RE: Rigging a 727 Shifter, Transmission is 1961 Aluminum case
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RE: Rigging a 727 Shifter, Transmission is 1961 Aluminum case



Thanks Paul,
Things get a little complicated here. The transmission is a 1962 Aluminum case which orginally was a push button with the brake drum at the rear. It was found laying on the ground at a local Thunder Bay scrapper. An observant transmission rebuilder looking for something else saw it and remembers a conversation in his shop with a fellow employee about a guy (me) looking for and early 727 to hook up to a Poly V8. Well he brought it back to his shop and rebuilt it and it arrived at my house on a pallet much to my surprise. Apparently it was a chore to find new brake shoes which they did not. Had to have the ones off the original unit repadded.
 The torque convertor installed is a low stall unit to avoid making too much heat from slippage.
The Canadian Industrial 313 Poly's (to the best of knowledge) we never mated to a 727 automatic transmission.
This engine was hooked up (as originally delivered) to a 3 speed standard.
 

The following is from my notes and me like you, I'm trying to remember what transpired in
Year 2006
Mounted transmission onto bare block, Transmission numbers C2237149  0421780. Torque convertor bullet is 1.800-OK

Ist Crankshaft arrived from National Moparts- Pilot hole for Torque Convertor is 1.585 Too Small.
Ordered a 2nd crank (used) with pilot 1.807 which was OK

 

Interesting notes about Crankshafts :

 

The early forged poly cranks 313/318 1958 to 1962 had an 8 threaded bolt rear flange pattern which this Chrysler Industrial  313  had .

Newer forged cranks (1962-1965) had a 6 hole pattern but with a small 1.50" pilot hole. (This was the crank #1 in received)

Last year of 313 Poly production in Canada was 1964.

Last year of 318 poly production in Canada was 1967

The 1967 poly crank had a 1.83 pilot hole in the end of the shaft for the Torque convertor. (Crank #2)

Early torque convertor with the small diameter pilot are non existent thusly transmission had to be updated.

 

 Now the rigging aspect.
Where the shifter is mounted is approximately 12 feet from the Transmission. I have used a shift cable which screws into the transmission case and the end clips onto the shifting arm. The other end which is the Eye end is clamped onto a piece of 1/16" strip steel which is bolted amd welded to the Bombardier frame cross members. The front cable is attached to the shifter and the other end has a screw threaded rod protruding from the end. The threaded end is clamped down also to the 1/16" strip of 2 " wide steel. The two ends (eye end and the threaded end) are about three feet apart. I have installed a length of 5/16  solid aluminum round stock internally threaded and forked at the ends to makeup the gap. I originally found it to be bending so installed two support blocks along it length. The shifter is out of something foreign (I think) and I'm adjusting it to make it work. Neutral is the most important adjustment so that is where I am starting and making the notches match the Rooster comb in the transmission.
 
That is where I am today Feb 18th, 2015. It is hard to devote a solid length of time on this project but I hope to move the machine under its own power sometime in the next few weeks.
I will keep you posted.
Bob
                                                                                                                                                                                                                     
 
 
 
 
  
  
  
  

 

Date: Wed, 18 Feb 2015 05:11:45 -0800
From: 1962to1965mopars@xxxxxxxxxxxxxxxx
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Subject: Re: Rigging a 727 Shifter, Transmission is 1961 Aluminum case

Bear with me here as I'm trying to pull up memories from 45 years ago, but back then I had a 61 Belvedere.  Bought it with a 3 spd. manual trans. but after "using up" every available tranny in the local salvage yards I switched it to an automatic (rear brake drum no park).  I don't remember now whether I had an aluminum or cast iron automatic but I do remember having a hell of a time getting the push button shifter to work.  My fuzzy memory recalls that the mechanism on the tranny where the shift cable attached was different than it is on the aluminum tranny in my 63.  The cable attached to a separate piece that was then bolted down to the main case.  When I would bolt it down I couldn't shift it.  Finally ended up pushing it to the local Dodge dealer and had their mechanic "fix" it.  Never did find out what I was doing wrong.  
Could it be that there is a lesson here for Bob's Bombardier issues?

Paul L.

On Monday, February 16, 2015 at 4:30:50 PM UTC-6, bobsa...@xxxxxxx wrote:
Hello All.
I am probably the odd ball in the group but the website is the only one where I have been able to get information on the early Poly and 727 hook-up.
I have a 1963 313 Industrial V8 which I have mated a 727 (rear Brake drum and NO park) to it. I have made all the necessary changes to the crank and TQ.
What I am doing now is rigging the shift cable.
I have it rigged so that I can move my shifter into reverse and the transmission goes into reverse but I have to screw around with the shifter handle to get it back into Neutral.
My question probably sounds stupid but ``Will the shifting become easier after the transmission is under pressure (Operating) . I am doing the rigging with the transmission only half full and not running ``
I am working on a 1963 Bombardier Snowbus
All return correspondence will be greatly appreciated.
Best Regards
Bob Sanders
Sault Ste Marie, Ontario, Canada

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Please address private email -- email of interest to only one person -- directly to that person. That is, email your parts/car transactions and negotiations, as well as other personal messages, only to the intended recipient. Do not just press "reply" and send your email to everyone using the general '62-'65 Clubhouse public email address. This practice will protect your privacy, reduce the total volume of mail and fine-tune the content signal to Mopar topic. Thanks!
 
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