-Type: text/plain; charset=US-ASCII
From: "Swygert, Francis G MSgt 436 CES/CECM"
<Francis.Swygert3@xxxxxxxxxxxx>
S
Subject: Re: [AMC-List] 71 AMX 401, 4spd for sale
Folks,
Why does one consider this car rare?????
Peter
--------------
It's all relative! Us AMC guys see them "all the time" because we
look for
them and know where all the local ones are. But there were much fewer
Javelins (period) made than the other pony cars, and the general
automotive public (even pony collectors) doesn't pay much attention
to
anything that isn't popular. Even for Javelins a 401 4 speed combo
isn't
common though. Fewer than 25% (I'm being conservative, probably 20%
or
less) had four speeds. An auto was/is best for most drag racing.
===========================
Ok - but roll with this 'Concept' :
it's 20 years from now - Stem Cell Therapy has made you
'Young' again......... for 'Real' .......
Where's the 401 4spd. Jav's now ?
"Wish I knew now what I knew then......"
"?"
If someone has storage - just spray the undercarriage
with a mix of used crankcase oil & kerosene to keep
it from rusting - save it for 'laters'.
=Bt=
milnersXcoupe
------------------------------
Message: 8
Date: Fri, 13 Oct 2006 16:21:48 -0700
From: "Jim Blair" <carnuck@xxxxxxxxxxx>
Subject: [AMC-List] To Jim Blair - Chrysler transmissions... and my
favorite...
To: mail@xxxxxxxxxxxx
Message-ID: <BAY114-F54A8238339206EACF25F2AC0A0@xxxxxxx>
Content-Type: text/plain; format=flowed
A: Sad to say, but I have found out it ain't so. The LR runs a ZF trans
behind the 4.0/4.4 Buick based engines. The pan shape is similar to the
200R4 (I couldn't find a filter kit listed for it at NAPA so we looked at
trans pan outlines to compare) I got a picture of the bell on one, but can't
tell from it if the pattern is still nailhead or not, but it looks close.
Mark wrote:
Interesting note on the 200R4 deing made or adapted to the nailhead pattern.
Now to find one! No dealers around here for Rangerover at all!
Anyone know how I'd locate details on getting my grubby little fingers on
one!
--
Mark Price
markprice242ATadelphia.net
Morgantown, WV
---- Jim Blair <carnuck1@xxxxxxx> wrote:
PS: I'm passing this on to the AMC-list, FSJ-lists and others as well
because they mostly run Mopar trannies as well. (that's why other info not
pertaining to stroked AMC 6 cyls) We have been trying to work out a
reasonably low buck "bolt in" overdrive, especially for FSJs where 1-2 mpg
equals 10-20% increase in fuel economy!
_________________________________________________________________
Try the new Live Search today!
http://imagine-windowslive.com/minisites/searchlaunch/?locale=en-us&FORM=WLMTAG
------------------------------
Message: 9
Date: Fri, 13 Oct 2006 16:45:05 -0700
From: "John Elle" <johnelle@xxxxxxxxx>
Subject: Re: [AMC-List] t-5 transmission for 304
To: mail@xxxxxxxxxxxx
Message-ID: <000901c6ef21$a01863b0$f9dd0d82@john1>
Content-Type: text/plain; charset="us-ascii"
SNIP
bw must have an aftermarket t5
with similar specs except for a more reasonable 0.8 5th [the svt's is
0.63, which would be great for a -6th-].
SNIP
To each their own, but I see no benefit to a .8 5th, and would prefer
To have the .63 for a deep over drive.
Thus any building on the transmission that I would do if I felt like
It would be to come up with a close ration 1st 4 gears.
But so far, the stock ratio's and the deep overdrive have proven to
be a very workable combination. This is using a 3.15 positraction
final drive.
The car cruises effortless in 5th and both practical and impractical
Road speeds.
Also the stock Mustang location for the shifter is perfect for what
I like in my Javelin.
John.
