Performance Transmissions and Parts

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727 Mega Viper - Level 3

Our level three high performance 727 transmission comes with a Fairbanks TransAction Kit, levels 2 or 3. This kit will firm up all the shifts with your choice of two performance levels. We use high performance Red Eagle clutches and Kolene steels. A performance low / reverse servo that will not flip in the bore. A heavy duty intermediate band strut that will not bend. A rigid type Kevlar band and a 5 to 1 ratio kick-down lever, talk about your good 1-2 shift. This transmission is good to go, for any type use, race, tow, heavy duty and others.

You get all of the above for $1788.00 for a Small Block and $1888.00 for a Big Block. All without a trade-in. These are 2WD gas transmissions built for non-lock-up torque converters. The freight runs $50.00 to $200.00 in most cases.

Allow 30 days for delivery unless you have a good useable core for us to rebuild.

Every Transmission Tester on the PATC Dyno.

Levels 1, 2 and 3 Price Chart     Home

Convert your 3 speed to a 518 overdrive transmission, click here.

727 / 904 High Performance Parts

Yellow numbers come on the 727 Mega Viper transmission.

Ask about our quantity and transmission builder parts discount.

Convert your 3 speed to a 518 overdrive transmission, click here.

Combo Kit

#K10. Fits all 1971 to 1997 Dodge 727 transmissions. You get the #5XXDPP Alto 727 high performance master rebuild kit with all RedEagle clutches and Kolene steels plus a direct clutch Power Pack. Master kit contains all gaskets, metal / Teflon sealing rings, metal clad seals and all friction and steel plates to rebuild one unit, the #10430 Fairbanks TransAction kit. This TransAction kit will work on 727 transmissions with both 6 and 8 cylinders. Delivers full manual control at any speed which increases the overall performance level and a #4X Intermediate band lever, Mopar Performance 5.0 to 1 lever Hemi type. This special 5 to 1 ratio kick-down lever for the 727 automatic transmissions can be used as a replacement on the 426 Hemi transmission, and to speed up front band actuation on 727 transmissions to firm up the shifts. All three for $222.00. SAVE $25.00 HERE !, a full 10% OFF

 727Red.jpg (57455 bytes)  Part Number: 10430 

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#K10-904. Same as the above K10 Combo Kit but for a 904 transmission. Fits 1972 up 904 transmissions. Cost $171.00

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Combo Kit Rules: It doesn't get any better than this folks, now you can have your parts and save money too. You may be eligible for other discounts on any parts needed for your rebuild, if you buy them at the same time as the master rebuild Combo Kit. The torque converters can be deducted from any Combo Kit except E4OD / 4R100 kits at the price charged in that kit and you'll still receive the same discount rate on that kit. Any other parts for that type transmission can be added to a Combo Kit at the same discount rate for that kit, up to 10%, if not already listed as an add-on / upgrade for that kit.

Build your own Combo Kit: Buy any 3 part numbers for the same type transmission at the same time that totals $450.00 or more and receive a 7% to 12% discount depending on what you buy.

Part Number: 10430

 

 

 

 

 

 

 

 

# 10430. Fits all 727 / 904 transmissions. Fairbanks TransAction Kit. This TransAction kit will work on 904 and 727 transmissions with both 6 and 8 cylinders. Delivers full manual control at any speed which increases the overall performance level. Cost $62.00

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Offers 3 levels of Performance:
1.  Heavy Duty
2.  Street & Strip
3.  Full Competition

 Combo Performance Master Kits - Save Money Here

#2. 727 Transgo stage 2 shift kit. TRANSGO shift kits instantly reprogram automatic transmissions for high performance and durability. Cost $ 75.00

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#46RES. 518, 46RE, 727 performance rear band servo (GAS not 904). Many Chrysler A727, A518, A618, and A904 transmissions experience rear servo piston sticking / breakage, pin bore wear, and reverse band slippage. The servo piston has a tendency to get cocked in the bore and there is insufficient force to apply the band in a direct line. The high reverse line pressure continues to apply against a cocked piston, causing piston breakage. The bore of the piston also wears from side loading, resulting in insufficient band apply pressure. Cost $19.00

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#46RT. 46RE, 46RH, 518, 727 Low / Reverse Servo Spring Retainer. These are bad about bending from heavy spring pressure. This one is approximately 70% thicker than a stock retainer. Cost $29.00
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46re Ratainer

