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Thread: Torque Converter for 727 Auto

  1. #1
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    Torque Converter for 727 Auto

    I am looking for a torque converter for a 1984 RRC with a Chrysler 727 auto it also has a Holden 308 engine. I know that the flex plate is from the Holden but not sure about the torque converter and stall speed. The current torque converter has 3 small lugs welded on to match up with the Holden flex plate. I am pretty sure the current converter is the standard one (except for the lugs). Has anyone purchased a torque converter for their 727, if so, what part number etc. and stall speed.

  2. #2
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    A couple things worth noting...

    1. yes a "new" converter is worth purchasing. (new or reman)

    2. If you are rebuilding a transmission, the existing converter should be flushed. Some converters come with drain plugs, many do not.

    The 'danger' is that installing a used converter into an overhauled transmission can cause issues.

    Torque converters have a habit of accumulating the clutch dust and fine metal particle debris in the crevices of the rotor and stator vanes, and when a converter is not "used" for a long time, and if stored on the front of the transmission, gravity will eventually take over and some of the "sludge" will make it's way to the lowest point, filling the vanes, and making it ready for the first fluid fill in your freshly overhauled transmission...... ready to go right through the pump and into the valvebody to marr checkvalve passages and block conductor plate holes.

    If you have a converter already, send it off to be split and remanufactured. this will net you new stator bearings and thrust washers, the shaft can be linished and polished, and obviously the converter can have it's vanes brazed in place, making it stronger as well.
    You can also alter the stall speed of the converter, as you see fit.

    Having an entirely "new" converter built from scratch can cost a couple thousand dollars and then some, depending.

    If you want a user-serviceable torque converter, then hughes torque converters in the states is where I'd be looking. They can custom fab flexplate mounts as well.

    the A727 converter is common as muck in the states, and is dirt cheap.

    Here is an example, online retailing for USD$ 322

    Street Master Torque Converter1967 and Newer Mopar A727 (TF8)
    Non-Lockup
    2500 Stall
    11" Diameter
    10" Bolt Pattern
    All w/24 Spline Input
    Like I said.... dirt cheap.

    The "sensible" idea would to be a little more generous with the cash, and investigate your options from the big US auto trans companies

    TCI, Hughes, ACCPerformance et al...


    here are some links to start looking.
    https://bosshogtorqueconverters.com/?page_id=206
    http://www.hughesperformance.com/xtm-xfm/
    https://www.tciauto.com/catalogsearch/result/?q=727+torque+converter

    Investigate your options overseas - as much as I hate to say it.... Locally, I have made several enquiries with Australian companies about rebuilding and modifying or fabricating converters, and they are all right up in the $2.5K+ price bracket.

    You have to draw the line somewhere, and as much as I favour supporting Australian manufacturing and jobs, no way in hell would I spend 10X + the amount on the same product I can buy off the shelf in the usa - or for that matter have fabricated to specs in the USA and shipped.

    This is one area of industry where I'm more than acutely aware of price gouging and companies getting away with it.

    Especially when it comes to supply of GENUINE parts for european transmissions (not just ZF either btw...). The US stuff is dirt cheap and plentiful - and our "free" trade agreement *cough* makes it easy for an individual to prevent themselves from being ripped off by local "perfomance" parts suppliers.

    Because the A727 is such a prevalent mopar auto and so many high performance and super-reliable units can be purchased, you may even find yourself better off purchasing a complete rebuilt unit from the states, and redrilling a holden 308 flexplate, or even having a new one fabricated from billet steel by a machine shop.
    The ring gear is cheap and these days it makes little sense to not futreproof / bombproof the single most important component in your drivetrain.

    But back to the converter...

    If it doesn't have a drain hole, then it has to be split in a lathe to be serviced. It will be full of crap, and it will need new bearings and possibly a new stator if there is wear.

    It's also a great time to have the stall speed modified so that you get the most performance and economy out of your vehicle - because this is the single biggest influencer on power transfer and fuel consumption.

    a holden 308 is not a "big" engine by any stretch, compared to the US vehicles that 727's were fitted to, but you do have 245, 265, 318 & 360 cubic inch engines which all used this transmission locally.

    A bit of investigation with the P76 owners might also net you a source of "good" parts, as will the valiant owners clubs.

    for my money though, a new unit from the USA and redrilling or fabricating a flexplate locally would be far more cost effective and more importantly, brand new.


    Stall speed is entirely your call and is directly dependent on how you are going to use the vehicle.... offroad? towing? on-road/highway ? does the engine have any modifications? camshaft? where is the power in the engine? low down? midrange? top end? carb or efi? etc etc etc.

    tyre diameter and final drive ratio is important to understand as well.

    Look for a similar stall speed converter from an old jeep cherokee or CJ and try and match the engine with the final drive (similar) and tyre size for the standard vehicle. You'll likely be pleasantly surprised that the 6cyl and smallblock v8 cherokees and CJ's have lots of converter options, depending how they are used.

    Nothing here that can't be solved with a little legwork and research.

    and a 10" mount is not uncommon. just check the flexplate for your converter mounting PCD.



    Roads?.. Where we're going, we don't need roads...

  3. #3
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    Ummm, Chrysler Hemi 6 used Borg Warner 35 or at least all of mine did. I don't recall any having Torqueflite which was fitted to V8's. P76 also used BW 35's. Easy engine swap to put a Hemi 6 into a P76 to replace that thorough piece of junk, the BMC OHC 6 used in P76's. You only needed a Valiant bell housing and converter.
    URSUSMAJOR

  4. #4
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    Thankyou Mercguy for the information. I assume that the torque converter in the Range Rover is 24 spline and 11" in diameter, I cannot find any information on this apart from what you have mentioned.

  5. #5
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    Quote Originally Posted by Bigbjorn View Post
    Ummm, Chrysler Hemi 6 used Borg Warner 35 or at least all of mine did. I don't recall any having Torqueflite which was fitted to V8's. P76 also used BW 35's. Easy engine swap to put a Hemi 6 into a P76 to replace that thorough piece of junk, the BMC OHC 6 used in P76's. You only needed a Valiant bell housing and converter.
    VH/J/K/CM all had a727 as an option. It was standard on the 770.

    Quote Originally Posted by Richard Kaye View Post
    Thankyou Mercguy for the information. I assume that the torque converter in the Range Rover is 24 spline and 11" in diameter, I cannot find any information on this apart from what you have mentioned.
    Never make assumptions.... it's never a good idea. Always measure and count. Splines on the pump input can be anything - You just don't know unless you are absolutely certain that the parts are original to the vehicle, and then you have a guide (service manual) to assist in identification.

    There are many spline variants. 24, 26, 27 possibly others.

    Torque converters can use 10" 10.75", 11" mounts.... some are welded to the flexplate, others not. You will need to do some research on your unit and compare it to what is available in the US.

    even though technically the V series valiants were based on the chrysler "A" body, the following link will help you to identify some things about your 727.

    Your 'Guide' to the 727/904 transmission | For B Bodies Only Classic Mopar Forum
    Roads?.. Where we're going, we don't need roads...

  6. #6
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    Call Jason at Autoflyte in Thomastown.

    He did mine from scratch............. 350 Chev flexplate to Ford C9 inside a Ritters bellhousing.

    Just brilliant.

    DL

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