------------------------------
Message: 10
Date: Fri, 13 Oct 2006 19:51:12 -0400 (EDT)
From: adh@xxxxxxxxxxxxxxxxx (Sandwich Maker)
Subject: [AMC-List] '64 american yoke [was: Mid America AMC Meeting]
To: Jason.Kelly@xxxxxxxxxxxx, amc-list@xxxxxxxxxxxx
Message-ID: <200610132351.k9DNpCs24898@xxxxxxxxxxxxxxxxx>
" > From: "Kelly, Jason" <Jason.Kelly@xxxxxxxxxxxx>
" >
" >
" > I was wondering if you could ask any of the members if they know
" > where I could find a driveshaft yoke for my 1964 Rambler American w/
" > 196 6-cyl.
" >
" > This is the yoke that attaches to the driveshaft and slides onto
" > the splined pinion shaft of the rearend and has a big nut that
" > torqes the yoke in position. Mine has slipped evidently years ago
" > and twisted and the splines are ruined.
are you a stickler for originality?
if not, i believe the big-nut-less driveshaft and rearend from a '67-9
american [or '65 w/232] would slip right in.
nb. if it's a '68-9 232, the driveshaft won't fit unless you take the
tranny too, because it is 2" shorter. otoh you'll love it because
the box is a full synchro t14, and it bolts right in.
nb. other american owners - if you have a non-big-nut car with t96
[199s mostly] and hanker for a t14, it and the driveshaft can also be
found in '68-9 and maybe '70 232 javelins.
________________________________________________________________________
Andrew Hay the genius nature
internet rambler is to see what all have seen
adh@xxxxxxxxxxxxxxxxx and think what none thought
------------------------------
Message: 11
Date: Fri, 13 Oct 2006 16:52:06 -0700
From: "Jim Blair" <carnuck@xxxxxxxxxxx>
Subject: Re: [AMC-List] What type of AT does a Gladiator have? --I
want one! (or Comanche)
To: mail@xxxxxxxxxxxx
Message-ID: <BAY114-F3263C91570ACB1898A1534AC0A0@xxxxxxx>
Content-Type: text/plain; format=flowed
A: For some reason my computer didn't like this subject line! LOL! (I had to
mod it a bit) I'm passing this on to the FSJ lists to see if anyone has what
you need. I would suggest an '81 up J10 with 4.2L (already split
intake/exhaust as well) but they have T176 or possibly T5 (fairly light
duty) as stick options. NP208 is the only tcase with stick trans after '80.
From: "Swygert, Francis G MSgt 436 CES/CECM"
<Francis.Swygert3@xxxxxxxxxxxx>
Subject: Re: [AMC-List] What type of AT does a Gladiator have?
-- I
want one! (or Comanche)
To: <mail@xxxxxxxxxxxx>
Message-ID:
<092D8CF6635129428E9B66DC582C3B3D01987574@xxxxxxxxxxxxxxxxxxxxxxxx>
Content-Type: text/plain; charset="us-ascii"
The 230 OHC used a Borg-Warner M-8 (AS-8F) auto according to the
IFSJA
site.
(http://www.ifsja.org/tech/figures/db.html)
That's a cast iron trans, predecessor to M-10/11/12. AMC used
the M-8 in
the early 60s behind the 327. I think it has a vacuum modulator,
not
positive.
Jeep 327s used the "universal" (nailhead) pattern TH-400 and
adapter. As
Mark says, I've never seen one, but I'm sure there were a few
232s with
the TH-400 running around at one time. Most of those old
J-trucks got
used/abused and thrown away -- 20 years later! I've been looking
for
one, and just let one slip away!! The one I looked at about a
week and a
half ago is gone. Took me that long to decide I really would
like to
have one!
Anyone know of a J-10 or older six cylinder stick shift J-truck
that
hasn't been re-axled and lifted (lift I can undo, but I want the
high
geared axles, no 4.10s, prefer the 80s 2.73s -- it has a low
range in
the t/case if needed!) within a couple hours or so of Dover?
I've found
a couple, but all are 360 auto, except for one J-20 in PA that
was
converted to a 258 four speed -- w/4.10 gears. Not something I
want to
drive on the highway! At this point I'll consider an auto six
cylinder
or 304 powered truck. I'll even consider a 360 stick shift/327
stick or
auto.
