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Erich, The 62 to 65 727s have cable shift, as do our cast iron Torqueflites of the 50's. They are also made of aluminum. The 1965 727 has a splined tailshaft and no parking brake on the tailshaft. With an exception...there were some 727s made in 65 that still used a flange on the end of the tailshaft, such as in the Imperial. This was the tranny used behind the 413s in the longer wheelbased Imperial and maybe others, as they used a two piece driveshaft. The only difference in the 62 -64 727s as opposed to the 65's as far as valve bodies seems to be the detent spring. This spring is a minor item, and can be changed without changing valve bodies. I have been told the detent spring in the 65 was stronger, as the 65 cars were equipped with shift linkage to a box, and then the cable went to the tranny. So, in order for your push buttons to work easily, a lighter spring is needed. And the cables will work from your 58 in the 62 - 65 727s without any worries about the order in which your buttons are on the dash. The reason one would use the 65 727 is to do away with the parking brake on the end of the tranny and use a parking brake on a more modern rear end. I am changing my 59 Ply over to a 440, 65 727 and a 69 Chrysler rear end. This way I get power, a tranny with a park, ( I plan to mount the park lever under the dash somehow.) and a rear end with more modern brakes...no more wheel pullers and warped drums. I also plan to use the parking brake on the newer style rear end. I have been told the rear ends from 69 - 73 full size Chrysler products will bolt right in to our cars without changing spring mounts or driveshafts. Of course if you change over to a splined tailshaft and a newer tranny, you will need to have a driveshaft made to fit. Where to find a 62 - 65 727....watch Ebay...I found one on there. That is how I found out the longer wheelbased cars still had flanges and not splines. I now have a 727 that needs a different tailshaft and main shaft. I found another one to buy when I started to ask around the guys who build drag cars and have older muscle Mopars from the 60s. Another source might be checking on the net for sites with Mopars from the 60s. Also, put an ad in the Fwdlk. Wanted Section. I had to pay $200 for a 65 727 with a splined tailshaft. The rebuild kit for it was $140. I am also putting in a mainshaft from a small block 66 and up 727, because they have a finer spline and then you can use a more modern torque converter. Smoother shifts and less clunk when you engage the tranny. If you plan to race your 440, then you may want to stay with the older larger TC. Hope I have not confused you. If you have more questions, you could email me or call me. I do not know all, but I sure have learned alot in the last few months chasing down info and parts. My number is 715-743-2462...email me first to confirm a good time to call if that is what you would want to do. John in WI Erich J Brewer wrote: I need a 62-65 Torque-Flite 727 for a big block (so I am told) in order to
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