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727 Fatal oem design flaw disappointment

With the HP out the door of the factory, the 727 had enough strength and durability. IMO, it's just common sense if you add HP up front, that you add strength all the way down the line. A 425 HP Hemi up front, a Hemi torqueflite in the middle and a 8 3/4 in the rear, you can beat it all day long and into the night with no problems. Add 200 HP up front, you damn well need to think about the rest. Transmission, rearend, suspension, and tires never need overlooked.
 
If there was an NHRA shield, perhaps it was possible that the engine wasn't stock either. You can't expect Chrysler to "fix" a problem that isn't there with stock power levels. If you up the power level, you up the drive line strength to go with it.
 
Automatics should be outlawed. I really feel one is missing alot of the "Muscle car" experience with an auto. And racing? There is a reason Pro stock rule #1. No auto trans! (Ok. I made that part up by rule #1. But still no auto's allowed.)
 
As I'm just getting back into it & readin the blogs,...any unnoticed sprag damage + a 5k rpm /6 can similarly gernade the trans without warning on next launch without any neutral drop antics....just as likely the 1st pre-production cranks, rods & axles all needed (and received) factory redesigns to insure reliable durable reputations, They shamefully let these serious power train failures hit the showrooms without customer warning , all the time rich ad promoting the "Rapid Transit System" ready to race ! ..I'll consider the Lenco-matic before trying to $alvage the factory fails.
 
Not many think to upgrade the tranny. They build way more hp then don’t even want to change the torque converter. Leaving the tranny stock with a shift kit or manual vb. Put in a Dana cause the 8.75 isn’t strong enough. 10 grand into the motor changing the rotating assambly, alum heads, carb and intake. 200 into the trans with a rmvb then expect it to hold 600 hp. Kim
 
You’re pissing and moaning about something that’s 50 years old. Get over it. The TF is a great trans. You have guys like DVW that make low 9 sec passes every weekend on one with min maint. I run 10’s with mine street/strip sparing no mercy. We look them over every few years and perform basic maint. Yes you should upgrade the sprag. Yes you should upgrade the drum if you have a high HP engine. What’s the problem. You upgrade the engine for more power, trans should obviously follow suit. If your car is stock then you have nothing to worry about unless you're doing stupid antics.
 
70rcode said:
As I'm just getting back into it & readin the blogs,...any unnoticed sprag damage + a 5k rpm /6 can similarly gernade the trans without warning on next launch without any neutral drop antics....just as likely the 1st pre-production cranks, rods & axles all needed (and received) factory redesigns to insure reliable durable reputations, They shamefully let these serious power train failures hit the showrooms without customer warning , all the time rich ad promoting the "Rapid Transit System" ready to race ! ..I'll consider the Lenco-matic before trying to $alvage the factory fails.
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Well what can I say ?
{{They }} also fed us peanut butter sandwichs provided by tax dollars through the public school system.
Who knew the kid behind ya could drop over from nut shock or whatever, walking the ragged edge we was.
To sum up Chrysler Corp. built muscle cars for the time and many of those drive trains live on to this day untouched except for normal fluid changes ect. , Folks that tried to put the round peg in the square hole should not be able to own one.
 
And Lenco's are basically a manually shifted automatic. Planetary gearsets, clutch packs, bands and the dreaded Sprag!
 
toolmanmike said:
And Lenco's are basically a manually shifted automatic. Planetary gearsets, clutch packs, bands and the dreaded Sprag!
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And Lenco's blow up too. I had a friend around 1975-1980 that match raced a front engine dragster around the south. If he is still around, he is still in a wheelchair. While testing after a engine rebuild (mild blown Hemi) he had a Lenco blow up between his legs. The engine wasn't radically built and on the edge, it was built for reliability and consistency to be run a whole season without major maintenance. My point is, if its man made it is not perfect. Nothing ever is, you only try to make it better. If you make one end better do the other end to, and don't forget the middle.
 