I'm looking for a runner, ready to drive with minor work, but
doesn't
have to look good at all (just not beat/rusted to near death!).
Ideally
it would be around $1000, but I'll look at higher priced trucks.
I'll
consider a Comanche also -- six cylinder four or five speed, 2
or 4 WD.
The only thing I found nearby is an 86 w/2.8L. I'm thinking
about it,
but really don't want to mess with the little V-6. Would get an
EFI
conversion or 3.1/3.4 conversion if I had it, but that's more
than I
want to mess with. Would rather put the extra Renix EFI system I
have on
a 258!
_________________________________________________________________
Add fun gadgets and colorful themes to express yourself on Windows Live
Spaces
http://clk.atdmt.com/MSN/go/msnnkwsp0070000001msn/direct/01/?href=http://www.get.live.com/spaces/features
------------------------------
Message: 12
Date: Fri, 13 Oct 2006 19:53:26 -0400 (EDT)
From: adh@xxxxxxxxxxxxxxxxx (Sandwich Maker)
Subject: Re: [AMC-List] t-5 transmission for 304
To: mail@xxxxxxxxxxxx
Message-ID: <200610132353.k9DNrQw24960@xxxxxxxxxxxxxxxxx>
" From: "John Elle" <johnelle@xxxxxxxxx>
"
" Also the stock Mustang location for the shifter is perfect for what
" I like in my Javelin.
that's fine, but i didn't catch what dave wanted to put his t5 into
and i'm not sure the 'stang loc would work as well in a hornet.
________________________________________________________________________
Andrew Hay the genius nature
internet rambler is to see what all have seen
adh@xxxxxxxxxxxxxxxxx and think what none thought
------------------------------
Message: 13
Date: Fri, 13 Oct 2006 16:58:45 -0700
From: "Jim Blair" <carnuck@xxxxxxxxxxx>
Subject: [AMC-List] To Jim Blair - Chrysler transmissions... and my
favorite...
To: mail@xxxxxxxxxxxx
Message-ID: <BAY114-F21CACFB36C0A20A42A9331AC0A0@xxxxxxx>
Content-Type: text/plain; format=flowed
PS: I'm passing this on to the AMC-list, FSJ-lists and others as well
because they mostly run Mopar trannies as well. (that's why other info not
pertaining to stroked AMC 6 cyls) We have been trying to work out a
reasonably low buck "bolt in" overdrive, especially for FSJs where 1-2 mpg
equals 10-20% increase in fuel economy!
A: That's a fun read (when I'm feeling better, I'll read it more thoroughly.
) I'm fighting some kind of bug right now, but I'll mention I used to be a
Mopar trans tech (mostly stock rebuilds) back in the day when police and
taxis used Mopars (and many ran much heavier than ATF in these things! In
AZ, they ran 80W90 because they never cooled down!) It's too bad Der Mopar
never ran a 518 (45RFE) behind the 4.0L, even in Grand Cherokees.
The GM 200R4 (I've been hearing how Landrovers ran a version of this
lately, and still with the nailhead pattern!) can be built much stronger
than a 42RE (Grand Cherokee 4.0L trans that will also bolt behind an AMC V8,
but isn't very strong) but unless this tip I got from a Land Rover mechanic
about their trans is right (and it comes in a 4x4 version) then anything AMC
would need to be worked up to handle a V8 as well.
IF the 200R4 was used with a nailhead pattern (why couldn't they have used
a 4L80 or 4L60 with that pattern?) then the AMC TH400 adapter ring used with
Nailhead TH400 before AMC got their own case in '74 could be used. It's a
long shot, but you never know unless you ask.
Back to Mopar trans, have you ever dealt with the 6 speed version of the
727 (used in 5 ton trucks) It's essentially the same as the O/D version 518,
but with the planetary reversed for an underdrive. I had one in a 5 ton dump
truck I rebuilt back @ 1980 with a 318 wedge motor (that I installed) and
drove to Mexico and back. With the 2 speed axle, it was kind of fun figuring
out how the 12 gears forward and 2 reverse worked.
