1962 was the first year of the 727 Toqueflite, which adopted an aluminum
case, among other revisions.
Two versions of the 727 were built, one with the driveshaft brake and one
without. If you want to know which version a car has, check for a parking
lever on the dashboard. No lever, it has the driveshaft brake. The
presence of a parking lever on the dash will mean the emergency brakes are
on the rear brakes and there is no driveshaft brake.
The 1962 Dodge Dart/Polara V8's and Plymouth V8's used the 727 with parking
pawl and no driveshaft brake.
The 727 with driveshaft brake was used on all 1962 Chryslers, Imperials and
the Dodge Custom 880. It was available only in 1962 with all Mopar cars
having the parking pawl and rear wheel emergency brakes in 1963.
Another connection is the manufacturer of the service brakes. If the car
has Lockheed brakes, the transmission has no parking pawl and has the
driveshaft brake. If the car has Bendix brakes, it will have the emergency
brakes on the rear wheels and the Torqueflite will have a parking pawl.
Bendix brakes were first used on the Valiant in 1960, with Plymouth and
Dodge Dart/Polara adopting Bendix brakes for 1962. Imperial, Chrysler and
Dodge 880 all adopted Bendix brakes for 1963.
Just to expand this a bit, yes, the 904 was also built in the same two
versions in 1960 and 1961. The Plymouth and Dodge Dart with the slant six
used Lockheed brakes, and used the 904 Torqueflite with the driveshaft brake
and no parking pawl. The Valiant and Lancer used Bendix brakes with the
emergency brakes on the rear wheels and thus used the 904 with a parking
pawl and no driveshaft brake.
The cast-iron case Torqueflite (A-466) came only in one version - with a
driveshaft brake and no parking pawl.
1965 was a transition year for the ball-and-trunnion rear joint, and was
still used on Valiants, Barracudas, and Darts. It was also used on
6-cylinder Belvedere, Coronet, Fury, Polara/Monaco models, as well as
Belvederes and Coronets with the 273-cid V8. The 318-cid V8 and the B/RB
engines used a cross-and roller U-joint with a slip joint. All
Torqueflites used cable shift in 1965.
For 1966, all Torqueflites used rod controls (no cables), had a slip joint
with a cross-and-roller joint (no ball-and-trunnion) and all were
re-engineered with one oil pump (no more rear pump).
Bill
Vancouver, BC
> John & everybody else - if you've already resolved
> emergency brake issues on this swap, you can quit
> reading here...
>
> John only mentioned the valve body, so that was all I
> thought to respond to at first. The emergency brake is
> potentially a bigger deal. The castiron TF has a brake
> drum between the tailshaft and driveshaft. In '62 most
> Chrysler products went to e-brakes at the rear wheels,
> and most 727s (and all '65s) are configured for that
> reality.
>
> If you're going to stick with the driveshaft e-brake,
> you'll need a tail section and e-brake assembly from a
> '62 Chrysler or Imperial 727. I've heard conflicting
> stories on which e-brake setup a '63 Imperial uses but
> that *might* be another source.
>
> If you're going to switch to rear wheel e-brakes I
> believe the quick & simple way to do that is to go to
> a later rear end with related hardware. This might
> actually be worth doing not only for the newer
> e-brakes but to switch to the later
> no-hub-puller-required rear brake drums. You'll likely
> jump through some driveshaft hoops as well, probably
> also worth doing since I believe '65 was the year they
> went over to a later and more readily available style
> of U-joint. (BTW, if you want to go exotic, the '74
> Imperial has rear discs, but I have no idea how wide
> that rear end is.)
>
> If I've forgotten anything someone will remember and
> jump in. Hope this helps.
>
>
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