 

 

 

 

 

#3BP. Billet Steel Rear Servo Pin. Fits 518, 46RE / RH, 727 rear servo. Fits our servo #46RES and #3 (the large one on the left side in the below picture). Cost $19.00

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#3. 727 High performance low / reverse servo. This newly designed piston is much wider and uses a teflon support ring along with a lip seal to create a completely stable piston. This piston will not flip in the bore. Cost $48.00

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Servo Type

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#3SS. The Chrysler Manual Control Shaft Seal Saver Kit

The Chrysler shifter seal saver is designed to be an economical way to add support to the manual control shaft at the case to help prevent a leak at the seal. The shifter seal saver will work on all 904 -727 -42RH / RE - 46RH / RE- 47RH / RE- 404- 413- 670 units. This problem solver will service 3 units per package. Cost $16.00

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#3SC. Intermediate servo cover. In vehicles with 727 ('71 & up), 46RH/RE & 47RH/RE transmissions it is common to have long slide 2-3 shifts, direct (front) clutch failure or poor line pressure. These complaints can be caused by the front servo piston cover bore wearing. Sonnax has now designed an upgraded front servo piston cover with an o-ring in the bored diameter. This o-ring provides positive hydraulic seal on the servo rod for the direct (front) clutch and prevents hydraulic cross leaks. Cost $28.00

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#518RED16. Sonnax, Dodge 16% Oversize Intermediate Super Servo. Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and 47RH. New eight sealing ring design for a super seal. The overall result is more holding force in 2nd, firmer 1-2 and 2-3 shifts that become firmer under load. Combine this servo with the above servo cover for best results. Cost $73.00

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  • 16% More Holding Power

  • Firmer 1-2 Shift

  • More Positive 2-3 Shift

  • Perfect for Heavy-Duty and Performance Applications

  • Red Anodized

  • Eight Sealing Rings

_DSC2088.JPG (78080 bytes)

Dodge_Servo_Seals_2.jpg (80964 bytes) #RED16SK. Seal Kit for #518RED16 above. Cost $8.00
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48RE Performance Rebuild, Click Here

 

 

 

 

 

 

 

 

 

#518SS. Dodge 11% Oversize Intermediate Super Servo. Fits 727, 46RE, 47RE, 48RE, 518, 618, 46RH and 47RH. Combine this servo with the above servo cover for best results. You get the heavy duty band strut for free. There is nothing else like it on the market. Cost $89.00

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  • 11% More Holding Power

  • Firmer 1-2 Shifts

  • More Positive 2-3 Shifts

#518SS-SK. Seal kit for the above servo, 727, 46RE, 47RE, 48RE, 518, 618, 46RH and 47RH. Cost $9.00

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#3S. This intermediate servo spacer works great to clean up the 1-2 shift as well as better time the servo release on the 2-3 up-shift. The 3-2 kick down will clean up as well. 727 servos can take two spacers while 518 / 618 servos will only require one. This problem solver will supply 5 spacers per box. Box contains 5 spacers only, no servo. Fits 904, 500, 727, 518, 46RE, 47RE, 48RE and others. Cost $11.00

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#3S2. 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 727 Dual Ring Intermediate Band Servo and Intermediate Servo Cover. Zero leakage 2nd gear band apply. The stock servo can have more than a 10% pressure loss at the rings. The servo cover has a brass bushing and lip seal at the steel servo shaft. Cost $119.00

  • Billet Aluminum

  • Zero Leakage 2nd Gear apply

  • Longer band life and 3rd Gear Clutch Life!

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Billet Aluminum Dual Ring "Zero Leakage" Accumulator Piston

#3A. 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 727 Billet Dual Ring Accumulator Piston. Zero leakage top and bottom. Comes with 4 SPX GoldStripe steel rings. Cost $48.00

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_DSC1786.JPG (111032 bytes)  #3A4. New Dodge 4 Ring Billet Aluminum Accumulator Piston. Fits 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 500 / 727 / 904. OE plastic accumulators are prone to breaking and have poor sealing qualities. Metal rings currently offered with aftermarket accumulators have issues with sealing as well. PATC now offers a dual seal accumulator piston with 2 Teflon and 2 D-rings. The Teflon seal will prevent piston to bore contact and the D-ring seal will vastly improve sealing compared to steel rings currently offered by the aftermarket. Introductory Price Cost $39.00