70rcode said:
As I'm just getting back into it & readin the blogs,...any unnoticed sprag damage + a 5k rpm /6 can similarly gernade the trans without warning on next launch without any neutral drop antics....just as likely the 1st pre-production cranks, rods & axles all needed (and received) factory redesigns to insure reliable durable reputations, They shamefully let these serious power train failures hit the showrooms without customer warning , all the time rich ad promoting the "Rapid Transit System" ready to race ! ..I'll consider the Lenco-matic before trying to $alvage the factory fails.
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I'm confused, what were your expectations from a 50 year old car?
 
70rcode said:
Although misleadingly distracted bolster by external factory oem driveshaft & Dana axle over-build rating & appearance but No dealer garage, instruction book or dash sticker warnings cautions, i made hundreds of youthful seeming safe "slap-stick" 1st gear burnout launches & down shift gear drops totally unadvised & unaware of the Hidden, weakly installed, cheap flimsy tin metal sprague & powdered potmetal massive exploding drum personal injury & total vehicle destruction potential...Now, if I reasonably value my only 2 healthy feet, legs, sack & other vitals + unreplacable #'s match treasure, I've Got to $pend more big bucks on a needless 2nd rebuild just 'cause Chrysler knowingly installed a weak designed & implimented POS between their hi-perf forged Steel crank & expensive (for me) $uper track pack Dana60 option package ! ..... really ticked off........tom.
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A lot of whining going on here. I've used a stock low roller clutch in my 9.0 car with no problems. Never personally broke a low roller in any of my stuff. The roller clutch seldom fails for no reason. Most often other components have failed or the driver has failed to drive it properly. In the original factory valve body 2 things happen. In manual low the low/reverse band is applied. In "D" if the lower roller fails, the rpms go up, trans shifts to 2nd. In both cases disaster is averted. Now when you install a race style full manual valve body the low band doesn't apply and it doesn't automatically upshift. You now own a modified trans. If you break stock stuff because you didn't upgrade that's on you, Not the factory. Add a good drum if it bothers you. The failure rate is actually very low. Would you run your 440 to 7500 with stock rod bolts? When you modify things without upgrades the weak link may show itself, and maybe not. Either way the design was fine for the original intention. As far as knowing what parts are POS. Do you build your own stuff? Do you really know what parts don't stand up? What have you actually broken?
My 2 cents.
Doug
 
Another simple upgrade is a 6 pinion steel planet for under $50 from a diesel trans. I paid $500 for an A&A years back.I just saved you over $400:bananaweed:
 
70rcode said:
Although misleadingly distracted bolster by external factory oem driveshaft & Dana axle over-build rating & appearance but No dealer garage, instruction book or dash sticker warnings cautions, i made hundreds of youthful seeming safe "slap-stick" 1st gear burnout launches & down shift gear drops totally unadvised & unaware of the Hidden, weakly installed, cheap flimsy tin metal sprague & powdered potmetal massive exploding drum personal injury & total vehicle destruction potential...Now, if I reasonably value my only 2 healthy feet, legs, sack & other vitals + unreplacable #'s match treasure, I've Got to $pend more big bucks on a needless 2nd rebuild just 'cause Chrysler knowingly installed a weak designed & implimented POS between their hi-perf forged Steel crank & expensive (for me) $uper track pack Dana60 option package ! ..... really ticked off........tom.
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Maybe without all the derogatory remarks you could mention what took place?
 
When I was at the transmission shop, I had one rebuild comeback because they ripped the stock sprag out of the case.
Seems the guys truck got stuck and he was rocking it by slamming forward-reverse-forward-reverse over and over.
When I was young and dumb, I (on purpose) shifted into reverse at 50 MPH and hammered the throttle. The 727 still got me home. but was making pretty bad noises inside.
 
Whining about an unlikely situation. Not very many overrunning clutch failures for an everyday passenger car, including the R/T's, 340's, etc. Maybe some at the track, but still unlikely. If it was a design flaw they would have issued a recall.
 
water burn out and then hook while on the gas can blow it up
back off before it hooks
 
Photon440 said:
While there have been some troubles with the sprag, if you've managed "hundreds of youthful seeming safe "slap-stick" 1st gear burnout launches & down shift gear drops" then it seems that Chrysler engineered it sufficiently sturdy enough for normal driving.
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some people just have to whine or post just thinking i have to post something.
 
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