Automatic tranny identification

[Bob the Builder]

Asking to get help with my tranny for my 77 Volare Roadrunner. What I have is a 77 RR with a 79 318 motor and the number on the identification pad for the tranny is JW101851. Any ideas. A guy near me has been helpful but not positive.

 

[Aspen500]

All I can tell you is it's a 904. Not sure what the numbers are. They should be stamped on the drivers side pan rail, below the shift shaft area. It'll be an 18 digit number. First 2 (letters) are plant code, then 7 digit p/n, followed by a "W" (that means nothing in the field), then the next 4 are the date code, and finally the last 4, which are the sequence code for the day. Pretty sure the 1st digits will be "PK"(?) No photo of the input shaft but, non-lock up has splines all the way to the end, lock up trans has a machined area and the splines end before the end of the shaft. On the passenger side will be the last few digits of the VIN that the trans came from on a pad cast into the case. Maybe this helps, maybe not?

 

[Bob the Builder]

Sure does. The shaft is machined at the end also. I will check for numbers when I get back out in the garage and let you know. The numbers I put on here was from the bell housing pad passenger side. Thank you

 

[Mikes5thAve]

That number looks like the last digits of a vin. In which case it was originally in an 88.

 

[BudW]

JW101851

That is the last 8-digits if the VIN the transmission came out of.

The number we are looking for is here:

The above transmission is an A727.

You do have an A904, A998 or an A999 (which, for the most part, is mostly the same).
BudW

 

[Aspen500]

Pic of the 2 input shafts.

 

[BudW]

The spline count is (also) different on lock-up and non-lockup shafts.

 

[Oldiron440]

A 998 is a lockup
A 999 is a lockup with low first gear ratio if I remember correctly.

 

[Mikes5thAve]

It's a difference in number of discs between 998 999. Most if not all have the low ratio.

 

[Oldiron440]

Could be but I've always found the A999 in vans and pick ups...

 

[Bob the Builder]

I was looking at the numbers under the shifters but didn't have time to get it clean. I will do it in the morning. Thanks for everyone's input.

 

[Bob the Builder]

Pic of the 2 input shafts.
View attachment 45883

Here are the numbers I found, PK4471536 9505 2281. And the pic of the spline. The engine numbers are 9M 318 05033005

 

[Mikes5thAve]

That's a 1988 part number so it matches the vin anyway.

 

[Aspen500]

Engine # shows (9) 1979, (M) Mound Road engine plant, (0503) May 3rd build date and then (3005) the daily sequence number.

So it appears you have an '88 lock up 998/999 trans, same as a 904 but with locking TC and parts related to that (input shaft, pump, valve body, etc)

 

[Sub03]

I can't find your number in The Chrysler Torqueflite book written by Tom Hand.

But numbers PK4471535 and PK4471537 are both listed as Chrysler passenger car type 999 with lock-up and 318.

 

[Bob the Builder]

I can't find your number in The Chrysler Torqueflite book written by Tom Hand.

But numbers PK4471535 and PK4471537 are both listed as Chrysler passenger car type 999 with lock-up and 318.

Thanks for the info.

 

[BudW]

Most, but not all, A998 and A999's were lockup.
The non-lockup versions were special order but were available for most FMJ's (late '78 to '89). Some fleet departments (businesses, police, taxi's, etc.), and customers, demanded a non-lockup version.
The chances of finding a non-lockup, from late '78 to '89, might be less than 1 in 3,000 (my guess - no actual figures to back that up) and the cars had to be special ordered that way.
After late '78, ALL new cars from the lot, were lockups (with ALL pickups/vans off of the lot were lockups by '81).

The main difference between A904/A998/A999 was how much torque it can handle.
A904 being the lightest duty version and A999 being the heaviest duty version (which leaves the A998 in the middle).
By '85 (I think), the only the A999 was available.
BudW

 

[Bob the Builder]

Thanks for your information. I did find last night that it had a build date of August 6. 1987. I appreciate all the feed back as I am learning as I go on my rebuild. I never thought that I would have this much miss match but I'm going to put it together. Thanks all!

 

[BudW]

August 6, 1987 build date would make it for a '88 model year vehicle.

 

[Aspen500]

You may already be aware of this but, if you're thinking of using a different converter, it has to be a lock up. A non-lock up TC won't work (or fit for that matter).

One nice thing (among many) about Mopar's is the number of years, makes (Dodge, Chrysler, Plymouth) and models of cars they built use the same parts and, if the parts did change, they're still a direct bolt on even if it may look different. Other brands aren't so lucky. Think Ford where there's a million different parts that don't interchange, even on the same year and model of car.