On to the 700R4, aka 4L60 (non-electronic for carbed rigs, just to keep
things simple) It's easy to bolt up an FSJ tcase (but other than the NP208,
why would anyone want to? <G>) You need to have the output shaft of the
700R4 replaced with the 23 spline adapter for round input D300 (I've written
a few companies explaining the input depth and spline count is the same and
only heard back that FSJs were such a "niche" market no-one had asked them
before) or replace the input gear of the tcase with one that matches the
stock 700R4 27 spline 4x4 output. (supposedly the 4.3L V6 and 2.8L V6 S
series with 700R4 came with 23 spline at first, but I don't know about the
depth. If they are like later Jeep units, they are 7/8" too long to bolt
right up)
I'm replacing my original tank and the spare tire spot on my '84 J10 with
LPG tanks, with another large in box tank for really long trips (I estimate
over 1,000 miles on 1 fill up)
Enough ravings from this sick guy.
To Jim Blair - Chrysler transmissions... and my favorite...
Posted by: "Harrel (shop)" harrel@xxxxxxxxxxxxxxx pontiacgto71270
Date: Thu Oct 12, 2006 8:12 am (PDT)
Jim,
You are pardoned! : )
Thanks for the LPG suggestion, but I don't have room for a tank! Besides, I
am
a Sunoco racing fuel dealer, so octane isn't a problem!
Well, you asked for it... Now for my spiel on Chrysler transmissions! Sorry
this is so ridiculously long!
As you already know, the 42RE (A500) is basically an electronic Lock-up
TorqueFlite 904 with an overdrive stuck on the back of it. The TF 904 and
727
were decent transmissions, 40 YEARS AGO! In fact, the 727 TorqueFlite (the
904's big brother, and later a A518 O/D) was first put into production in
1962!
When it came time for an overdrive, Chrysler decided to go cheap and use the
old
trans technology. They simply made an O/D fit in place of the super long
tailshaft.
There were two major flaws in this design:
1.. Because it was placed at the rear of the trans, the OD unit had to be
very
heavy and beefy to withstand the engine/converter torque PLUS the nearly 2.5
to
1 torque multiplication of the trans itself when in low gear. It has a
DOUBLE
ROLLER sprag in it (big, heavy, expensive) to handle the torque.
2.. The extra bulk of the OD unit made the trans unable to be retrofitted to
early Mopar cars. It simply wouldn't fit inside the trans tunnel (torsion
bar
crossmember cannot be removed). In doing this, Mopar (probably unknowingly)
turned their back on Dodge and Plymouth musclecar owners. Imagine, not
being
able to fit a "modern" Chrysler transmission in your Mopar!... Which is so
terribly ironic, since the Chrysler O/D was built from a trans designed in
the
early '60's! That is why I installed a GM O/D trans in this car:
http://www.popularhotrodding.com/features/0507phr_1970_plymouth_road_runner
This
car has a 520 cubic inch motor and a Six-Pack carb setup. Because of the O/D
and
lock-up convertor, this brick of a car cruised at 2000 RPM @ 70 and achieved
17
MPG with the A/C running!
In 1980, the 904 got a revised planetary set that had a 2.74 1st, 1.54 2nd,
and
1:1 third. These same ratios are in the 42RE along with the .69 O/D ratio.
The
ratios are almost identical to the 2004R GM trans, but inside a much heavier
and
larger package. The 200R4 and 4L80E were also contrived from 3 speed
transmission designs. However, they have the O/D planetary in the front of
the
trans. This means the O/D planetary is only subjected to the torque of the
engine/converter, thus the planetary was able to be much smaller and lighter
than the Chrysler/Fred Flintstone O/D transmission.
Recommended Chrysler transmission mods:
a.. Bypass the original radiator mounted cooler and eliminate the
converter-drainback check valve located in the end of the rubber hose
connection. Then install the largest trans cooler that you can. Make sure
there is an unrestricted path for the fluid to flow to and from the trans.
The
return fluid is the only source of lubrication for the trans. Inadequate
fluid
flow will starve the trans of lubrication and it will self-destruct, and the
O/D
unit will go first!
b.. Raise the line-pressure adjustment by simply turning the P/R adjuster
bolt
CCW (can be done by dropping the pan). This will result in higher clamping
force for the friction materials and more fluid volume for better cooling
and
lubrication.
