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 Converting A466 or A488 over to 727 transmisson in a 58 desotoJump to page : 1 Now viewing page 1 [50 messages per page] | View previous thread :: View next thread |
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jamied2012 |
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| 56D500boy |
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Expert 5K+ Posts: 9910     Location: Lower Mainland BC | . jamied2012 - 2023-08-25 8:50 AM I just want to cruise. So, I'm just asking what all do I need to do to replace original transmission with a 727. The quick answer is "A rethink"  Second answer is "A big fat wallet/checkbook"  Third answer starts with info from Dave Homstad, who converted his 56 Dodge to a 727 back in 2009 and documented the process. Dave's documentation starts off with: "I. TorqueFlight 727 specifications A. Transmission core: 1962 A727 (any 1962 to 1965 A727 TorqueFlight will work) for an A series small block (318). 1. A later mechanical shifted (1966 and up) A727 could be used. Imperial Services has available a kit to allow the original pushbutton shifter to be used to shift the newer transmission. This requires replacing the detent spring in the valve body with a softer one so the light force of the cable can make the shifts. B. Tail section: 1962 Chrysler (B727, from a B series big block engine: 361, 383, 413, 426) with brake drum on the end, to be installed on A727 case. This is the only 727 TorqueFlight available with an emergency brake drum. 1. If a transmission without a brake drum is used, there will be no emergency brake. There are 2 alternatives: swap the rear end for a newer 8 3/4 with emergency brakes. Or convert the original rear end brake assemblies to later designs that have built in emergency brakes. 2. The transmission emergency brake drum also does double duty as a parking function. There are 2 alternatives: use a rear end with a built-in emergency brake. Or use the (62 - 65) cable actuated park function in the tail section. A 62 - 64 factory dash mounted park lever might be mounted to actuate the cable. Only concern is in the factory pushbutton set up, the trans could not be shifted out of neutral until the park lever was disengaged. Since there is no link in a 56, you could put the trans in Drive and apply power with Park still engaged. and then (from 2009 so who knows what is available in 2023): K. Most known adapters use the small block 727. Adapter sources: 1. TrWaters: Allows the use of stock torque converter cover shields. This appears to be the best option in my opinion. http://home.together.net/~****ers/index.html 2. Hot Heads: http://www.hothemiheads.com/ 3. Quality Engineered Components: 1-888-HEMI-PARTS, bacchus_lane@yahoo.com 4. PAW: http://www.earlyhemiengineparts.com/ 5. Rally Enterprises: http://www.earlyhemiparts.com/rally-transmission.shtml See user feedback comments about this adapter in paragraph H below. 6. Power Play: http://www.powerplayhemi.com/ 7. WilCap: http://www.wilcap.com/ 8. Bendtsen's Transmission Center: 763-767-4480 9. Kent Redd. (417) 467-2256 10. There are some adapters to use GM Chevy pattern transmissions, including overdrive designs. Also, the Mopar 518 or 618 Overdrive will fit a 727 style adapter. There is even one company that modifies the bell housing of a Ford AOD overdrive to fit a small block Mopar (or early Hemi with adapter for 727). " Before I (Dave F) converted my 56 Dodge to a cast-iron A-466 Torqueflite in 2019/20, I read and re-read Dave's 10 pages or so of documentation and decided that sticking with the A-466 for the conversion was the best idea for me. In your case, I think that I would have gone with an RB 383 and its compatible 727. That would have still meant some issues, like changing the rear end to one with emergency brakes and some kind of shifter change. But at least you would have "PARK". Some adapter examples from Dave H's 2009 documentation: Edited by 56D500boy 2023-08-25 3:21 PM (TR Waters trans adapter, 450.jpg) (Tranny adapter, Rally Enterprises.jpg) Attachments ----------------  TR Waters trans adapter, 450.jpg (20KB - 61 downloads) Tranny adapter, Rally Enterprises.jpg (18KB - 56 downloads) | ||
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| jamied2012 |
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| 56D500boy |
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Expert 5K+ Posts: 9910 Location: Lower Mainland BC | . Update from Dave Homstad, whom I contacted yesterday regarding this issue: "Dave F, Feel free to post any part of my old web site. My entire web site is still available at: https://web.archive.org/web/20150922105138/http://webpages.charter.n... When Mopar came out with the TF727, both the A-466 and the PF were both in service. The 727 was designed to fit the same length as the PF. The A-466 was about 3 inches longer at the mount location. Mopar planned to have the A-466 available, but must have had delays that severely limited quantity output. I think it was late in the model 56 year (Summer 1956?) before there were enough for mostly Chryslers and some DeSotos. No recorded Dodges or Plymouths. The transmission is the same length for PF and TF727, however to use the 727, a crankshaft adapter is required for the torque converter, resulting in a 1.0 inch adapter plate. The original factory adapter plate was 3/4 inch thick. The result is the mount position moved back 1/4 inch. I just match drilled the mount's holes to the cross member, using the cross member as a guide. No cross member relocation required. All adapters are for 50's Hemi and Poly engines using A727. B engine B727s have no adapters. A727 and B727 have different bolt patterns. A 58 DeSoto probably has a "B" engine. By using a newer 62 or later crank with the same stroke, he can skip the adapter totally and go directly to a B727. There are no adapters for a B engine originally equipped with a A-466 to use a 727, the crank must be changed. There are no adapters (crank hub) to go backwards from a '66 383 to a A-466. A '58 383 is probably a RB383 (made 2 years), which is a long stroke crank and not compatible with a '66 B383 short stroke crank. The only crank that fits a A-466 and '66 B383 might be a 350 or 361 or B383 from '57-'61. I would go with the '66 B383 and a 62 -65 B727. Then he can still have pushbuttons and no adapter. Better yet a 440. The front U-joint change is supposed to be fairly common for these old trannies. My PF drive shaft required shortening several inches for the 727, so my driveshaft shop just made a new one. Dave H" The specific details of Dave H's 727 installation, from which I posted a portion yesterday, are here: http://webpages.charter.net/dhomstad/TransmissionFrame1Source1.htm Good luck.  | ||
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| wayfarer |
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