[AD removed for archives] ------------------------------------------------------------------- Get a Holy Bible for FREE! caacVl9b7yoMza/PermissionData ------------------------------------------------------------------- Contact Pat Blais off the vendor pages, he's in Seattle. I'm amazed at what he has and can do. He specializes in Mopars. He in my opinion is "THE" 727 guru, none else. Tom -----Original Message----- From: Jimmy Peavy [mailto:peaver63@xxxxxxxxxxxxxx] Sent: Thursday, December 02, 2004 9:16 PM To: 1962to1965mopars@xxxxxxxxxx Subject: Re: 727 guru needed I really can't remember . That's why I asked for help within the group. I wanted to say that there was a flat on the input shaft (maybe on the end?), and that it may have been slightly smaller. The wiring may have come out of the valve body.Maybe a couple of wires. I was shown the differences by a transmission rebuilder about 15 yrs ago. There never was much interest by me, or anyone else to use the lock-ups, due to the non-availability of performance converters at the time.The Allpar site has some history of them but not much in comparisons of the two styles. Below is an excerpt of their page on the subject: I've really never seen too many pre-1978 Torqueflites "wear out" or break that haven't been either misused or neglected. Probably the only major trouble I can think of relates to the 1978 and later model year lock-up converter 904's and 727's. The torque converter had a piston and friction disc inside it that locked the turbine solid to the impeller front cover. This in effect eliminated any slippage in the converter and helped fuel efficiency. (The lock-up only happens after the 2-3 shift.) A few of the early complaints with the lock-up units were sluggish vehicle performance, pinging, bad cold weather performance, dying in reverse and most of all, vibration and surging after lock up. Diagnosis showed some units were locking too early and dragging the engine down (restricted cooler lines or worn oil pump drive gears sometimes caused the converter clutch to lock in reverse which killed the engine). The fix for premature lock-up was to install a different spring in the valve body to raise the lock-up speed. The pump clearances were also tightened to make sure ample fluid was available to keep the converter operating properly and prevent lock-up in the wrong gears. The lock-up Torqueflites probably caused more headaches for service technicians than any other previous units. Jimmy [AD removed for archives] ------------------------------------------------------------------- Amazing Diet Patch The fastest - Easiest way to lose weight! Try it now FREE! caacVmib7yoMzf/MyDietPatches ------------------------------------------------------------------- ---- Please address private mail -- mail of interest to only one person -- directly to that person. I.e., send parts/car transactions and negotiations as well as other personal messages only to the intended recipient, not to the Clubhouse public address. This practice will protect your privacy, reduce the total volume of mail and fine tune the content signal to Mopar topic. Thanks! '62 to '65 Mopar Clubhouse Discussion Guidelines: http://www.1962to1965mopar.ornocar.org/mletiq.html. b7yoMz.