Yes, totally agree. In my experience I had to literally work out these two things: the total travel at carb and the match to the trans lever (which required re-locating the mounting hole on the lever itself), as well as making provisions for introducing a return spring setup at the trans (which I managed to do by hooking up to a left-over bracket from the original rod setup - I also converted to a B&M cable shifted setup, so that freed up some room).

Anyone who's ever considered this approach or is contemplating it, absolutely save these instructions...perfect way to summarize all the different pieces that you need to account for.

The one thing I have always wondered is whether the original Mopar linkage was a non-linear linkage (due to the bell-crank travel), because the Lokar can only be linear: whatever movement happens at the carb translates to a matching distance travelled at the kickdown lever. The implication there being that the trans pressure is adjusted at different rate at lower throttle openning than at the time you dig deeper into the throttle. I do not think this is the case, but I simply do not know enough about the design of the Torqueflite hydraulic control system to know.

Thank you, very well written, appreciate the informative response!

Thanks John, that was very helpful as I am currently going this route with my A100.