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PostPosted: Tue May 31, 2011 2:36 pm 
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2 BBL ''SuperSix''

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I have a 64 A100 with the 170 Slant 6 and 3 on the tree. I am making this a driver and would like an automatic. Being A Dodge novice though, I am not sure what cars and trannies I should be looking for in the boneyard? I have read that a 727 might be a good fit.

Has anybody done this, and does anybody have some suggestions on what I should try to find?

Thanks,

Dawg


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PostPosted: Tue May 31, 2011 4:57 pm 
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Turbo EFI
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727 requires that a short tail shaft be used as well as a slant to transmission adapter. 904 might be a better fit, especially since it has a short tail shaft already. You will have to fab some kind of support brackets as the original transmissions were supported at the top rather than at the bottom.

_________________
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87 D100 Short Bed slant 6

Retired USAF 1966-1986
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PostPosted: Wed Jun 01, 2011 8:24 am 
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2 BBL ''SuperSix''

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Thanks, Dartman. Any idea what cars might have that trannie in it at my local boneyards? I know the 727 was used in the Monaco, for example...

Thanks again.


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PostPosted: Wed Jun 01, 2011 8:32 am 
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If you go with a 727... look for a 1970 and newer (later) "R727" that has the SL6 bell housing / bolt pattern main case to combine w/ the short tail.
Lots of 70's SL6 Trucks & Vans had the R727.
If you use a 904, there are lots of different vehicles to get those from.
DD


Last edited by Doc on Wed Jun 01, 2011 10:58 am, edited 1 time in total.

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PostPosted: Wed Jun 01, 2011 8:41 am 
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Turbo EFI
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Darts and Valiants were almost always A-904 (if they were automatics).

Many other vehicles came with A-904s as well.

There is a change in the transmission around 1968... using a transmission from that year onward will require a little extra work to get it to mount to your engine.

Since you're doing all the work anyways, I wonder if an overdrive automatic might be a better investment? Depends how much you drive it and at what speeds. Might pay for itself quickly at $4 a gallon!

There are also torqueflites with a lower 1st gear set, which might help your van get away from the stoplights a little quicker.

Not sure if the overdrive fits... people have done them in Darts, but needed to enlarge the transmission hump to make them fit.

- Mac


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PostPosted: Wed Jun 01, 2011 10:50 am 
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Turbo EFI
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[quote="Slanted Opinion"
Not sure if the overdrive fits... people have done them in Darts, but needed to enlarge the transmission hump to make them fit.

- Mac[/quote]

The OP has a A100 which is the short wheelbase (90 in) which WILL require a short tail shaft transmission. Even with the short tail shaft, the driveshaft is only about 18 inches or so in length! Depending on how long the OD transmission is, the driveshaft could be well less than a foot, probably less. If he had the A108 (108 in WB), there is plenty of room under the van for an OD transmission as well as a decent size driveshaft.

_________________
65 Dart station wagon slant 6 - now under construction
47 Dodge Custom 4 Door sedan
87 D100 Short Bed slant 6

Retired USAF 1966-1986
Retired US Postal Service 2004-2014


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PostPosted: Wed Jun 01, 2011 11:04 am 
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Supercharged
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Probably the best all around option for fitment and fuel economy would be a post 1980 A904T with a lockup transmission. These are 904s with the wide ratio gearset to help a big heavy vehicle get moving and a lockup torque converter to improve highway fuel economy. However, you would have to fabricate a transmission mount to adapt the under-transmission mount on the 904T to the over-transmission mount used in the A100.

I agree about the OD tranny though. If it would fit, an A500 would be pretty slick.


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 Post subject: .
PostPosted: Wed Jun 01, 2011 11:37 am 
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If his engine is the original one,it has the small pre-68 crank pilot. This makes part swapping more difficult,requires a special torque converter

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 Post subject: Re: .
PostPosted: Wed Jun 01, 2011 12:52 pm 
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bigslant6fan wrote:
If his engine is the original one,it has the small pre-68 crank pilot. This makes part swapping more difficult,requires a special torque converter


Whoops! Overlooked that. Yes, this will require either a crank swap, a custom made torque converter, or using a 67 and earlier transmission.


