727 shift kits
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Joined: Aug 2007
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From: Port Orchard,WA
I had a shift kit in a Chevy TH350 tranny in the V8 S10 I had. It also had a ratchet shifter where there was a drive position but I could also select which gear I wanted. I could ratchet the shifter to 1st and then move to 2nd and third when I wanted and I could downshift the same way. gives you control of when the vehicle shifts if you like or let it do it automatically.
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From: New Holland, PA
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Joined: Oct 2005
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From: Bossier City, La.
It's probably a good idea to study what the shift kit will change in the 727 and decide if it is something that you really need. Most all changes will effect some other system. One thing I would like is that the kit will stop the fluid drain back from the converter when the truck is in park. That would stop my trans leak when the truck is parked a couple of days. Problem is that the same spool valve that corrects drain back (good thing) also allows a slight pressure to be applied to one of the clutch packs (bad thing).
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From: Buies Creek, NC
It's my understanding the typical TransGo TFOD kit addresses all the bells and whistles including the downshifting feature as well as the converster drain-back issue. http://www.transgo.com/
Then there's Sonnax. They have a similar kit that goes about some of the mods in a different way. Perhaps even better. http://www.transmissioncenter.net/Pi...FQM8IgodGyTA_w
Then there's Sonnax. They have a similar kit that goes about some of the mods in a different way. Perhaps even better. http://www.transmissioncenter.net/Pi...FQM8IgodGyTA_w
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From: Dixon, IL
Thanks Dave and David 
Now BC, which ones on the Transgo site works for the diesel 727?
And I found this post while searching.....
https://www.dieseltruckresource.com/...ight=727+build
And here is where it is interesting for those who don't want to read all the way through it...
Now how cool would that be, a lock-up 727 
Now BC, which ones on the Transgo site works for the diesel 727?
And I found this post while searching.....
https://www.dieseltruckresource.com/...ight=727+build
And here is where it is interesting for those who don't want to read all the way through it...
You lost me there, if you're talking about the spline on the converter end of the input, yes there is a tooth difference in the spline count but the back end spline where the input shaft presses into the rear clutch piston retainer hasn't changed in decades. The reaction shaft spline hasn't changed in decades either. For a 727 you have to be creative on the valve body, find a 85 or up M body chrysler car with 904-998-999 tranny with L/U and use that valve body. The 727 never got the L/U plug through the case like the 904s did, so you have to figure out how to route the wire to the outside of the case, I have seen the pan gasket notched with silicone around the wire, I would be inclined to drill a small hole in the case about where the 518s have the plug in for the O/D L/U and seal it with silicone. The oddest build I have done was an 84 w250 360 motor. I wanted to use 48re parts so I had my converter guy build me a dummy L/U converter, in other words a non lockup converter but with the lockup spline, as the 48re only comes in L/U variety. The 84 tranny was non lockup and I didn't want to spend a bunch on the converter, think I gave a c note for that one. This was about 2 years ago. Everything in front on the L&R drum in the 84 tranny was replaced with 48re parts, complete planetary assembly, clutch drums, input and reaction shafts.
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1st Generation Admin
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From: Buies Creek, NC
I'm under the impression one can convert a 518 to lock-up by changing the input shaft and oil pump/shaft support assembly with associated mods to the VB. Perhaps also the intermediate shaft, but that may be with a different upgrade.
If a 518 is nothing more than a 727 with an OD, why couldn't one upgrade the input of the 727 like the 518?
The PATC site offers more detailed break-down of the components, and there's a lot of references to the earlier trans with TCC (Torque Converter Clutch?). Perhaps that which you seek is there, but needs stronger planetaries and clutch-packs to handle the diesel.
I dunno.
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From: New Holland, PA
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Joined: Oct 2007
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From: maple ridge BC canada
Most auto transmissions have "operator error protection" where the valve body will not allow a manual downshift to happen (you can move the shifter but the trans will not shift) above a certain road speed. This is to keep stupid people from dropping the trans into 1st at 70 mph and chucking a rod out the side of the block. Most shift kits allow you to defeat this feature so you can drop it into whatever gear you want at 70 mph - so be careful.
i noticed in my dodge if i put my trans in neutral for about 5-10 seconds then quickly right down to first it will gear down at mostly any speed... dont try it going quick, unless you have a transmission death wish. try that and see if your 727 does this? thanks
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