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904 torque convert problems
#1318200
10/09/12 10:47 PM
10/09/12 10:47 PM
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Joined: Jul 2008
Posts: 361
Canada
onig
OP
enthusiast
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OP
enthusiast
Joined: Jul 2008
Posts: 361
Canada
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Who is using a 904 trany in their race car and has had a converter hub/snout problem.
If so, what was the problem and what was the fix.
Thanks
onig
69 Dart
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Re: 904 torque convert problems
[Re: onig]
#1318203
10/10/12 12:13 AM
10/10/12 12:13 AM
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Joined: Dec 2004
Posts: 148
Albert Lea, MN
GTX5877
member
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member
Joined: Dec 2004
Posts: 148
Albert Lea, MN
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Need to index the bellhousing like a 4 speed or it can happen again.
1967 Dart GTS 426 Gen III Hemi
1968 Hemi Cuda 572 SS/AH Clone
1988 Chrysler LeBaron Coupe S/S
2003 Dodge Ram 1500 4dr SLT lowered
2012 Ram 1500 2wd Lowered
1970-1/2 Camaro Z-28
1974 VW Karman-Ghia
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Re: 904 torque convert problems
[Re: GTX5877]
#1318204
10/10/12 12:15 AM
10/10/12 12:15 AM
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Joined: Apr 2009
Posts: 3,415
Toronto
mshred
master
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master
Joined: Apr 2009
Posts: 3,415
Toronto
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Quote:
Need to index the bellhousing like a 4 speed or it can happen again.
how would you do this with the automatic?
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Re: 904 torque convert problems
[Re: mshred]
#1318205
10/10/12 01:10 AM
10/10/12 01:10 AM
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Joined: Jun 2003
Posts: 52,972
Romeo MI
MR_P_BODY
Master
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Master
Joined: Jun 2003
Posts: 52,972
Romeo MI
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Quote:
Quote:
Need to index the bellhousing like a 4 speed or it can happen again.
how would you do this with the automatic?
The proper way is to use the case(empty) that you will
be running and index the pump housing with the dial
indicator then build the trans
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Re: 904 torque convert problems
[Re: onig]
#1318209
10/10/12 04:40 PM
10/10/12 04:40 PM
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Joined: Jul 2008
Posts: 361
Canada
onig
OP
enthusiast
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OP
enthusiast
Joined: Jul 2008
Posts: 361
Canada
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So are these cracked hubs due to alignment/indexing issues or are there other reasons.
69 Dart
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Re: 904 torque convert problems
[Re: dizuster]
#1318211
10/10/12 05:44 PM
10/10/12 05:44 PM
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Joined: Apr 2009
Posts: 3,415
Toronto
mshred
master
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master
Joined: Apr 2009
Posts: 3,415
Toronto
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Quote:
A500 pump gears are the best solution in my mind. Another solution that turbo action uses is to make the converter snout thicker. However this requires the stator support lube dam to be machined off.
I don't think it has anything to do with indexing. There isn't an inherant problem with 904's that 727's wouldn't have. The issue is the diameter of the converter snout (small), that crack from the pump gear load. My guess it happens in race cars more because of the increased pump pressure.
so just changing the pump gears to A-500 stuff and getting a converter with an A-500 snout is the solution? Is there any issue with dropping the A-500 pump gears into the 904? or is it a direct swap?
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Re: 904 torque convert problems
[Re: onig]
#1318212
10/10/12 05:56 PM
10/10/12 05:56 PM
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Joined: Apr 2009
Posts: 3,415
Toronto
mshred
master
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master
Joined: Apr 2009
Posts: 3,415
Toronto
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Quote:
Quote:
My converters now use A500 front pump gears and converter snouts. A500's have flats to drive pump gears and eliminate the crack issue. This is the best fix. Have your converter switched to this drive and use late A500 pump gears. 
Will the A500 pump gears just drop in the 904 pump housing?
oops, looks like I asked the same question as you 
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Re: 904 torque convert problems
[Re: dizuster]
#1318216
10/11/12 01:09 PM
10/11/12 01:09 PM
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Joined: Jan 2004
Posts: 13,247
Mt. Vernon, Ohio
dartman366
I Live Here
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I Live Here
Joined: Jan 2004
Posts: 13,247
Mt. Vernon, Ohio
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they also have a replacement snout that is not only thicker but has a larger radius at the bottom of the drive slots, that is how my new one is done, but the newer style with the flats is interesting to me, I believe Ford used that style for years. 
Light travels faster than the speed of sound,,,this is why some people seem bright untill you hear them speak.
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Re: 904 torque convert problems
[Re: dartman366]
#1318217
10/11/12 11:14 PM
10/11/12 11:14 PM
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Joined: Jan 2005
Posts: 3,699
Newport, Mi
Evil Spirit
master
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master
Joined: Jan 2005
Posts: 3,699
Newport, Mi
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Quote:
they also have a replacement snout that is not only thicker but has a larger radius at the bottom of the drive slots, that is how my new one is done, but the newer style with the flats is interesting to me, I believe Ford used that style for years.
This is another one of the best kept secrets that for some reason nobody seems to have caught on to. I know I've personally posted this quite a few times myself. These 904/A500 pump gears with the flats instead of the drive tabs came out in the early 90's.
One of the inherent flaws of the lugs can be partially corrected - by shimming the converter back into the pump, so the tabs on the pump gear go deeper into the slots on the converter pump drive (snout). Most of the drive hubs I saw cracked or broken showed that the lugs were towards the outside end of the slot. While I try to make it so you only pull the converter forward about 1/16" to the flexplate, sometimes at that depth the weld that holds the drive stub on is poor and will tear up the seal.
And as others have said - there are redesigned (tab style) drive stubs and pump gears, but they are more pricey than the stock "flats" style parts.
Free advice and worth every penny...
Factory trained Slinky rewinder.........
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