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 Post subject: Re: .
PostPosted: Wed Jun 01, 2011 1:07 pm 
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2 BBL ''SuperSix''

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Reed wrote:
bigslant6fan wrote:
If his engine is the original one,it has the small pre-68 crank pilot. This makes part swapping more difficult,requires a special torque converter


Whoops! Overlooked that. Yes, this will require either a crank swap, a custom made torque converter, or using a 67 and earlier transmission.


That's not good... This beast is all original and was rebuilt 12 years ago. Runs great too as it was only used on the grounds of the Institute for the last 27 years.Maybe I will just deal with the 3 speed for a while.

Image


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PostPosted: Thu Jun 02, 2011 1:52 pm 
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Turbo Slant 6

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Another thing to keep in mind, a 170 doesn't make alot a low speed torque, & a 727 trans is HEAVY & sucks up much more power (& abuse) than the 904. 727 is the "only" auto trans used for big blocks. You really wouldn't be happy with the sluggish performance.

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PostPosted: Thu Jun 02, 2011 2:40 pm 
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Supercharged
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You know, I really think the 170 is not adequate for a van. If you ever get in the swapping mode, I would recommend swapping in a 225 and a 904T out of a 80s era truck or van. The motor will have hydraulic lifters which is nice in a van since you no longer have to set the valve lash (a pain on a van).


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PostPosted: Fri Jun 03, 2011 9:53 am 
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2 BBL ''SuperSix''

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It may not be a very powerful little 6 banger, but it is durable and reliable, even with solid lifters. I am going to run with it for now as it's main use will be camping trips, not hauling stuff. I think that if I ever do an engine swap it will be to a Mercedes TDI as I want mileage, not drag power...

I am really loving the simplicity of this little van. Nothing that can't be fixed on it in a Mexican town...


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 Post subject: Slant 727 Adapter
PostPosted: Thu Feb 09, 2017 9:12 am 
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Hi guys, new to this forum but read a few replies with some information that is incorrect, so I thought I might share some info. I have owned 5 Dodge A100 vans to date,(all US imports) some with the adapters, and a few without.(like my 68 Sportman V8)
First, All 64-70 Dodge A100 vans use the 727 Automatic, not, and never have used a 904. The reasoning as I understand it, was Chrysler took into account the payload capability and use for the trucks/vans which was considerably higher load than that of the smaller 904.The 904 tailshaft options wre also too long (the SWB van 727 is 18.5" long) to fit the SWB A100 wheel base. 64-70, all 64-65 use a SB 727 V8 trans with adapter ring/pilot adapter. yes adapter. This was not a "spacer". The SB torque converter uses the larger pilot. The crank adapter is used to reduce that diameter to fit the smaller crank pilot found on the 64-66 Slant. This adapter thickness of just over an inch is required to accomplish this. The later (66 up) uses the larger pilot to large pilot crank spacer for the 66 up Slant larger crank pilot. (this would effectively make it a "spacer", as no pilot diameter change is made - just to space the crank out the same thickness as the trans SB V8 to SL6 bellhousing bolt pattern)
I hope that may help somebody. I do not profess to know everything, but this has been my experience.

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64 Dodge A100, 65 Dodge A100 Sportsman, 67 Dodge A100 Sportsman


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 Post subject: Some clarifications...
PostPosted: Thu Feb 09, 2017 5:31 pm 
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First post welcome to the board... this is an old post and lots of other things have occurred in the mean time, so let's fill in some of the gaps. New aluminum adapter kits have been machined in limited quantities a while back but weren't a big seller. I owned both a kit and an original late adapter set up, they are neat, but like Doc said a RG-727 would be trick and eliminate the thickness and weight of the adapter.

Quote:
The later (66 up) uses the larger pilot to large pilot crank spacer for the 66 up Slant larger crank pilot.


The larger pilot occurred in the 1968 model year (Fall 1967 or so).

Quote:
First, All 64-70 Dodge A100 vans use the 727 Automatic, not, and never have used a 904.


This is true the A/LA-727, although as Reed stated the 904T was used in the late runs of slant six SWB trucks and vans, and possibly could be adapted to this use (and more readily available in junkyards than 60's and 70's vehicles here stateside).

Given the OP had a 170... the van is still underpowered anyway but the 904 can be upgraded like the 727 to make it a little more durable (but not as durable as an RG-727 with V-8 guts)... then again the 904 will rob less power than the 727 in overall output as well.


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