I'm in the process of restoring my Dart and I've been trying to stay fairly original. But when it comes to the transmission, I'm seriously tempted to upgrade to some newer technology. Of course I would keep the original transmission in case I ever want to go back to a stock setup.
My 273 is being rebuilt with Egge Domed pistons. CR should come in somewhere between 9.0 - 9.3 to 1. Isky E-4 Cam. Factory Carter 4 bbl on a factory 4 bbl intake. I have the original 904 automatic transmission and floor mounted cable shifter. My driveshaft has been modified to include a slip joint and a universal joint which eliminates the ball and trunion. I currently have 2.94:1 gears, but also have a set of 2.76:1 gears I could put in.
I will never drag race the car. My goals are good gas mileage, decent acceleration, and comfortable freeway cruising.
I'm not interested in cutting or modifying the tunnel. I like the idea of a wider spread between the gear ratios so I can run freeway gears but still have some fun off the line. I would love to have overdrive, but since that's not an option, it seems that a lockup converter is the next best thing.
So based on all that, I think a later model A998 or A999 with lockup torque converter is what I'm looking for. My hope for this thread is to get some advice on what's involved in the swap and what donor vehicles to target.
Since my engine is being rebuilt, I can have the crankshaft machined for the larger snout of a later model transmission.
I have found the cable kit from Imperial Services to adapt the 1965 cable floor shifter to the later model transmission. http://www.imperialservices.net/Aparts.html This cable and bracket costs $180 so if there is a cheaper solution for this problem, I'm all ears.
I already have a 1966 drive shaft which I am assuming will work. Correct me if I'm wrong here.
Are there any issues connecting the speedo cable?
Will my 1965 kick down linkage work?
What are the differences between the various years and models of these transmissions? What years did the gear ratios change? Were there design improvements that make later models superior to earlier ones? Am I correct that earlier lockups were internally controlled while later models had an electronically controlled lockup? I would prefer the lockup to be internally controlled, assuming it makes good decisions and does not hunt continually.
My 273 is being rebuilt with Egge Domed pistons. CR should come in somewhere between 9.0 - 9.3 to 1. Isky E-4 Cam. Factory Carter 4 bbl on a factory 4 bbl intake. I have the original 904 automatic transmission and floor mounted cable shifter. My driveshaft has been modified to include a slip joint and a universal joint which eliminates the ball and trunion. I currently have 2.94:1 gears, but also have a set of 2.76:1 gears I could put in.
I will never drag race the car. My goals are good gas mileage, decent acceleration, and comfortable freeway cruising.
I'm not interested in cutting or modifying the tunnel. I like the idea of a wider spread between the gear ratios so I can run freeway gears but still have some fun off the line. I would love to have overdrive, but since that's not an option, it seems that a lockup converter is the next best thing.
So based on all that, I think a later model A998 or A999 with lockup torque converter is what I'm looking for. My hope for this thread is to get some advice on what's involved in the swap and what donor vehicles to target.
Since my engine is being rebuilt, I can have the crankshaft machined for the larger snout of a later model transmission.
I have found the cable kit from Imperial Services to adapt the 1965 cable floor shifter to the later model transmission. http://www.imperialservices.net/Aparts.html This cable and bracket costs $180 so if there is a cheaper solution for this problem, I'm all ears.
I already have a 1966 drive shaft which I am assuming will work. Correct me if I'm wrong here.
Are there any issues connecting the speedo cable?
Will my 1965 kick down linkage work?
What are the differences between the various years and models of these transmissions? What years did the gear ratios change? Were there design improvements that make later models superior to earlier ones? Am I correct that earlier lockups were internally controlled while later models had an electronically controlled lockup? I would prefer the lockup to be internally controlled, assuming it makes good decisions and does not hunt continually.
