True dat
I asked about the cost of a 904 adapter. They wanted to know the serial # of my GV

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

What is the reasons they wanted you to trade the gearbox unit in for another?

Sounds very restricitive?

Cheers, Wizard

If you own one of "their" overdrive units, they'll be very happy to help you install it on another transmission. If it's not their they don't want to help you not buy theirs.

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

Looks good, Brennan. It's intersting to see the GV unit installed in an A body. I still need to decide for sure if I want to go that route or wait for an adapter kit for a TKO-500.

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'74 Duster w/ HEI ignition, beat to snot suspension, A904, 8.25" 3.55 SG rear, still being tuned up and gets 17 MPG

Know how they always build a better idiot? That's me

I a couple of years ago I was thinking of putting on of the GV units in my 65 Dart conv. When I talked to Gearvendors they said they didn't make unit for the cable shift 904 I've got in my car. Is that still the case? I'd love to get one of these but I really don't want to have to change a tranny that's only got 10,000 miles on the drivetrain. But out of curiosity... does a 727 or a later 904 have the same mounts or would that have to be changed too?

Now this is interesting.... I need to go look for one of these Volvo OD units.
I wonder how far I can get with a hack saw, TIG welder and grinder??
DD

Gear Vendors "...said they didn't make unit for the cable shift 904..."

That's why I changed the transmission out to an '87 with the electronic lockup torque converter and then installed the Imperial Services adapter that allows the push button gear selector to control the later linkage transmission.

I could've installed a '66 column, but I wanted to keep the push buttons.

An interesting conversion for my '63 Dart GT convertible, but an expensive hobby.

--Walt Jackson

Sorry about the horrible typing! Thanks for the info. Does the 87 trans mount the same way or do you have to modify some things?

>Does the 87 trans mount the same way or do you have to modify some things?<

It's not a direct bolt-up to the early slant six. The later crankshaft is required because the electronic torque converter has the larger "knob". According to Hughes Converters (among others), it's not possible to make a hybrid converter because of the peculiar nature of this converter.

Also, the tail shaft housing is larger on the later transmission and will not fit the small tunnel. Use of a '66 tail shaft housing is required for direct bolt-in.

The GV unit doesn't use the tail shaft housing, so no need to locate a '66 if a GV is the goal.

Unfortunately, the GV housing is as large as the '87 housing, which is why I made some shackles that drop the housing/GV unit 2 inches.

Hope this helps.

--Walt Jackson

Thanks for the reply Walter. Let me run this by everyone and check for errors because I'm afraid it's created more questions. So I would have to change my crankshaft (engine) to use a latter trans. Also I would have to lower the trans/housing with blocks. I've read that the 727 trans was installed in some slant Darts for extreme duty like taxis. The 727 doesn't have the same cable shifted issues the '65 904 has. (correct?) I've read that the 727 was used but never actually heard of an early A-body with that configuration. I'd need to find a somewhat rare converter but I suppose they're out there. I would still probably need to lower the trans with blocks to clear the GV unit but then I wouldn't have to change the slant motor. Or I bite the bullet and pull out the stock engine and trans and use the lowering blocks with a more modern engine/trans combo and the GV unit. That make sense to you Walter? Do you think we could get some pics of your installation?

Thanks!
Ned

You could avoid changing the crankshaft (or installing a later engine) if you used a '66 A904. You won't have electronic lock up, but you won't have to change the crankshaft.

There was a '65 727 made that was cable operated but had the '66 and later housing, which is what the GV unit requires. I saw one of these hybrid 727s on eBay within the last year.

As for lowering the transmission cross member, this might not be necessary on a '65, as I believe the transmission tunnel is larger. I could be wrong about this. A couple of blows with a small sledge hammer to the tunnel may be all that is needed. At least, that's what's called for in the instructions for the '67 to '76 a bodies.

In summary the following is needed to install a GV to a '63 a body:
1. a '66 and later A904 (excluding the electronic lock up version). After a certain year--I forget which-- the "knob" on the torque converter is larger. If you use this later transmission, you'll need a modified torque converter with an early front and later back It is impossible to create a torque converter that fits the electronic lockup transmission to the early crankshaft.
2. shackles the will lower the cross member 2 inches (or, in the alternative, cut and make a new tunnel).
3. modification to the rear end to mitigate the change in pinion angle (unnecessary with the cross member in the stock location and a newly fabricated tunnel). Note: this is speculation because I haven't started the car yet.

You might want to consider a more cost effective solution: change to a rear end with a much taller gear ratio. Or install an 8 3/4 rear and just change the 3d member depending on your need. Or install the overdrive 833 4 speed, which is a direct bolt-in without modification.

--Walt Jackson
1963 Dodge Dart GT convertible