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#1
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Direct drive coupler wanted
Anybody have a direct drive for a 904 for sale or know the best place to buy one ? Thanx
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#2
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Try Coan Racing. They built the direct drive converter for our Hobby Stock, I'm sure they could do a coupler easy enough.
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#3
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Falcon Transmission here in Colorado built mine..719 683-2159 ask for Gaylen.. tell him Bob sent you..
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#4
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Thanx mod 50 . How much was it and how long it take to get it ?
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#5
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I don't know how much, mine was the first one he built and i have ran it 3 years in a heavy stock car...... he is putting another one together for me so it might be easier/faster for him to do 2.
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#6
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Coupler
My 727 coupler came from TCI and my 904 came from JVX. I purchased my torque converter from Hughes in Arizona. They have couplers also.
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#7
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K, thankyou. How do u like the direct drive ?
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#8
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Transmissions
It all depends on the rules package and the entire combination. I can honestly tell you that it never made a bit of difference in the IMCA A mod trim. I could keep up with anybody on starts and restarts, etc. In the Wissota B mod trim, I run a torque converter and many of the competitors were running Berts/Brinns/Falcons. There with a limited engine and the torque converter, I was losing a little for the first 10' after the hit of the throttle, then I kept up with the pack. I never ran direct drive with the B mod against the competition. I had the transmission and could have done that, but just didn't get it done.
In a high horsepower situation where hooking up is more important than every last ounce of power being put down, then I think you are just fine. Otherwise it may make a difference between it and an open race transmission. |
#9
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Still having a hard time finding this direct drive coupler . The guy in Colorado says he can do it . But sounds like its gonna b a while bfore he can even get started making it . Getting aggrivating
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#10
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Hughes
Hughes in AZ can set you up with one. Just give them a call. It is a 27dd. They list their converters/couplers by spline count.
http://www.hughesperformance.com/ind...d=51&Itemid=34 |
#11
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The 27dd is for a 904 ? And is that just a coupler or a converter Dummy ?
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#12
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My cousin said he called him Tuesday and couldnt get one . Mayb he didnt understand what we was wanting Idk
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#13
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JVX Inc.
1458 Chelsea Avenue Memphis, TN 38108 Order Line: 800-727-5891 Tech Line: 901-274-7248 John Vinson JVXRacing@comcast.net Call JVX they do a good job. Have used theres in the past. I think the cataloge has a typo and the second list is for the 904. Remember to tell them if you are using a mid plate as he will offset the ring gear for you and also if internal or external balance. “ THE ULTIMATE IN RACE TORQUEFLITES ’’ CIRCLE TRACK TRANSMISSIONS & ACCESSORIES “CIRCLE MAGIC’’ TRANSMISSION These transmissions are designed for use without a torque converter. These units are built with the same racing components and oil circuit modifications as all our competition torqueflites. Due to severe wheel bounce caused by some track conditions the Circle Magic transmissions are built without an overrun clutch. As with all performance transmissions JVX recommends the use of an approved transmission shield. These units are assembled with a JVX Advantage Manual Valve Body, deep oil pan, and filter extension. B / RB ( 361-383-400-426W-426H-440 ) 727 “CIRCLE MAGIC’’ 1967-ON 72703 A ( 273-318-340-360 ) 727 “CIRCLE MAGIC’’ 1967-ON 72603 904 “CIRCLE MAGIC’’ 1968-ON 90503 999 “CIRCLE MAGIC’’ 1968-ON 90603 518 “CIRCLE MAGIC’’ 1988-ON 51803 FRONT PUMP DRIVES Front pump drives replace the torque converter when using a “Circle Magic’’ transmission. They are lighter than a torque converter and eliminate the “fluid coupling.’’ 727 - 518 TORQUEFLITE 318-340-361-383-400-426W-426H-440 CU. IN. STEEL CRANKSHAFT NO WEIGHT 72726* 340 CU. IN. CAST CRANKSHAFT TWO WEIGHTS 72641* 360 CU. IN. CAST CRANKSHAFT ONE WEIGHT 72724* 400-440 CU. IN. CAST CRANKSHAFT ONE WEIGHT 72389* 727 - 518 TORQUEFLITE 318-340 STEEL CRANKSHAFT NO WEIGHT 90384* 340 CU. IN. CAST CRANKSHAFT TWO WEIGHTS 90641* 360 CU. IN. CAST CRANKSHAFT ONE WEIGHT 90388* *Must specify with or without mid-plate. If mid-plate is used must specify thickness. |
#14
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Just called jvx , they dont do it anymore either
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#15
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Called Hughes . They dont make them anymore either. About to give up . And do something different
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#16
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Find a race friendly machine shop and have them build one for you. I've been trying to get in touch with my buddy who can do it for me… gotta get a donor torque convertor first. I think I sold mine.
