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Re: Heard a clunk and then [Re: JonC] #2995537
12/15/21 04:19 PM
12/15/21 04:19 PM
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Originally Posted by JonC
Driveshaft, U joints and differential look great, no broken or missing anything. Only thing left to do is pull the transmission.


Or maybe just inspect the torque converter bolts.

Of course, why you are running a 904 behind a 340 is beyond me.

Re: Heard a clunk and then [Re: JonC] #2995555
12/15/21 05:03 PM
12/15/21 05:03 PM
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Bend,OR USA
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Do you have a mechanics stethacoat (SP?) Like a Drs. uses to listen to your lungs? If not a 18 inch long round piece of wood can work also, try it scope up
I have used one many times to help narrow down where some engine noise is coming from up scope


Mr.Cab Racing and winning with Mopars since 1964. (Old F--t, Huh)
Re: Heard a clunk and then [Re: Sniper] #2995565
12/15/21 05:36 PM
12/15/21 05:36 PM
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Millinocket, Maine
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My Cuda had the 904 in it when I bought it, and doesn't it free up a good amount of horsepower? With everything I have found so far, I'm thinking the snout on the torque convertor broke. It's happened to me before but with different symptoms. I have been using a /6 convertor and if this one is broke I think it's time to upgrade the convertor to something stronger. With the driveshaft out and on a lift, it's no job to drop it.


11B40
Re: Heard a clunk and then [Re: JonC] #2995567
12/15/21 05:43 PM
12/15/21 05:43 PM
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Stock 904's don't live long behind something with power.

When you're drag racing and a few HP might actually be relevant they run a 904 based unit, but you can bet it is no where near stock.

Chrysler never put a 904 type trans behind the 340 for a reason. They fail.

Re: Heard a clunk and then [Re: Sniper] #2995638
12/15/21 08:49 PM
12/15/21 08:49 PM
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Originally Posted by Sniper
Stock 904's don't live long behind something with power.

When you're drag racing and a few HP might actually be relevant they run a 904 based unit, but you can bet it is no where near stock.

Chrysler never put a 904 type trans behind the 340 for a reason. They fail.



Yep, I've run the 904 behind a few modified 318s. One was in a light street rod, I changed out 3 of then before I installed a 727 and solved the problem. All 3 904 had converter failures.
The one 904 I ran behind a 340 was fun for a while, but after about the 1st summer I switched to a 727, the 904 killed the torque converter. Nearly every V8 904 I've ever pulled had cracks at the corners of of the pump sloes on the converter drive. I didn't hear any noise from any of my 904 failures though nearly all had aluminum and brass coating on everything inside of the pan. The plugged up filters stopped movement.

Re: Heard a clunk and then [Re: Sniper] #2995643
12/15/21 09:02 PM
12/15/21 09:02 PM
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in a cattle trailer down by th...
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I had a near stock 904 in my Duster and in my Scamp. Duster weighed 3000 and the Scamp weighed 2700. Went from a 340 to a 360 and then to a 408. Et's from 10.40 to 9.60 off a trans brake. The only problem I ever had was cracking the converter hub. Switched to the A500/42RH style hub with the flat drive hub and never had another problem. Not sure why you guys think they won't hold up.


I raise chickens, so I am literally a chicken tender.

The Scamp is sold, now just two old trucks and one new one.
'92 D250 Club Cab CTD, 47RH conversion, pump tweaks, injectors, rear disc and hydroboost conversion.
'74 W200 Crew Cab 360, NP435, D44, D60 and NP205 divorced transfer case. NV4500 coming soon.
2019 1500 Long Horn Crew Cab 4WD, 5.7 Hemi.
Re: Heard a clunk and then [Re: Guitar Jones] #2995647
12/15/21 09:12 PM
12/15/21 09:12 PM
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Originally Posted by Guitar Jones
I had a near stock 904 in my Duster and in my Scamp. Duster weighed 3000 and the Scamp weighed 2700. Went from a 340 to a 360 and then to a 408. Et's from 10.40 to 9.60 off a trans brake. The only problem I ever had was cracking the converter hub. Switched to the A500/42RH style hub with the flat drive hub and never had another problem. Not sure why you guys think they won't hold up.


Non stock 904

I believe I said stock ones fail. Had a mild 360 tear the ears off the front band of a A998 twice before I went A833 instead.

Can a 904 style trans be built to handle it? Yes. Cheaper to swap in a stock 727 and not worry about it ever again,

Re: Heard a clunk and then [Re: Sniper] #2995701
12/16/21 06:13 AM
12/16/21 06:13 AM
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Originally Posted by Sniper
Originally Posted by Guitar Jones
I had a near stock 904 in my Duster and in my Scamp. Duster weighed 3000 and the Scamp weighed 2700. Went from a 340 to a 360 and then to a 408. Et's from 10.40 to 9.60 off a trans brake. The only problem I ever had was cracking the converter hub. Switched to the A500/42RH style hub with the flat drive hub and never had another problem. Not sure why you guys think they won't hold up.


