The "best" small block trans would be a Loadflite 727 out of a pickup, they have one more disc in the clutch pack. Put in a Hemi double-wrap L-R band while you're at it.
How about building one of the early torqueflites that you can just bolt up and use? I believe the newer ones require an adapter.
R POPE - Were/are they called LoadFlites? Kerry - I believe the TF's that bolt up to the old Hemi's were all cable shifted by push ****ons...
1967 was the first (of many) semi major changes to the 727. Bigger input and tailshafts, better internals. 1964 was the last push****on, 1965 was the last cable operator. All of the 727 internals interchange, including the stuff for the 426 units but why increase internal parasitic losses if you are not making the torque/hp that would otherwise require it? Best bet is to discuss your needs with your favorite trans shop or manufacturer. .
What year did they go to aluminum cases? Don't need a Whizz Bang transmission, just want to make sure that what I settle on will live behind my engine...
All aluminum after 1962, but cable shifted thru 1966. Probably the best small block 727's were 68 -78 (340-360hp) or the pick-em-up types 68 -up. But if you are building one from scratch it does not matter what you start with, you will be replacing just about everything. You will need an adapter and you will need a zero balance converter. If you do not want to use an adapter then you must use a trans and converter from a 58 to 62 small block. .
Not sure if we're talking small or bigblock here, but '62 and newer bigblock 727 transmissions were all aluminium housing. I'm not so sure about '61, but upto 1960, Chryslers had a castiron-727's where the convertor bolted directly to the crank. How about going the "ClutchFlite"-route? (Autotransmissions w/ a regular clutch)? At the time some called it the best of both worlds. These have been built by some during the '60s when convertor-technology wasn't as advanced as today. Would certainly be traditional I guess.
You don't want an old iron case torqueflite. I destroyed several in a 1960 Plymouth with a stock 361. Later I had a 62 Plymouth with an aluminum Torqueflite that I couldn't break. Several times day for over 2 years I made sure the old 361 would turn 5200 rpm in first gear then shift to second gear. I changed the fluid after a year and no parts were in the pan. Aluminum torqueflites are good, I prefer 4 speeds. Q: Why do they make adapters? A: Because the old torqueflites will NOT hold up. Lucky667
So, what I should be looking for is a small block (273-361) 68-78 (or possibly newer?)aluminum case TorqueFlite? Are they three speed?...
Torque Flight transmissions from 56 to 61 were all cast iron, there are 5 (at least) differnt bell housings depending on what engine, 1962 was the first aluminum case TF, the Chrysler version still had the park brake drum, others from 62 to 64 had a differnt tail housing with park added and another cable, 65's were the same but the shift cable hooked to the column. I ran a 1960 cast iron push ****on loadflight from a BB 318 that was a direct bolt on, it didn't like 4500 RPM shifts 1st to 2nd but would do an impressive BARK of the tires. Down to what's the most important, finding someone with the knowlege, tools, stall torque converter if needed and parts to build a reliable 66 and older Torque Flight will be tuff! I switched to an adapter with a 68 or newer 727 TF with a mild stall and I run the hell out of my 354/727 every time I drive my 41 Plymouth!!!! See picures of 56 to 61 cast TF vs the first aluminum 62 TF. Also watch for more, I'm going to post a new tech thread soon with more pictures and all I know as fact on the 1954 to 61 Mopar Powerflight and Torqueflights.
361 is a B block like a 383, the distrubutor is in the front. The Hemi adapters are for the 273-318-340-360. Talk to Wilcap or T R Waters. They both make adapters. You will need a zero balance torque converter. They will be able to advise about of all of the transmissions you can use. You can even use a newer lock-up 4 speed torqueflite. I think it's called a 518, not sure. Good Luck. Lucky667
Yeah, nobody makes one for a big block Mopar. And hey - 73rr here on the HAMB makes those adapters, too! ~Jason
David Walter. I have a '56 Chrysler transmission that was sold to me as a Torqueflite but someone told me it is a Poweflite. It looks exactly like your pictured steel TF. Is there a way of IDing it by appearance? Thanks, Frank
The A-518 is the overdrive version of the 727 and uses the same adapter as the 727. The factory computer on newer donors is NOT required for OD controls and lock-up converter controls. Check these guys: http://www.transmissioncenter.net/SwapInformation.htm .
A couple of ways of distingushing a Powerflite from a Torqueflite: 1) the shape of the pan, 2) how many actual detents on the control cable, PF =4 , TF = 5. I also think the Torqueflite is a little longer as far as main case length. I will check in my MM. I found a very obvious distingushing difference. The torqueflite has a band adjustment on the p***enger side of the transmission, about half way across and halfway up from the pan. The Powerflite has no external rear band adjustment, it is done with pan removed. So there is no adjustment on the p***enger side of the transmission. Hope this helps.
The Powerflite cast iron case is 10 1/2 inches where the cast Torqueflite is 14 1/2 inches. The PF could also be shifted by either linkage 55 and back or cable 56 and newer. The pictures show a TF, PF with regular tail housing or PF with an extra long tail that I was told came from a 1955 truck, weird!
I bought a cast iron 3 speed from a 1959 Plymouth V8 without a bellhousing to use with my 241 Hemi (53 Dodge, D44), took a bellhousing from a 2 speed cast iron console shifter. My brief research had reported that a pre 1962 would bolt right up to my hemi. I suspect that the bell housing I tried was a 1954 Dodge or Plymouth with 6 cyl which may account for the mismatch? Want to retain the 59 Plymouth push ****on...is there a bell housing and/or adapters that I can use? Frustrated in Nevada
Any bell from a car non-BB V8 up to 61 should bolt right on w/o any problems. Don't think anyone has a 6 to 8 adaptor.
The Jalopy Journal
