I unwrapped the LU 904 that arrived today, and don't recognize some elements of it. Mystery number one is where is the shaft for the kickdown? It does not appear to have one.

The coolant line input and output have brass flare fittings in place already. There are fittings on the passenger side that look they are for fluid lines of some kind. I don't know what they are for. Can anybody shed light on this for me?

I will post photos soon. Thanks.

Sam

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I will bet you got a GM trans.

Richard

OK I missed the wording there for these, yes there are test plugs on the passengers side and one on the drivers side.

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Part of Tyrde-Browne Racing

Not unless GM had a slant six bell pattern on the front.

OK, Dummy me! I have not seen one of these in so long, I did not know what I was seeing. Upon looking closer, it looks as if the kickdown shaft goes down through the selector shaft. What looks like one shaft apparently is two. I did not grab it with pliers and turn on the bigger, lower one. That must be the gear selector. Am I right about that?

Since the trans did not arrive with levers installed, it was not obvious. Again, Red Faced, but relieved. I have to learn this automatic stuff all over again. I will post some photos later tomorrow.
Sam

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You are right. Kickdown shaft goes through the larget gear selector.

If my memory serves, those passenger side connections should just be pressure test ports.
They are normally plugged off.

Were you given a kickdown lever (loose) with the tranny?
If you will be shopping for one, pay attention to it's 'clock' (the flat side of the hole that decides the angle of the lever). They come in different flavors. The farther forward the lever points at rest (throttle closed), the more aggressive it is.
Length is also a factor (full travel to match throttle movement), and both can be modified if you feel like fabricating.

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O==\=/==O

"A mechanic is Somebody."
- Jim Preston

Well, that opens up a whole new can o' worms! I've never thought about clocking of a K/D lever, nor seen mention of it. The length issue is easy to understand
and for that matter the clocking issue is fairly obvious if ya know about it! Just another little gotcha from dear mother Mopar. Well, heck, if it was easy everybody would have one!

BC

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'64 Dart GT convertible, 64 Dart 170 2-door post sedan in faded blue and rust (the Az Dart) & a sixty THREE Dart 170 2-door post sedan in faded blue and rust. (future project)
Early Dart Disorder (EDD) is real, and I've got it!

Since I will be operating the kickdown with a cable from a GM TB, no telling exactly what will work correctly in the way of lever length. I wonder if anybody knows how many degrees the kickdown lever moved on a stock, lock up '79 moved? I guess if the shifts feel soft, then a little higher line pressure would result from a little shorter lever, (more degrees of throw).

Thanks for not teasing me for my initial reaction to the apparent lack of a kick down. I had read the shifter instructions, and they said to remove the kickdown and let it hang there while removing the shift lever and replacing it with the one in the kit. The light bulb had not gone on yet.
Sam

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I believe the critical factor is having the kickdown arm all the way towards the rear of the car when the throttle is wide open. You can achieve this by blocking the throttle wide open and adjusting the kickdown linkage.

I just bumped some of my older trans posts

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V8?? We don't need no stink'n V8!!

a couple of pictures of a "Custom" clocking Kickdown lever ! I found this while looking for the 66' 904 I am going to put in my car someday!
Crappy looking, but a solid weld!

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1964 Dart GT

Thanks Dan. I found at least 6 different configurations on line for the clocking of the kickdown.
Sam

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