Non stock 904

I believe I said stock ones fail. Had a mild 360 tear the ears off the front band of a A998 twice before I went A833 instead.

Can a 904 style trans be built to handle it? Yes. Cheaper to swap in a stock 727 and not worry about it ever again,

Very near stock. With the exception of the upgraded converter hub and a transbrake valvebody the rest of the trans was all factory stock parts.


I raise chickens, so I am literally a chicken tender.

The Scamp is sold, now just two old trucks and one new one.
'92 D250 Club Cab CTD, 47RH conversion, pump tweaks, injectors, rear disc and hydroboost conversion.
'74 W200 Crew Cab 360, NP435, D44, D60 and NP205 divorced transfer case. NV4500 coming soon.
2019 1500 Long Horn Crew Cab 4WD, 5.7 Hemi.
Re: Heard a clunk and then [Re: Guitar Jones] #2995929
12/16/21 08:59 PM
12/16/21 08:59 PM
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I had four 904 failures in a span of about 8 years, every time the fix was a 727. If I was to venture in that direction again, why on earth would I take another chance of a 904 failure when the fix is pretty easy, especially on a street driven car? Swapping out automatic transmissions because of too light design failures is never fun. Installing a 727 into an A body is a bit more work, but usually once its done, its done. That extra effort up front is easier then a 2nd or 3rd 904 swap.

Re: Heard a clunk and then [Re: poorboy] #2995936
12/16/21 09:07 PM
12/16/21 09:07 PM
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Were those used transmissions like that 46RE you were trying to use that had water in it or were they fresh transmissions? Like I said, I don't understand. I ran that trans for over 20 years. I pulled it down after the first year and it was still like new inside. You could still read the ink on the clutch plates. Never went through it again. I'm sure it's still in the car.


I raise chickens, so I am literally a chicken tender.

The Scamp is sold, now just two old trucks and one new one.
'92 D250 Club Cab CTD, 47RH conversion, pump tweaks, injectors, rear disc and hydroboost conversion.
'74 W200 Crew Cab 360, NP435, D44, D60 and NP205 divorced transfer case. NV4500 coming soon.
2019 1500 Long Horn Crew Cab 4WD, 5.7 Hemi.
Re: Heard a clunk and then [Re: Guitar Jones] #2996257
12/17/21 09:04 PM
12/17/21 09:04 PM
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The 1st trans was probably the one that came with the motor, after that, they were all rebuilt. I discovered how cheap it was to rebuild a 904 or a 727.
The torque converters were also either new or remans. I'm sure the clutches and plates were OK, but everything inside the transmissions was covered with the insides of the torque converters. It was more time consuming to clean up the mess then it was to throw a rebuild kit into a clean trans. I could buy rebuilder 904s for $25 or 727s for $40 each, and the replacement torque converters were $25 each then. Good used trans were $150-$175.
I suppose, rather then blame the 904, the blame probably lies in the torque converter hubs or the front pump. When you install them both new, and less that a year later pull it out to find another cracked hub its pretty hard to figure out which caused the problem.

You also need to know I was pretty hard on everything I drove back in those days. I didn't need the hot rod to run in order to get to work, and it showed. I have matured in my driving style since then, some.

The 46RE being installed as a used trans was against my better judgment at the time, my track record with used auto transmissions isn't very good, never has been. But the cost of rebuilding a 46RE (a $600 kit was the cheapest I found) is much higher then rebuilding a 904 or a 727 ($125 kit). I'd gotten to where I was rebuilding those myself, but its been several years since I've rebuilt a trans. The 46 RE has me a bit nervous ripping one of those apart, and inside a welding shop (or at a body shop) wasn't good environments to rebuilt any trans, which were the only options at the 46RE's time. Gene

Re: Heard a clunk and then [Re: Guitar Jones] #2996499
12/18/21 04:06 PM
12/18/21 04:06 PM
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Originally Posted by Guitar Jones
I had a near stock 904 in my Duster and in my Scamp. Duster weighed 3000 and the Scamp weighed 2700. Went from a 340 to a 360 and then to a 408. Et's from 10.40 to 9.60 off a trans brake. The only problem I ever had was cracking the converter hub. Switched to the A500/42RH style hub with the flat drive hub and never had another problem. Not sure why you guys think they won't hold up.


Creeping up on 100 trans brake low 9 sec passes with an incredibly stock component 904. Only real “jewel-ray” in the build is the A&A front drum spring pack smile. Also went the A500 pump gear smile

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