Also, many of my customers who own Chrysler/Jeeps do not realize that the
trans
fluid MUST BE CHECKED IN NEUTRAL. If it checks 'full' in park, it is
actually
about 2 quarts low. There is no fluid flow to the convertor or cooler in
park.
I have seen many TorqueFlites burned up simply because of low fluid levels.
Trans-Go offers a 'shift kit' that includes a new pressure regulator valve
that
causes the trans to circulate fluid through the converter and cooler
circuits
and provides better pressure control at all times. Sonnax manufactures the
valve
and is available separately:
http://www.powerglide.com/parts/parts/22771A-10K.htm
Heat is the biggest killer of transmissions, mainly because trans fluid
breaks
down and gets as thin as water when overheated. The torque convertor
generates
most of the heat, so be sure that you are aware of RPM and MPH when the
torque
converter is locked up. When towing, vary the load on the trans using your
right foot to keep the converter locked up as much as possible. Put a
temperature gauge on the (trans) front cooling line, which is the outbound
fluid, which will also be the hottest temp of the trans. 260F is maximum
operating temp! A trans is not like an engine, which has to be at least 160
for
proper lubrication. The trans can safely run as cool as possible.
If your trans will be subjected to spikes in fluid temps, such as towing for
hours and then getting stuck in traffic ('heat soak'), I recommend filling
the
trans with synthetic fluid. It has better viscosity stability in extreme
temperatures and protects hard parts better than conventional fluids.
Clutches/bands have to slip/overlap to produce smooth shifts. 2 seconds of
shift slippage (absorbing 150 horsepower or more) combined with a heavy foot
and
a heavy load, creates a huge spike in clutch temperature. Normally, that
isn't
a problem, because the steel plates/iron drum act as a heat sink and absorb
the
temporary heat spike and prevents the paper friction material from burning.
(Each clutch plate (paper/steel/paper) is less than .100 thick!) But when
the
trans is totally saturated with heat from towing a load on the hot freeway
with
the A/C on, the heat generated by the slippage has no place to go. Keep
that in
mind after getting off of the highway and getting in stop and go traffic.
Until
the trans cools back down, you could even lift off of the throttle at every
shift point to eliminate slippage and toasting of clutch material.
Personally, if I were starting from scratch, I would use a Novak adapter and
put
a 700-R4 behind the 304. The 700-R4 began life as an overdrive, not a
3-speed
automatic. It is a marvelous design; a genuine 4 speed automatic,
ingeniously
accomplished with just 2 planetary sets. It has much less rotating mass
than '3
plus 1' (3 planetary sets) 4 speed autos. It has NO heavy cast iron drums
or
iron front pump like Chrysler & earlier Ford transmissions. It has an
efficient, variable-volume, vane-type aluminum front pump. It has a 3.06
first
gear (which makes 3.55 rear gears feel like 4.33's after switching from a 3
speed auto trans) and a .700 O/D, and is much smaller, lighter and stronger
than
the 42RE, and doesn't require a computer to operate. 12V is all it needs to
lock up the converter and it will handle 600+ lb/ft of torque (properly
built).
It is the exact same length as a 904 (2wd versions; here is a morph I made
of
the first 904 to 700-R4 swap I did back in '03:
http://www.racebay.com/images/movies/transformation.avi). Since it also has
the
same tailshaft bolt pattern as a TH350, I would think there are several
suitable
transfer cases to choose from. (I don't work on 4X4's, so I am not familiar
with transfer cases.) I have built 700-R4 and 4L60E transmissions for low
10
second cars. In stock form, they do have a few inherent problems and
weaknesses, but properly built, they will make you grin. If you consider
its
size, weight, strength, adaptability and availability, there is no better
overdrive than a 700-R4.
I warned ya it was a long read!
Harrel Lamkin
Lamkin Automotive
911 East Georgia Ave
Ruston, LA 71270
318-255-8350
Since 1980 - 'The little shop with big ideas.'
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