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#3A3. 46RH/RE / 47RH/RE / 48RE / 518 / 618 / 500 / 727 / 904 Cast Aluminum 2 Ring Accumulator Piston. Comes with 2 SPX GoldStripe steel rings. Same as above but with 2 rings. Cost $15.00

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Combo Performance Master Kits - Save Money Here

Rigid Red Eagle

 

Rigid Kevlar

 

Rigid Carbon Fiber

 

#4X. Intermediate band lever, Mopar Performance 5.0 lever Hemi type. This special 5 to 1 ratio kick-down lever for the 904 and 727 automatic transmissions can be used as a replacement on the 426 Hemi transmission, and to speed up front band actuation on other 904 and 727 transmissions to firm up shifts. Placing one pound of force on the tip of the apply lever causes 5 pounds of force on the band.

 

 

 

 

 

1 for $22.00
2 for $21.00 each
3 for $20.00 each

#4. 727 Heavy duty intermediate band strut. Reinforced, it eliminates bending and buckling under extreme heavy duty or performance applications. Cost $14.00

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#4BS. Fits 518 / 618 / 727 transmissions. This Heavy Duty Band Strut is made from Case Hardened 1018 Carbon Steel to provide a more durable product. The strut has been plated and is 100% Thicker (240 thou. versus 120 thou.) than the OEM product. Cost $21.00

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Dodge Billet Band Anchor

_DSC2299.JPG (27363 bytes) #4BA. Replace that worn out OEM band anchor with a Billet Steel Anchor - for heavy duty and high performance applications. This heat treated zinc plated anchor compliments our other billet parts for the Intermediate Band - the 4.2 Ratio Band Lever and our Heavy Duty Band Strut. Cost $39.00

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#4BA2. "The Power Wedge" 727, 518, 618, 47RE, 48RE unbreakable intermediate band anchor. OEM anchors are a compromise between functionality and cost. Their chosen material is brittle. As the band wears, the angle of the anchor changes slightly. When this occurs, pressure is applied to an area not designed to contend with it, often resulting in failure. Breakage may also occur when line pressure is increased due to performance modifications to the valve body and/or computer reprogramming. Diesel applications have a higher clamp load from different geometry of the apply lever adding even more stress. The Power Wedge is milled from a billet of super tough Tool Steel and will never suffer failure. It has the capability to handle literally tons of pressure; the customer installing one has simply eliminated another weak link. Cost $31.00

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#4LG. 727 / 904 Torqueflite 4.2 Ratio Band Lever. Placing one pound of force on the tip of the apply lever causes 4.2 pounds of force on the band. Cost $42.00

  • Provides greater mechanical clamping force than the 3.8 Ratio Lever

  • CNC Machined from 4140 Heat Treated HTSR - for added strength

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_DSC2510.JPG (79505 bytes) #4LG2. OEM Type 46RH, 46RE, 47RH, 47RE, 518, 618, 727 Torqueflite 4.2 to 1 Ratio Band Lever. Placing one pound of force on the tip of the apply lever causes 4.2 pounds of force on the band. Cost $32.00

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 #4.4BBL. Shift timing is certainly one of the most crucial aspects of getting any band or drum to hold up under extreme conditions. This PATC custom band lever is made in a 4.4 to 1 ratio to optimize shift timing when used in conjunction with larger oversized intermediate servos. The larger oversized band (direct drum) servos are excellent for improving apply pressure due to the larger surface area. The larger surface area is also important for the release as well, However with the 5:1 lever side loading and bind-up is not uncommon. This new band lever alleviates these issues. This new band lever is machined from high quality 4140 HTSR steel to ensure no side loading or deflection occurs. This band lever is ideal for diesel applications where no compromises are made. Fits 46RH, 46RE, 47RH, 47RE, 518, 618, 727. $47.00

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#4XX. 727 Carbon fiber rigid front band 1971 -1989. This band is 2 inches wide. Cost $79.00

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#4XXX. 518 Alto Red Eagle rigid front band. This band is 2 inches wide. (OUT OF STOCK) Cost 62.00

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#4NR. New 2 3/16 inch Rigid Red intermediate band with 9 small oil groves. This band is about 10% wider than the original band and works with a stock drum. Fits all 727, 518, 618, 46RH, 46RE, 47RE and 48RE transmissions. Cost $159.00

