Yes, a 904 car transmission can be put in a truck, but it is generally not recommended for anything beyond a light-duty application. The core issue is that the Chrysler TorqueFlite 904 was designed for the lower weight and torque output of passenger cars, not the heavier loads and increased stress of truck use. While it might physically bolt up to certain truck engines (like a Slant-Six or a small-block V8), its internal components are not built to handle frequent towing or heavy payloads, leading to a high risk of premature failure.
The primary challenge is the torque capacity. The 904 has a lighter-duty internal construction compared to its truck-specific counterpart, the 727. Key differences include narrower clutch packs and a smaller output shaft. For a vintage Dodge pickup used for occasional light cruising, a 904 might survive, but installing it in a truck you depend on for work or towing is asking for a breakdown.
Bellhousing compatibility is another critical factor. You must ensure the transmission's bellhousing pattern matches your truck's engine. While many Chrysler engines share patterns, there are variations. The output shaft must also match your truck's driveline, which may require a custom driveshaft.
A far better alternative is the heavier-duty A518 (also known as the 46RH or 47RH), an overdrive version of the 727 that is a much stronger, direct bolt-in replacement for many older trucks, providing both durability and improved highway fuel economy.
| Transmission Model | Typical Max Torque Capacity (lb-ft) | Common Applications | Key Differentiator |
|---|
| TorqueFlite 904 | ~350-400 | Dodge Dart, Plymouth Valiant | Light-duty, passenger car focus |
| TorqueFlite 727 | ~450-550+ | Dodge D100, Ramcharger, V8 Jeeps | Heavy-duty, truck/performance oriented |
| A518 (46RH) | ~500-600 | 1990s Dodge Ram V8 Trucks | Overdrive version of the 727, robust |
