MOPAR - What would you put behind a 318?

Of course, I doubt that the 904 trans in a hemi SS drag car is stock...

Nothing inherently wrong with the 904/998/999 series; just smaller (and lighter) rotating parts and friction surfaces. Significantly smaller friction surfaces - hold up a set of 727 and 904 plates side by side.

Just like you'll get more miles (all other things being equal) out of a set of larger tires or brake pads/shoes (ask your local mechanic how long Alero front pads last), you'll get longer service out of a 727 than the smaller trans (again, all other things equal).

Of course the little trans is quicker; it weighs less, much of that difference in rotating weight which fluctuates several times through a 1/4 mile run!

For long-term use/abuse, I'd go for the heavier trans - unless I were building a cl***-legal car where I needed the edge. Or, was sticking it in a T bucket or rail, where I'd never have enough weight to beat up the drivetrain anyway!

Just my .02; best of luck with whatever way you go, 904/727/stick.

-bill

 

OK: I'll take a turbo 400 over the 350 & the C6 over the C4 too, in that case (although I know very little about them). I have no idea what a 998/999 is, so NO I'm not talking about them. I'm talking about how much better/stronger the 727 is than the NINE-ZERO-FOUR.
In addition to regular servicing (don't forget to drain the torque converter, change the filter, & adjust the bands) I'll p***-on another tip: dad always added a pint of STP oil treatment to every automatic he rebuilt. He said it increased the fluid pressure while at the same time reduced friction/wear on the clutches. He must have been right as I said we always got 200,000+ out of all the 727s we ran (& they had nice firm shifts without kits). In fact I've never seen a properly serviced 727 fail (don't bother telling me of one I'm sure it's happened). Also I don't think he ever had a single comeback, & a fellow employee drag racer never had any problems with his 727 either. I think the 904 just wasn't driven enough (dad bought the Cordoba when he found out he was dying of bone cancer so that mother would have a new car to drive), but I've never seen that happen to a 727 either. I personally won't run a 904...
~ Paul
aka "Tha Driver"

America - made in China! :-(

 

While I'm sure you're capable of a trans swap if you work/worked, own/owned a transmission shop, if you've actually read the above posts and/or have broken out the shop manuals, you realize the probability a Cordoba having a true 904 and not one of it's later 998/999 or other variants is slim and making the broad statement the 904 (referencing the small Chrysler automatic) is junk is doing anyone seeking advise here a disservice.
The tradeoff of strength/durability/economy/cost in a large automatic verses that of a small one is the decision everyone has to make and depends on the intended usage, and there are situations where the smaller unit (builtup or not) is more than sufficient for the intended application or usage.
Advocating the addition of a lubricant/additive to reduce friction of the clutches and/or bands in an automatic would indicate a lack of understanding of their operation, because these parts depend on friction to function and anything that is done that reduces their friction causes them to heat up/burn/wear prematurely and I would guess the reason your Father was using an additive with the idea of increasing longevity was something else. Indeed, the old trick of using Ford type "F" fluid in a worn out/used up GM or Chrysler automatic was to do just the opposite, get a few more miles use out of a dying transmission by increasing the life of these parts (I.E. the use of a higher friction fluid would promote a little longer life by reducing the slippage of these parts).

 

And a lever for park, which is part of the ****on ***y.
All TF are 3 speed and all I have seen have park. 65 and earlier use different linkage for RND21 and Park. 66 and up only use one.

 

I have a 904 you can have cheap.

 

OK follow me here:
My dad was THE transmission spe******t at Buckhead Chrysler (Atlanta) from the time they opened the doors untill he died, in the mid 70's. I helped him sometimes from the time I was 5, in fact when I was a teen we once timed a trans rebuild & including pushing in the car from the lot & test driving it we did it in two hours. Anyway... As I said I don't know anything about 998/999 (never heard of them before) & I always thought the Cordoba has a 904 - at least the pan is the same as a 904 (that's how I've always told them from the 727). My (internal) trans experience stops at the time dad died.
The STP works great: re-read the post & consider that with the thicker mix & therefore more pressure, & the reduction of *excessive* friction on the clutches, they still grip well but don't wear as badly. That's my (our) theroy & I'm sticking to it. :-D Trust me I know how a trans works! As I said ours all went over 200,000, & that was just when they were sold I'm sure they lasted much longer.
I'm just giving my personal experience as *a* reference & that's why there are several persons here (like yourself) that can add facts to the mix. Everyone benefits.
~ Paul
aka "Tha Driver"

You talkin' dirty or hep?

 

998 and 999's are part of the 904 family.

 

Yup, parts interchange, etc. Trans guys just call 'em 904s, as do most gearheads. Properly built, a 904 will handle any street/strip small block with ease and brings with it a weight savings, less heat, and lower parasitic loss.

I've had both and wouldn't give you two cents for a boat anchor 727 myself, but I've had lots of luck runnin' the snot out of 904s behind 318 and 360 engines with no problems.

 

Here is some good TF reading, even follow some links if you got the time.

http://www.allpar.com/mopar/torqueflite.html

 

I'd put a 904 auto behind it but I can't do a clutch anymore. They weigh less than a 727 and are more ****** than you'll ever need.

 

Ran across your post and I know it's been YEARS but was wondering what you ended up doing? I'm in the same boat as you were in and all the suggestions you received seem to be auto trans.

 

Most guys go with auto trans for one of two reasons, the better of the two is that it is easier to setup then a clutch for most guys. The other reason is lame but it is because they have never driven a clutch and don't want to learn.

If I were building a light car like say a little baby coupe I would look for a 3 or 4 speed out of a valiant barracuda to put behind a small block MOPAR. They are more then stout enough to handle the small block and are not very big on the outside.

 

If you go with the Dakota trans go with the NV3500 remember late trans will have electronic speedometers instead for mechanical and there's also the 3+1 833 variant with 4th gear as a overdrive.

 

After NINE years??? Really?

.

 

The manual Gearbox out of an early 90's dakota esp from behind a v6 or v8 is a bolt up 5 speed box - no adaptations. Its what is known as an AX-15 - good and strong for what you need plus no h***les in dropping it behind your existing engine - just get everything - flywheel pressure plate etc and dont forget to renew the imput shaft bearing and you will get a good and cheep 5 speed manual gearbox

 

`I believe the original poster , Mike, died of cancer in 2010.

 

...different engine balance between 3.9, 5.2 and 5.9 so flywheel requires fixin'.......

.

 

Yea, like I said, YEARS. Why do you care. Everyone says "look at previous threads" so I took a shot the guy would answer

 

well blow me down - I never saw the date - got carried away with the questions and answers and.............