To help destinguish between a A500 and a A518 oil pan... Sent from my Moto Z (2) using The H.A.M.B. mobile app
So, is a 500 an OD?. It has manual shift and a 3 post plug for the OD. Flat pan like you showed. I didn't know there was a difference.
very helpful article; explains the Torque Flight variations over the years https://en.wikipedia.org/wiki/TorqueFlite
Just to add a little to the discussion, I used a 518 out of a 92 Dakota with a 318. It is the non lockup version and takes a 727 torque converter. I also had a 727 from a 440, I transplanted the beefier guts from the 727 into the 518 including the intermediate band servo lever (went from a 2.8to 4.? ratio), used an early servo piston and added a spacer to the low/reverse band servo piston. Made a beefy little combo If you use a 518 from a 5.9 (360) the converter might be externally balanced. FYI Adam Sent from my iPad using The H.A.M.B. mobile app
Yes. As a general rule, they have a tailshaft housing that the transfer case bolts to. The tail shaft itself will be shorter, but a 2wd tail shaft can be installed, along with the 2wd tail shaft housing, giving you a 2wd trans. I would imagine a 4wd small block 727 would not be hard to find, especially in a Ramcharger, if you are looking for a 727. Of course, it would need to be converted, and could be done quite easily during a rebuild, using parts from a 2wd B/RB version. The B/RB 2wd one seems to be the easy 2wd version to find around here.
And the visual difference between A518 and a 727 is the three pin connector, torq converter bolts, and a deeper oil pan on the A518, but the same shape.
And it looks like the 727 has a thinner tail housing (thinker housing for o/d?)with no mounting holes.
Pre-65 had a 4 bolt yoke like that pic, both 904 and 727. 66 and up had the new style splined output and standard length tail housing [2WD] and again, 904 and 727 had those changes in 66. 65 is an orphan, splined output shaft, but a different length. 65 also retained the cable shift. 66 and up went to mechanical linkage. 904s are actually 6 cyl only in the later model years, in the early years it was used [with a different case] for both slant 6s and the 273 later the 318 got a 904LA with double-wrap lo-reverse band [case is different] along with other upgrades. Later it became the 998 and there was a 999 for 360s, which got a wider kickdown band/drum and an extra front clutch plate. There are also 4 speed OD versions of the 998/999 called, in the early days the A-500. All the later 904 family and A-500s got the wide ratio gear set, easy to tell because the planetary carriers went from cast aluminum to welded/folded steel.
They made it simpler, they added the weight to the flexplate. The earlier 727's used weights on the Torque Converter itself. All lock up OD's behind a 5.2 or a 5.9 have the same converter.... Sent from my Moto Z (2) using The H.A.M.B. mobile app
I was at a swap meet this past week end. Saw a th350 for $350 but kept walking to see what else was available, I'm keeping my options open being that I'm going to need a adapter no matter what tranny I get. For some reason I'm stuck on a mopar tranny. I'm looking for a s10 rear, they fit perfect but I'm wondering if the dodge Dakota is the same width. Maybe it would be nice to keep it all mopar?
There are several good rear end choices at the bone yards. Check my web page for measurements of a couple popular units. .
Hey thought I'd put in my 2 cents worth...I just finished a 354 rebuild and I think the best easiest route for a trans is an adapter plate and flywheel...(there are several available) for a chevy t350 or t400, 700r... and if you get the driver side starter location you can use a block mounted oil filter adapter... The chevy converters are cheap and so are the shifters... Stuff is easy to find and work great...
I envy you your rare 4bbl manifold w/ the thermostat housing. Consider keeping it (very good design. Chrysler was a leader in manifold technology in the day) and modifying it for a bigger, modern carb by boring it with a hole saw and using a carb adaptor. Here is how I did it on my 354 manifold for my Holley 3bbl.
I agree. Tying to find a 727 or OD 727 is harder than my finding my hemi. I got a th350 brand new for 550. With converter.
Thank you. And I'm impressed with your intake mod. Didn't think it could be done. I am planning on keeping the intake. Especially cuz of its rarity.