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HPIM1872.JPG (259131 bytes) _DSC2122.JPG (130751 bytes) #4N. New 2 3/16 inch Rigid Carbon Fiber intermediate band with 9 small oil groves. This band is about 10% wider than the original band and works with a stock drum. Fits all 727, 518, 618, 46RH, 46RE, 47RE and 48RE transmissions. Cost $159.00

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#4NUB. Dodge Ultimate Band Combo Kit. You get the 2 3/16 inch Alto Rigid Carbon Fiber intermediate band (#4N), Sonnax 16% Oversize Billet Intermediate Servo (#518RED16), Billet heavy duty intermediate band strut (#4BS), OEM 5 to 1 band lever (#4L), Sonnax (#3A4) four ring billet accumulator piston and a billet intermediate Power Wedge band anchor (#4BA2). Fits all 727, 518, 618, 46RH, 46RE, 47RE and 48RE transmissions. Cost $345.00

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2 1/2 inch wide Hemi band. Used in all Hemi 426 Torqueflites 1964-1971 and 440-6 Pack Torqueflites1970-1972. Requires a wide Hemi Torqueflite front drum and rear drum, and should be used with a 4.2:1 or 5.0:1 lever.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#4LR. 727 Raybestos low / reverse band. Late 1991 up takes a 518 band. Cost $34.00

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#4ED. Extreme Duty Brass Impregnated Carbon Fiber Flex Band. This band without question is the worlds best Dodge flex band. Fits 48RE, 47RE, 46RE, 618, 518 and 727 transmissions. Cost $29.00

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#K22950C. 727 1971 Up, TransTec Overhaul Kit. Comes complete with all gaskets, metal clad seals, O-rings, lip seals, pump bolt washers, dip stick boot and SPX steel rings. Cost $36.00

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HPIM0509.jpg (57455 bytes) #5XXDPP. 727 high performance master rebuild kit with RedEagle clutches and Kolene steels plus a direct clutch Red Eagle Power Pack, fits 1971 -1997. Master kit contains all gaskets, metal / Teflon sealing rings, metal clad seals and all friction and steel plates to rebuild one unit. Cost $161.00

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#5XX. 727 high performance master rebuild kit with RedEagle clutches and Kolene steels, fits 1971 -1997. Master kit contains all gaskets, metal / Teflon sealing rings, metal clad seals and all friction and steel plates to rebuild one unit. Cost $135.00

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#5-904. 904 high performance master rebuild kit with RedEagle clutches and Kolene steels, 1972 up. Master kit contains all gaskets, metal / Teflon sealing rings, metal clad seals and all friction and steel plates to rebuild one unit. Cost $114.00

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#F10-2. 727-518-618, 1966-1997 Filter Kit, Large Dacron 1 Hole. Cost $6.00
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#28742. 727 Red Eagle clutches for forward and direct. These measure .061". Using this clutch plate in the direct drum will usually allow 1 extra plate, 5 in the place of 4. Cost $8.64 each.

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#28701K. 727 Alto Kolene steels for forward and direct. These measure .068". Cost $5.40 each.

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#28701K216. 727 Alto Kolene steels for forward and direct. These measure .085". This selective steel plate is used for adjusting clutch pack clearance. Cost $6.48 each.

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#727TW. 727 Thrust Washer Kit. Fits 1967 to 1989. Cost $24.00

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#518BK. 727 Bushing Kit 1971 to Early 1992. Cost $16.00
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ALTO / PATC Red Eagle Power Packs

HPIM1267.JPG (755256 bytes) #PP1. Fits 4 clutch direct drum (not #8D drum). Replace 4 clutches with 6 Red Eagle clutches and Kolene steels for a 50% increase in clutch apply area. You get 6 Red clutches #28742, 6 Kolene steels #28701K, 1 selective steel #28701K216 and 1 #8FBP special backing plate. This Power Pack is mainly for 47RE transmissions and others with 4 clutch drums. Cost $109.00

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HPIM1271.JPG (554067 bytes) #PP2. Fits 4 clutch direct drum. Replace 4 clutches with 5 Red Eagle clutches and Kolene steels for a 25% increase in clutch apply area. You get 5 Red clutches #28742, 5 Kolene steels #28701K and 1 selective steel #28701K216. This Power Pack is to be used with the #8D drum and others with a 4 clutch drum. Cost $77.00

