The Jeep A-904 short output shaft is a fairly large diameter.
Does anybody know the spline size/count for the shaft? It installs to the transfer case input shaft coupler.
I'm going out to get a count and measurement, so it will be great to get confirmation.
I need to have a male slip-joint coupler made to go to the Mark Williams Enterprises 40300-8 Female coupler that mounts to the pinion shaft.

Next question, is the Short tail shaft A-904 for the Van application shorter than the Jeep 4x4 output shaft?

If somebody has a measurement from the governer to the end of the output shaft, I can make a comparison.

Thanks!

CJ

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Part of Tyrde-Browne Racing

Here are the measurements I came up with:

Spline Count is 23, Diameter is 1.2135"

From the end of the governer assembly to the end of the shaft is 3.050"

From the transmission case to the tip of the output shaft is 6-3/4".

I don't know what the outer diameter of the slip joint should be. That would be a Jeep transfer case input shaft measurement, which I don't have.

Perhaps a trip to the Wrecking yard with a dial caliper is in my future!

CJ

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Part of Tyrde-Browne Racing

Ceej
This web site has the input shaft.

http://www.jeep4x4center.com/jeep-trans ... -parts.htm

Richard

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Part of Tyrde-Browne Racing

Mike PM'd me with some useful info too.

Thanks to all Bjerklund's!

I'll use this information to get the male coupler. Mike Williams has the gear to affix to the correct spline shaft.

I'll get things rolling with the coupler parts. Still need to build the alignment fixture. Looks like DOM is available in 2-3/4" so we're on the right track to build the tool.

CJ

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Part of Tyrde-Browne Racing

Cj,
Juist got off the phone with MW and they don't have the 23 spline tooling. It would cost $3000 for the tool. I am going to look for a flange coipling in the 23 spline. That won't be the best solution, but it will be cheap until I can get some short shafts made.
Thanks

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64 A100 PU 170 /6
Salisbury, NC

Try Moser Ceej. They did a short tail for Charles Meyer once.

Charles may still have that trans too.

I'm assuming this is for the long skinny car?

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Official Cookie and Mater Tormentor.

Yep. Long and Skinny. I've talked to Charles, and the shaft they did was a respline on a cut down OEM shaft. It apparently is already developing problems, and he suggested it wasn't worth the $$ to do it to a 904 if running power adders. He suggested running a 727 with the available shorty kit.

Frank's setup will be the way to go as long as it stands up. He'll be testing soon.

If not, I will likely just take the plunge and install a TH200 or TH350 and be done with the whole transmission thing. None of the internals are going to be OEM anyway, and there are more options with the GM transmission.

If I live long enough to get the turbo's sorted out, I've still got a glide to play with. As light as the car is, two gears will be plenty under boost.

CJ

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Part of Tyrde-Browne Racing

Id start with the Glide. It will be cheaper and faster in the end.

The TH350 and 200s are not that good anyway.

Id TH400 anything before running a TH350 again.

I have a shorty TH350 Ill trade for your Glide.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

With a motor with no more power than we make, (face it, even on boost a Slant is still relatively low output) I'd pound nails through my privates before I ever put a Glide behind it.

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Official Cookie and Mater Tormentor.

I mean no disrespect to anyone. But how does a 2 speed that is going to mean lower rpm on the one upshift ever go faster than a 3 speed tranny that keeps your RPM drops less when it shifts. I never really understood this. In my Pea brain size brain I would think a 4 speed auto would be even better...etc. I sure I'm wrong or there wouldn't be so many Powerslides being run!

Rick

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

A Glide has 156 parts. Thats it.

It is a single planetary actuated by a single band. Its a Lenco with an auto shift. It weighs far less than anything else that will handle this kind of torque.

A Th350 has 2 clutch packs (direct and forward clutches) that are marginal in stock 200 hp applications. Get it hot once and it is fried.

The TH400 is like a 727....strong, heavy and long. You get great planetarys and clutches. Did I mention heavy? .....all for 1 more gear.

I never saw a 4spd OD auto that was not a piece of poo. (although I never played with a 4L80 cuz they are so heavy and expensive)

A glide is a convertor with an OD. Get the right convertor ,.....save 60 lbs.....move the motor back 16".

....or send me the Glide and Ill send you a 4L60 that works fine.....or a TH350.

Dennis........you are excused from ever using a Powerglide.

CeeJ....just make a short 904

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Ask Team Green how well a Glide worked behind a Slant. They did it once.

Sandy is on the right track though, converter choice is everything.

A lot of the people who switch to a Glide and go faster had the wrong converter in their 3 speed application.

That being said, while you got Team Green on the phone ask them how much they picked up with a manual 5 speed. It was a ton.

"We don't need no steenking converter".

Oh yeah, while you're wandering around the pits admiring all those long skinny cars with Glides in them, look in their trailers to see how many spare Glides and converters they have with.

Do a 904 and save yourself some headaches Ceej.

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Official Cookie and Mater Tormentor.

Keep the 904......Talk to Woody Blanchard, he built mine, and has alot of info.He knows transmissions.

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Wife's: 64 Valiant
My: 70 Road Runner, 67 Barracuda, AND the 62 Valiant drag car!!

In our 2360 lb. with driver Lancer, we picked up two tenths going from a glide to a 350 turbo. Then we picked up five tenths going to a 5 speed. I still have the converter and it is for sale CHEAP! 7" TCI reworked by Coan. It's got less than 50 passes on it behind a wimpy slant 6.

Mark