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#17
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Yea , thats what im thinkn
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#18
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I'm going to try to visit my machinist buddy today...
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#19
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See if he can make 2 . Lol
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#20
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A couple things…
First... I finally got in touch with my machine shop guy and he has my old torque convertor and i hope to hear from him soon. Second… I need a 6.31 final drive ratio for the tracks I'll be running. I can get this running a 4.10 with my 904 in second. I know this has been covered before but I just need to know that the trans will handle this OK. I've also done some research about the 904 and some say the rear sprag is a weak point… anyone have one grenade? |
#21
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A 904 will do fine. Been running mine for last 3 seasons no problem. It's totally stock from the junkyard. I use a cooler as I run a torque converter if you run direct drive just run a hose between the two cooler fittings as it lobes the rear governor area.
As far as I know second in a 904 is 1.45 so.... 1.45x4.10=5.95. Not quite your 6.31... |
#22
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Quote:
I know some guys remove the governor but I really don't know why… Good tip on connecting the cooler fittings… thanks. I got this trans several years ago… I'm going to pull the front pump to drill and tap it for the ball valve for the fluid bypass… that will give me a peek inside to see what it looks like. If I have to I'll do a rebuild. It's been a LOT of years since I've done an automatic trans rebuild… about 1968. But I did a lot of them with a friend as side jobs when we both worked at the same shop. Time to dust off my snap ring pliers! |
#23
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I made my own years ago. I would post a picture, but this archaic message board and cell phones dont get along.
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#24
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1.54_1 is the Chevy turbo 350 second gear.
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#25
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'My Mopar' sez 1.45 w/727 … 1.54 w/904… I've also read that 1981 and newer were the 1.54's and earlier units were 1.45.
Gotta find out what year mine is… I can get more if I need one with the right ratio. UPON FURTHER REVIEW….Did some research and found my trans is an A-999 1987 truck application. Originally a lock-up deal. Wide ratio with a 1.54 second gear. Now I know. This model has five clutches in the front pack and four in the rear as opposed to three in the regular 904… or so it sez. Should be a good deal... |
#26
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Quote:
Hey is that your Dad that was featured in Simes Graphics new Race Promoter Magazine? |
#27
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Well I learn something new everytime I visit this forum!
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#28
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So did I!!!!
I also found out how much it costs to do my J heads… that was also a surprise. |
#29
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Machine shop wanted 600 here to put guides and valves in a set for me. that included the valves but not springs keepers or retainers.
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#30
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Quote:
I can take the blame for the Comp springs. My guy was a one man shop for the last several years… work got backed up. He hired a new guy to help and his stuff is getting done a lot faster now. I have two new sets of springs on my shelf from another Mopar build and an Olds build I quit on… I was going to take them to the shop so he could use whatever was best. Never made it in time. Both of those spring sets would have been about 120-130#'s on the seat and 340#'s open. The Comp springs are kinda wimpy @ 122/309 IIRC. My guy sez they should be good to 7K plus… if I don't like 'em I can change 'em. |
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