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PostPosted: Sun Jul 15, 2018 6:56 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
Josh- actually, about an hour after I responded, it dawned on me that you were talking about replacing the tailshaft and tailshaft housing with the one from the shorter Jeep unit. I felt like a dope! You were fine, I was just not thinking clearly. A FIVE speed auto? That would be great, but I bet it would involve a standalone trans compiuter controller.

Tim- I have been looking at Maximum Overdrive, but didn't see any prices listed for the parts you mention. Thanks for providing those. I was ogling that divorced unit but hoping I could cobble something together and make it part of the trans. If they sell a custom tailshaft that is splined for the Laycock unit, that would make it easier to adapt since it would eliminate a few couplings. I could assemble a 904 with a custom tailshaft and tailshaft housing with the OD unit all in one. I would just need to fabricate the tailshaft housing to go from thew 904 case to the OD unit case. But then I would need a custom driveshaft with a slip joint since the Laycock output is just a flange.

In the long run it may just be cheaper and easier to go with an adapter plate and an A500 or 200-4r/700r4. Lots to think about and plan.


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PostPosted: Thu Jul 19, 2018 12:35 pm 
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Supercharged
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Location: Fircrest, WA
Car Model: 76 D100
Well, looks like my path has been made clear. I found a good deal on a factory Chrysler adapter plate and crank spacer with hardware. So I will be going the A500 route. Frankly, this looks like the cleanest, cheapest, and easiest way to get automatic overdrive behind a slant. Plus, it should hook up to all the factory peripheral stuff easier.

I will document the installation in my truck once I get around to it.


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PostPosted: Thu Jul 19, 2018 5:10 pm 
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Supercharged
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Location: Portland-ish
Car Model: Fiat 500e
Yes, that's probably the easiest swap. The A500 with the known reliability improvements and a good cooler should be fine. I do wish the overdrive were not so steep, but that's not such an issue unless towing.

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Joshua


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PostPosted: Thu Jul 19, 2018 6:20 pm 
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Supercharged
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Location: Fircrest, WA
Car Model: 76 D100
I will need to research what upgrades are necessary. I understand the A500 uses a larger trans cooler line than the 904, so I will have to abandon the factory in-radiator cooler. However, I already have a HUGE external cooler I can mount in front of the radiator.

Lots of little things to work out. Driveshaft, cooler, shift linkage, OD control, etc... All in good time. My next step is to find an A500.


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PostPosted: Thu Jul 19, 2018 7:04 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
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Location: Fircrest, WA
Car Model: 76 D100
A-HA!!!

http://www.4wdmechanix.com/Survival-Upg ... ssions?r=1


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PostPosted: Thu Jul 19, 2018 8:43 pm 
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TBI Slant 6
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Joined: Mon Aug 03, 2015 2:39 pm
Posts: 221
Location: Dallas Texas
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Reed wrote:
Driveshaft, cooler, shift linkage, OD control, etc...


Driveshaft: 727 yoke and -3 1/2 inches.Edit: add the thickness of adapter plate.
Cooler: bypass radiator and add large external cooler as noted.
Shift linkage: use shift and TV arms from a 727.
Od & LU control: https://transmissioncenter.net/?s=727+to+518+swap
Ect: fabricate trans x-member with common shivvy trans mount.

_________________
1976 Feather Duster /6 4sp
1984 W100 318 727 np241
1972 'Cuda 340 4sp
1985 D250 360 46RH


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PostPosted: Thu Jul 19, 2018 9:46 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
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Location: Fircrest, WA
Car Model: 76 D100
Thanks! Fortunately, my truck was built with a 727, so I have most of that already covered. I hope to be able to just use the original trans crossmember but drill some new holes in the frame.

Time for more research.


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PostPosted: Fri Jul 20, 2018 6:51 am 
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TBI Slant 6
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Location: Dallas Texas
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Reed wrote:
I hope to be able to just use the original trans crossmember but drill some new holes in the frame.



If your x-member is the same as a 1985, you won't be able to do that. The loop where the tail shaft goes through is too small and the trans mount on the a500 is lower than the 727. You could use a x-member from a '88-'93 truck with an OD trans.

_________________
1976 Feather Duster /6 4sp
1984 W100 318 727 np241
1972 'Cuda 340 4sp
1985 D250 360 46RH


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PostPosted: Fri Jul 20, 2018 8:29 am 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
Hmmm. I will try to use a factory 88-93 mount before I test my poor fabrication skills.


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PostPosted: Sat Jul 21, 2018 3:23 pm 
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Posts: 1486
Location: San Antonio, Texas
Car Model: 1964 Valiant
Reed, I think keeping the 3.9 gear is a good choice. The A-500 variants can built with most of the heavy duty parts that the A904 can use but Tom Hand's transmission book doesn't mention the overdrives. The overdrive unit is the same as the A-518. I think the A-500 will work well in the truck, especially with a cooler. I might do the same thing as I believe there is adequate space for the A-500 in the 1/2 ton trucks.


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PostPosted: Sat Jul 21, 2018 3:34 pm 
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Supercharged
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Location: Fircrest, WA
Car Model: 76 D100
Can an A500 use 904 parts? I have a freshly rebuilt 904 with heavy duty parts under my workbench. I wonder if I can just swap the guts over? I have found a few A500s at junkyards for $400, but I am hoping to find one at a picknpull for cheaper. I want to get the cooler lines, o/d switch and wiring, and trans mount from the same vehicle if possible.


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PostPosted: Sat Jul 21, 2018 4:09 pm 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
Argh! I just found this on Moparts: "Nobody has mentioned yet that 904's/A500's use a smaller diameter ring gear on the converter than an A727/518 does, which locates the starter about 1/2" closer to the crank, and the adapter may need trimming for starter clearance."

Can anyone confirm this is true? Will I need to worry about trimming or grinding the adapter? :?


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PostPosted: Sat Jul 21, 2018 10:06 pm 
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Location: Salem, OR
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Quote:
Will I need to worry about trimming or grinding the adapter?


I think Lou posted in one of his firsts posts of doing this conversion decade plus back, that it took some grinding on the stock adapter and the AREngineering unit since
the A-904 is a smaller scale copy of the A-727 in many respects and the bell has a slightly different cross-section than the 727 version...


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PostPosted: Sun Jul 22, 2018 12:05 am 
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Supercharged
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Joined: Sun Nov 03, 2002 9:20 pm
Posts: 13008
Location: Fircrest, WA
Car Model: 76 D100
Thanks Rob. I will dig around and find Lou's posts. 8)


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PostPosted: Sun Jul 22, 2018 11:16 pm 
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Joined: Sat Nov 02, 2002 7:52 pm
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Location: San Antonio, Texas
Car Model: 1964 Valiant
Reed wrote:
Can an A500 use 904 parts? I have a freshly rebuilt 904 with heavy duty parts under my workbench. I wonder if I can just swap the guts over? I have found a few A500s at junkyards for $400, but I am hoping to find one at a picknpull for cheaper. I want to get the cooler lines, o/d switch and wiring, and trans mount from the same vehicle if possible.


I think many A904 parts fit the A500. I believe the V8 A-500 has some stronger parts from the six cylinder version. You can cross reference the heavy duty 904 parts and see if they fit the A500. The A-413 front drive transmission can also use many A-A-904 parts.


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