727 issue

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I'd be in the market for an A body Dart Swinger or any of the versions with the big trunk. I want to build one with the 8-3/4 diff. tube it, link it, and K frame it for a 440 or bigger. I even considered welding the bell housing from a BB to the case of an overdrive unit, the earlier version with the least electronics in it. I'll always remember that short video of a guy with an A coming out of the parking lot and laying into it and the complete diff housing just rolls out from under it. OOPS. Don't simply depend on the axle U bolts to hold it all together when you power up like that with a BB and serious traction. I remember a guy that had a 69GTX he had built up and borrowed another fellows drag wheel/slicks with tubes, didn't have the beads screwed down to the rims and he cut the valve stems off at the track on the starting line. Dough !
 
As for me and the new manual spool valve, why simply install that without a real shift kit, that is if you don't already have a shift kit installed. There are a lot of shift kit brands and as I mentioned earlier, by the time I had my most favored 727, I had used parts from B&M, Trango and even made some pieces of my own to install in it. Along with other internal mods.
I like the idea of welding a big block bell onto a 518. It wouldn't be that hard to set up. Git tig?
Really don't even need a tig! I used flux coated aluminum rod a few times to repair cracked housings on some GM's it worked well enough for the id10t guy to go out and get stuck in a mud hole and smoke the 700 I built for him without breaking the housing again. I'm up for the challenge of hybridizing a 518 let's do it !
 
As for me and the new manual spool valve, why simply install that without a real shift kit, that is if you don't already have a shift kit installed. There are a lot of shift kit brands and as I mentioned earlier, by the time I had my most favored 727, I had used parts from B&M, Trango and even made some pieces of my own to install in it. Along with other internal mods.

Really don't even need a tig! I used flux coated aluminum rod a few times to repair cracked housings on some GM's it worked well enough for the id10t guy to go out and get stuck in a mud hole and smoke the 700 I built for him without breaking the housing again. I'm up for the challenge of hybridizing a 518 let's do it !
A518 grows up to be a B518! Looks like we're on to something here. I had a friend way back that used to own a Clutch Flite.
 
If I recall from reading in the old Direct Connection manual the only difference in the 2 cases was the 2 top hole and the starter mounting along with the last tab and bolt below the starter. So since the basic diameter of the circle for the mount bolts is the same, not sure about it but the dowel pins should be in the same place too I think, if so this makes it pretty easy to do simply by cutting out the top areas where the bolts need to be relocated and address the starter mount area. I would need to revisit the text and review.
 
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Sort of experimental? Call it an XB-51..
Not really, I'd stick with the B518 designation. The trouble is now that I have made a quick search for info, this stuff is so old these days, there just isn't much info online. The other issue is now that I have been thinking about it again after many years now, the lockup converter issue is a problem compared to the way GM did it with electric control, where as TF only used a simple hyd. system which you don't have much in the way of blocking it from engaging automatically, I think. TF's had a not so good rep with their early lockups. The last one I had was in a 250 series 4x4 PU and it did what most all of them would do, lockup all the time so you couldn't put it in drive without stalling the engine. If I did build one now, I would want to eliminate the lockup converter system and only use the overdrive on the road. Since my last trans had an electric switch on the dash, it was a 92 model
 
Now that you mentioned it, I believe you. Like I said, it's been a long time since I did anything with them. I do know the way things are going with all the older parts and stuff is they are being scrapped out as fast as the salvagers can, anything over 10 years old goes to a crusher and aluminum and all the other stuff is being recycled for new stuff and with China gearing for war and shutting down alloy exports it's going to pick up rapidly. Which brings me to what I just read about a climate issue globally. Electric cars are what we are all going to be forced into sooner than many of us wish. I Japan, if a car has over 30k on it and it is involved in an accident, there's only one option. Junk it now matter how little the damage is and anything not damaged is exported which causes issues for the destination of the salvaged part as many of those parts are different enough so as to not be able to be used for replacements for worn out or broken parts. I mentioned I had lost or left behind ALL of my good MOPAR stuff and years later started collecting GM stuff which includes a 4l80E and it turns out this model is one of the most expensive transmissions to work with in the U.S. market. Go figure, a modified TH400 being so expensive people choose to replace an entire vehicle instead of fixing it. The newer vehicle is actually and usually a bigger POS and will cost even more to maintain. The more I think about it, I'm thinking those non lockup 518's may be a version that had issues with the OD clutch packs. I can't remember now. I'm going to look into it for a refresh of memory.
 
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