After messing with the 3 types of factory mechanical kickdown set ups I have found that they are all crap, look ugly, and should be sold or thrown away unless your doing a factory resto. The old unit could always be put back into service while the discrepancy was corrected. Its better to sneek up on it. Thanks again for all of the advise and information. The 904 rear clutch is smaller but similar to the 727; and the front clutch hub-rear clutch retainer is in two separate pieces in the 727 but only one in the 904. The simplest explanation is that the 'kickdown' should begin to move when the throttle begins to open.
According to the service manual, only the six got the part throttle kickdown that year. Likewise, a pawl was added to the 904. With the lever in second, the vehicle starts in low and shifts to second but line pressure blocks the 2-3 shift valve in the valve body to prevent any 2-3 upshift. The guy at the tranny shop said that I should shorten the linkage to give the tranny more pressure. Repeat the process here as you did inside the pan. Various hydraulic modifications were made by changing spring rates in the valve body and the kickdown band apply strength was altered by a mechanical leverage change.
After I determined that the valve body was operational and was a suitable substitute for the one in my car, I performed all my modifications. I consider this to be the best modification, as far as high performance is concerned. The Torqueflite in perspective This section contributed by Curtis Redgap. Those who tow will probably see 4 to 5 turns before the band bottoms, This is not unusual. A decent shift kit will completely change the character of a 727 as well.
In park, the driveline will be locked as explained above. What does the service manual say about that? The company offers turnkey kick-down kits for just about every Mopar engine and trans combo ever made by the factory. I do not have the measurement handy, nor do I have a tool. This movement is reversed, via pivot point on the rear of the drivers side head, to push backward toward the transmission. Note: A clean filter is a must for correct fluid passage in the transmission and will effect how the trans shifts, if you have not done a filter change, or do not know when it was last done, change the filter in the trans pan.
The TorqueFlite also adopted variable line pressure for reverse, which could range from 150 to 260 psi, rather than staying at 260 psi. However, the front clutch has no multiplication factor to depend on when it is applied. To get it all sorted out, we sought the expertise of Mopar specialist Jason Muckala at Motech Performance. So, it actually pulls the linkage forward away from the transmission. I'm taking another look at the linkage adjustment procedure. It was made standard, across the board, in 1981. Many thanks to David Frey, Vicki Milley, Debbie Hoflo, and a very special thank you to Tom Mallot for his photographic help.
Count the number of turns or something to that effect, and slowly work it back out. You should not, nor can you easily, set it to occur at a particular pedal position. It only takes only a minute to do so. It evolved to a lock up converter and an overdrive transmission. The 904 uses different kickdown bands to hold the front clutch retainer drum during second gear. When the shift lever is placed in drive, the rear clutch drive plates rotate the front annulus gear pinions which then spin the sun gear in a reverse direction.
I have the same or similar book on my '68. I guess I fouled the 1 plug with the old fashioned timing light. Reviewing the mechanics of this again will show that the planet pinions of both planetaries transfer the torque from the input shaft to the output shaft. Next is the case-to-tail shaft gasket and the governor support. I am aware that your 65 truck used a four bolt flange to ujoint type slip yoke, just not sure that it was the common usage or if it was a mod done to your truck, or if there were other mods that were used, or if in fact that that was what was used in most trucks. From top left you will see the Pan, the Case, and the Tail shaft, or Extension Housing and associated hardware. I just had this transmission rebuilt.
The rear clutch is still rotating the annulus gear and the sun gear is stopped so no torque is transmitted to the rear planetary. Bruce The method in the service manual is confusing to even the best mechanics so I allways tell everybody to adjust it the way your buddy told you. But going into reverse, the vehicle is stationary, and much greater torque 2. Is your pedal hard because the kickdown rod is taunt against the carb, or is it kinda floppin around in there? The only solid forward stop is the full pressure position, which translates to wide open throttle. The only thing left to spin is the rear annulus gear which is splined to the output shaft.
A long time ago in a place far far away I was a Chrysler Master Technician. Split the difference and see what happens. Make sure that the manual level grounds the switch when the neutral button is engaged. As in the other units, the 904 planetarys, output shaft, and governor assembly are similar to the 727 pieces, but smaller in size. To make matters worse, many of the early trans were converted to the part throdle kick down. The other modification I suggested at that time was to reduce the input shaft end play down to 0. For the most part, this was proven to be true.