hello sl6 sages- dont have much experience with and dont like auto trans. too expensive to fix, their mysteries seem to inspire clip joints and they are less fun to drive. all i have done is swap shot torqueflites out and replace them with ones from junkyards. nevertheless i am seriously considering buying an f body with one. have had no luck in my search for a sl6 stickshift f body. either too pricey , too far away or all tricked out or buggered up. find much more choice with a torqueflite equipped one. always heard that as far as auto trans go, the 3 speed torqueflite was one of the best. what can you tell me about what i should expect in terms of projected repair costs, replacement costs, longevity. is there anything easy to repair on them? remember older ones like fordomatics, powerglides and powerflites had a screw in modulator which was easy to replace. if this part crapped the trans would act crazy which would be an invitation to clip joints to soak you big for a simple repair. uncle moe told me to stay away from them or else be prepared to be shystered at repair time for $2k. wow. appreciate your advice and comment. bob f

I just rebuilt mt own '60-'65 push button TF A-904. Which is basicly the same as a column shift of later years. The rebuild kit cost me $100 and the TF-2 shift kit cost $80. I did all my own work and it was very easy going. I had to get a few small parts here and there. The best source for info and parts is Pat Blais aka Torqueflite Patty. Google his name and you you will find his store on Ebay. He is VERY helpful.

,Cliff

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'72 4 dr Dart
'63 4 dr Dart

Bob right there in Miami, Florida is Automatic Transmission Service Group. Their number is 305--670-4161 for about $25.00 you can get their service book. It is the same one Midi has copied and posted here, it is easy to follow and will help you.

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hi fope- thanks for your advice . will try to view that book. i remember from your past articles you have swapped in a used torqueflite, i think in that 53 ford which had a flathead in it. guessing you just swung in a sl6 on fabricated engine mounts with a torque already bolted to it. have you ever taken a shot one apart and rebuilt it. every time ive tried to talk to a mechanic about it he tried to clip with a fat paycheck demand. to hell with that. have seen the thing on a bench , pretty heavy. think you have to mount and bolt the torque converter to the socalled flywheel then line up the shaft with a special notch in the converter to engage the hydraulic pump before you push the whole thing onto the back of the block and bolt it.have swapped them years ago, but never took one apart. big reason i prefer a clutch and manual trans. thanks for your advice bob f

The A904 is not that heavy, not bad to rebuild and generally last a long time. The 904 is actually lighter than most manual transmissions when you add the clutch, flywheel and bellhousing. When installing the transmission the torque converter is put into the front pump and then the trans is bolted to the engine. The torque converter should be about 1/4" or so from the flex plate after the trans is mated to the engine. If you can't easily spin the torque converter with the trans bolted to the engine the torque converter probably isn't all the way in the pump.

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Joshua

Bob does this answer your question about my having ever taken one apart this is the one that is in the Ford.

http://s77.photobucket.com/albums/j59/r ... 000271.jpg

http://s77.photobucket.com/albums/j59/r ... 000272.jpg

http://s77.photobucket.com/albums/j59/r ... ission.jpg

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thanks fope and josh for your recent replies. fope , taking apart and putting together a torqueflite looks complicated and technical. miss one part or put in one part incorrectly and you can take it all back out and repeat the job. am i right. remember taking out a few torqueflites in f bodies 10 years ago and they were much heavier than a manual 3 or 4 speed. dont remember if they were 904s or 727s. did f bodies just have 727s. guessing 904s were in the a bodies. is the pump and converter donut bolted on to the flywheel as a unit? thanks for your consideration for an auto trans challenged person. bob f

Most A and F bodies used 904s. They are heavier than a bare 3-speed, but only because everything comes out at once with an automatic. With a 3-speed a lot of mass stays bolted to the engine and is removed after the trans. I'm talking bellhousing, clutch and flywheel. Doug Dutra weighed all this stuff years ago and with all the support equipment a 904 is the lightest trans. 4-speeds are quite a bit heavier than the A903 3-speed, the A230 3-speed is in between.

The front pump bolts into the front of the transmission case. Then the torque converter is put into the pump. The torque converter

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Joshua

Front pump is part of the transmission and the convertor is slid onto the front of the trans (with correct engagement on the pump) before transmission is bolted to engine. You then slide convertor forward to bolt to the flex-plate. The parts look complex but are not (yes you have to put all the parts in the proper place) the manual trans must also have the parts put the correct place.

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