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| 727 slant ? https://slantsix.org/forum/viewtopic.php?t=29558 |
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| Author: | Volare4life [ Tue Jun 17, 2008 7:19 am ] |
| Post subject: | 727 slant ? |
Hi there I was just wondering on the interchangabilty of 727 parts for a slant tranny, will SB and BB internals, i.e shift kits, torque converters, clutch bands, etc work for out leaning tower of power 727 ? -Mike |
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| Author: | Joshie225 [ Tue Jun 17, 2008 7:29 am ] |
| Post subject: | |
Yes, all the stuff listed should interchange. Why would you want to use a heavier transmission with more horsepower sapping drag? The 904 with V8 guts does just fine behind some very high performance slants. Plenty of V8 guys use the 904 too. |
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| Author: | Volare4life [ Tue Jun 17, 2008 9:08 am ] |
| Post subject: | |
I was always told the 727 was bullet proof for big blocks, and would do equally well, so when my 904 took a crap on me I ordered a lock up 727, which brings me to another point, Should I keep the lock up or ditch it for a non-L/U torque converter and valve body ? -Mike |
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| Author: | 66aCUDA [ Tue Jun 17, 2008 9:57 am ] |
| Post subject: | |
Ditch the 727 and go back to a /6 904. Put or have V8 internals put in and enjoy Ive seen and driven some stout race cars with a 904 and NO PROBLEMS. Frank |
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| Author: | SlantSixDan [ Tue Jun 17, 2008 10:00 am ] |
| Post subject: | |
The 904 is, as Josh said, much more than adequate for a slant-6 or even a stout V8, is lighter, and consumes less power. They even put 904s in some pickup trucks and vans. It'd be a good idea to consider stopping going down the wrong road before you travel too far along it. |
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| Author: | Joshie225 [ Tue Jun 17, 2008 10:01 am ] |
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Quote: I was always told the 727 was bullet proof for big blocks, and would do equally well, so when my 904 took a crap on me I ordered a lock up 727, which brings me to another point, Should I keep the lock up or ditch it for a non-L/U torque converter and valve body ?
Nothing survives abuse and lack of maintenance. -Mike Why did your 904 fail? Did you choose lock-up for economy? You can't just swap the torque converter and valve body to change between lock-up and standard. |
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| Author: | Volare4life [ Wed Jun 18, 2008 8:12 am ] |
| Post subject: | |
dunno had it for a about 3yrs or so had regular fluid changes every 20k but it just started slipping and one day just wouldn't go into gear at all. So a buddy of mine suggested the 727 w/LU, so i went down to the parts store chunked out $500 and had a reman shipped in. If I had realized the pain in the ass it was going to be I would have ordered a 904, had to get the drive shaft cut/shortened, had to find a 31(30?) spline yoke out of a 833. should I try and sell it or just stick with what i have ? Why is it such a dog ? is it just heavy internals ? can't light weight parts be used ? What about switching up the torque converter and putting something with a little higher stall in it ? And adding a manual valve body ? or should I just put in a shift kit ? -Mike |
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| Author: | Joshie225 [ Wed Jun 18, 2008 9:16 am ] |
| Post subject: | |
What do you want from the car that you aren't getting now? 727s are just too big. They have more inertia from the greater rotating mass and more drag from most every rotating part and especially the clutches. Light weight parts are big bucks. The light weight version of the 727 is the 904. You can have a higher stall lockup converter made, but I would expect to pay $200 at a minimum. Manual valve bodies are for race cars and a shift kit won't do much for low gear acceleration unless the trans shifts too soon and drops the engine out of it's power band. I'm in the middle of building a 904 for my Valiant. It's getting 4-disc clutches and 4-pinion planets from a 318 A904. It's also getting a high performance 2nd gear band, ,TransGo TF-2 shift kit and a 9.5" high stall torque converter. The 4-disc clutches and high performance band are to handle the increased torque output of a nitrous fed engine. The shift kit is to reprogram the trans to shift at engine speeds appropriate to the cam I'm using and increase durability through less shift overlap and improved lubrication. The torque converter makes up for the loss of low end torque from the long duration cam by allowing the engine to run at a higher speed from a standstill. AS you may have surmised I have a plan and a goal in mind. We'll see if the car runs the number I'm hoping for. I'm going to have a little over $700 into my trans and torque converter and I'm doing all the labor myself. So what do you want from your car? |
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| Author: | ceej [ Wed Jun 18, 2008 2:14 pm ] |
| Post subject: | |
There's an outfit in Washington that makes alloy internals for the 727 and the 904 that lighten it up considerably. They are custom machined, so to go that route will entail spending about what you already have spent on the tranny. At this stage, if $$ figure in, sell the reman 727 to somebody with a /6 truck that needs it and revert to the A904. Even the guys building huge HP with the slant six have had good results with the 904. A full kit doesn't cost that much, and as Josh pointed out, there are some great shift kits that don't break the bank. The company that makes the super light parts was at MATS at the staging lane side of the Vendors area. What was the company name? I've got CRS bad. Fopar? Do you remember? Doc? CJ Edit: TCS products in Langley BC Canada. www.tcsproducts.com Your not going to want to run the alloy parts for street use, but they have light weight steel parts that should work well. |
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| Author: | Volare4life [ Tue Jun 24, 2008 10:08 am ] |
| Post subject: | 904? |
Well I still Have the '76 904 that came with the slant, guy said it worked when pulled, the fluid in it is still red and doesn't smell burnt. I will have to venture to the boneyard for another drive shaft ( had to cut mine about 5in to fit the 727 and had to get a new yoke). Should I do anything to the tranny first before I put it in the car ? -Mike |
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| Author: | Volare4life [ Sun Jun 29, 2008 12:47 pm ] |
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I really want to build a decent bad ass car *see topend questions in the engine forum* I would like to run 14.0's if possible, lower on juice. Not concerned about MPG, this will be my daily driver/weekend warrior. I want to make the most out of MY slant -Mike |
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| Author: | Volare4life [ Sun Jul 20, 2008 11:24 am ] |
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I have been reading, and found out that if i go with a full manual valve body, I will NOT need a kickdown, true or false ? What/ who would you guys recommend as far as parts are concerned, to buy from for a complete rebuild, also how/what parts do you use when swapping v/8 internals into a 904 case ? I have a '76 904, did it come with lock up or not ? -Mike |
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| Author: | volaredon [ Sun Jul 20, 2008 2:39 pm ] |
| Post subject: | |
if its an original 76 trans it WILL NOT be lockup. |
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| Author: | slantzilla [ Sun Jul 20, 2008 2:51 pm ] |
| Post subject: | |
Easiest way to tell a lockup is pull the converter and look at the input shaft. A lockup will have a pilot on the end like a 4 speed. A full manual valve body will not need K/D linkage. |
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| Author: | Volare4life [ Mon Jul 28, 2008 3:30 pm ] |
| Post subject: | |
sweet, thanks guys, and no it a non lock up (both the 904 and 727), I am going to stick with the 727 since i can swap v-8 parts to it, that and its brand new reman unit, and the 904 has been sitting for 3+ years, can i upgrade the planetery gear set to 4 like you guys do on your 904's ?, any particular brand for the valve body ? TCI, cheetah, B&M etc. ? -MIke |
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