I'm putting a mid-70s Dodge 360 in the old DeSoto. Motor is near done but I'm having trouble on the transmission side of things. While I would prefer a 727, they are $pendy and hard to find. The local Pull-A-Part has a mid-80s van I've been looking at but am unsure if this is a viable match, both in highway drive-ability and off-the-line power. I don't even know what ****** came in those 80's vans. The other thing I'm thinking about is the computer-controlled aspect...what year can I expect to find computer controlled to start showing up? I'd ideally like to find one before all that began (for obvious reasons). Thanks for the advice!
The mid 80's Van should still have the 727TF. The are a good trans but DO NOT use the B&M shift kit. The only kit to use is the Trans-Go kit. The B&M kit does not work well and gaves unreliable shift points. Have you considered a 5 spd? There are parts availible to run a T-5 behind a SBM.
Not really, I'm trying to build a ultra drivable car for the wife and daughter to enjoy too. Someday, I'll get another one and go that route when it's a dad-only ride. Thanks for the heads up on the B&M.
Yup, the van should have a 727...hard to find? troll craigslist: http://tulsa.craigslist.org/pts/1987085373.html No computer till after '94 or so. t-5 ??? Why?? the AX15 is stronger and bolts right up. .
727, probably not a lockup, but check for the sticker on the torque converter. Lockup trans will get better mileage but don't like brake torques too much (don't ask how I know)
as for a shift kit, block the ac***ulator and turn up the line pressure a turn or two. I have the templates from an old transgo shift kit to enlarge some p***ages that I use sometimes, but mostly it's about pressure. The biggest improvement comes in installing a 4.2 kickdown lever (the 5.0 Hemi lever is actually a bit too much) and adjusting the band accordingly. The torque converter in the van transmission is pretty tight, so if you are looking for a hard launch or have a big cam you will want to go looser.
Yeah, I see 'em too. The definition of $pendy (to me, anyway), is anything over $200. I'm a cheap ***. The pull-a-part variety is closer to $60...much better. Hell, the motor only cost $125.00!
I have no idea what the hell you are talking about... I'll worry about it later. BUT, not looking for a "hard" launch, just some pep at the green lights. The cam is slightly big, more of the RV variety.
Dodge vans of the 60's and 70's used a Loadflite transmission. Not much difference between that and a 727, probably all in the converter stall speed, maybe more clutch plates perhaps.
Slightly larger than a t-5, bigger input shaft etc...the Toyota Supra nuts are putting almost a thousand hp in front of modified AX-15 ! The AX-15 was the std 5-speed in the v-6/v-8 Dakota pu from 88-96 or so...do a search for more info. Regarding the vans...most of the van transmissions have a shorter (than p*** car) tailshaft. Big advantage in short wheelbase cars. RV type cams are not considered 'big' so a tight converter (1800-2000 rpm) is not a bad thing. Recall that the hot-rod RoadRunners, et al, used a 2300 stall converter. .
Ok, big emergency is over (whatever...), I finally pulled myself out from under all the diapers and in-laws and went on down to the local pull-a-part to find a transmission. After scoping out the situation on a van, I decided on a much cleaner mid-80's pickup with a seized up motor and went to pullin' her gearbox. I now have a PK4329468_8251_9546 sitting in the garage. I ***ume it's either a 727 or an A904. Any way to know for sure given the numbers?
Pan gaskets are an easy way to tell, the 727 has an odd 'lump' in one corner...sorry, I don't have a pic handy, the cases are also stamped, again no pic ...but hey, get out your tape measure...
The 904s oil pan is pretty much a square with one corner cut off at an angle. The 727 is the same shape, but has a "lump" that juts out on one side. That is the easiest way to indentify them instantly. Laine.
both good trans. 904 reportedly uses 40 hp less but I question that. both can be built to handle hi power. I use a restrictor in the hi clutch port. Transco kit suppliers that to but now i just make one in the lathe. Stops overlap on 23 shift. Good for a tenth at least but more important extends trans life greatly. Don
I will add a couple of photos just in case someone searches for the same info. The trans is also identified with the A-727-A(small block); A-727-B(big block); A-904-LA(as opposed to the slant 6) in relief in the area just under the starter pocket. These letters/numbers are often very faint or ill-formed and may not be readable: Here are the two pan shapes: Hope this is useful. .
A key part of the comment is "Can be built", in stock form it's about maxed with the 318, except for the late 70s or so 360s that were smogged down to the same HP as an early 70s 318.
That is not completely true. I pretty well hammered a stock 904 behind a built up 340 in a 69 Charger for well over a year. The Charger had a sure grip (posi) with 3:55 gears. The trans out lived the 340, and the 318 that was there before the 340. The 318 and the 904 originally came out of an early 70s Duster and were driven hard before they were stuck in the Charger. After the 340 died, the car turned into a dirt track race car where it lived with a big block for a couple years. Gene That said, the 904 I rebuilt and installed in my 35 Dodge sedan didn't fair as well. 2 times a new converter came apart and covered the inside of the trans with aluminum and br*** powder, but guess that wasn't a trans problem as much as a converter problem. Don't just wright off a 904, they were not bad transmissions.
Rather than use a 727 or 904 I would find a 518 or A500 over drive ******. 88 thru 94 are non computer controlled transmissions requiring only 12 v to shift to overdrive. 88 vans and trucks including Dakotas thru 94. I have one in my 39 Plymouth pickup with a 360. I also have a 518 adapted to a 341 Desoto hemi in a 31 Model A. I would never go back to a 727/904. I have tried 3.55 gears and 3.91 gears. I actually got 1 mpg better fuel mileage with the 3.91s. If your concerned with fuel mileage then get a 318. A 360 is a gas hog. Both 518 transmissions that I have are non lockup and both A500s I have are lockup. A500s are 904s with overdrive and 518s are 727 with overdrive. One advantage is the A500s and 904s have a lower first gear ratio. One advantage to the A500 vs the 904 is the A500 uses the larger yoke like the 518s and 727s. The 904 uses the small yoke. In other words both od tranmissions use the same overdrive unit on the back of the transmission.
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