IML: Long-winded questions for transmission gurus

[David Whitney <hazegreen66@xxxxxxxxx>]

I'm looking at a difference between older and newer 727s. For those of you following along at home, the exploded view is at www.imperialclub.com/Yr/1...21-068.htm

 

In the '60s and early '70s, the shuttle valve sticks a short way out the other end of the valve body and the e-clip goes around the valve to hold it in place. In the newer 727s, there is a spring guide, a spring around the valve, another spring guide and then the e-clip which goes around the valve that protrudes somewhat further from the valve body than the earlier version so it can have a spring wrapped around it. Why? Is this a good thing? What were the designers trying to accomplish when they made this change?

 

Please do not say, "If it's working fine without it, don't stress on it." I want to understand the reason it was okay in 1966 with one spring and okay in 1981 with two. And no, I don't think it has anything to do with the converter lockup.  Gosh, I'm demanding for someone who's petitioning the gurus...

 

I disassembled and reassembled the trick 727 valve body that came with my '66 "lesser" Chrysler. Everything looks kosher, and the pre-existing mods are all documented -- enlarged separator plate holes, ground out section of valve body wall, full throttle pressure, removed rear clutch check valve, spring swaps.

 

The valve body to adjusting screw plate distance is set at 1 5/16 inches vice factory 1 9/32 inches. Throttle pressure does not need to be adjusted due to the mods.

 

I did notice that one of the five 1/4-inch balls was not present, so I put in a spare. The other thing I noticed was what looks like an aftermarket separator plate. It's got the numbers "123" punched out near the edge next to the accumulator piston. Anybody ever seen that before?

 

Now I'm putting the VB back in, and NAPA sold me a rubber gasket with the filter kit. Is this okay, or should I use a different material? What about a gasket sealer?

 

All of this practice is in preparation for putting the LeBaron back on the road.  The drive train was transplanted to a Charger, and I have a rebuilt 727 for it that was done by a couple of do-it-yourselfers.  I'm double-checking their work before declaring it worthy.  Then I get to rebuild the 440 out of a '66 parts car.

 

Every week or so I go out and stroke the vinyl top.  "Soon, my love.  Soon..."

 

Happy motoring,

David

'91 K-Imperial driver
'66 Crown Coupe project
'66 LeBaron dual air and every option known to man

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