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HPIM1272.JPG (775603 bytes) #PP3. Fits 5 clutch direct drum. Replace 5 clutches with 7 Red Eagle clutches and Kolene steels for a 40% increase in clutch apply area. You get 7 Red clutches #28742, 7 Kolene steels #28701K, 2 selective steels #28701K216 and 1 #8FBP special backing plate. Buy #PP5 if you don't have a 5 clutch drum in a non 48RE transmission now. This kit will work with the #8X6 drum. Cost $124.00

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HPIM1268.JPG (524661 bytes) #PP4. Fits 4 clutch forward drum (not for 48RE). Replace 4 clutches with 5 Red Eagle clutches and Kolene steels for a 25% increase in clutch apply area. You get 5 Red clutches #28742, 4 Kolene steels #28701K, 1 selective steel #28701K216 and 1 #8FBP special backing plate. Fits all 727 to 47RE transmissions. Cost $89.00

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HPIM1269.JPG (820934 bytes) #PP5. This Power Pack comes with our #8D6 5 clutch direct drum (not for 48RE). Replaces 3 or 4 clutches with 7 Red Eagle clutches and Kolene steels for a 75% to133% increase in clutch apply area. You get 7 Red clutches #28742, 7 Kolene steels #28701K, 2 selective steels #28701K216, 1 drum #8D6 and 1 #8FBP special backing plate. Add the #5X drum to the PP5 power pack for $136.00. Fits all 727 to 47RE transmissions. Cost $549.00

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HPIM1270.JPG (784279 bytes)#PP6. This Power Pack comes with our #8D6 5 clutch direct drum (not for 48RE). Replaces 3 or 4 clutches with 6 Red Eagle clutches and Kolene steels for a 50% to100% increase in clutch apply area. You get 6 Red clutches #28742, 6 Kolene steels #28701K, 2 selective steels #28701K216 and 1 drum #8D6. Add the #5X drum to the PP6 power pack for $136.00. Fits all 727 to 47RE transmissions. Cost $496.00

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#8UW. The Ultimate Weapon. Seven clutch Billet steel direct drum (#8X6) with Red Eagle clutches, Kolene steels and a thin backing plate. It comes with fifteen return springs (#5S) and a fifty five percent oversize apply piston. This is the equivalent of 10.85 clutches. This is truly the Ultimate Weapon with the equivalent of 262% more clutch apply area than most Dodge direct drums. Fits all 727 to 48RE transmissions. Cost $855.00

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Combo Performance Master Kits - Save Money Here

PATC 727 to 518 Conversion Kit

Click here for 727 to 518 swap wiring diagram. wpe2.jpg (35923 bytes)

#727518. With these four parts you can convert your 727 transmission to a 518 overdrive transmission with locking torque converter. Lets say you drive an average of 400 highway miles per week, at that rate you could save as much as $1000.00 per year on gas, not to mention the 31% reduction in RPM. Your new 518 will have automatic shifts into overdrive and lock-up, no toggle switch needed. Now with adjustable vacuum switch. The instructions are at the bottom of this page. (11-25-06. I just saw this kit on the Internet by the copy cat competition for $1654.00.) Cost $85.00

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Overdrive
Converter Lock-Up

 

 

 

 

 

 

 

PATC 727 to 518 Deluxe Conversion Kit

#727518DK. This is the fully electronic no vacuum needed deluxe kit for the 727 to 518 swap. Made for diesels without vacuum and big cam gas motors with low vacuum. Comes with two governor speed sensors, throttle position sensor, electronic control unit, carburetor bracket and a shift solenoid pigtail. It is 80% pre-wired. What this kit does is makes a 518 transmission shift without a computer. Can be made for a non-lock-up torque converter for $18.00 less. Cost $325.00

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Overdrive
Converter Lock-Up

 

 

 

 

 

 

 

 

727 to 518 Video Installation Instructions, Click Here

IMG_0626.JPG (63993 bytes)  IMG_0624.JPG (129335 bytes)

 

 

#79NSS. Neutral Safety Switch. The one on the left in both pictures fits some 1998 - 2003 46RE / 47RE transmissions. The one on the right in both pictures fits some 1988 - 2000 518 / 618 / 46RE / 47RE transmissions and 1978 up 727 transmissions. Cost for white plug NSS $25.00. Cost for black plug NSS $4.00.

White Plug NSS, 46RE- 47RE
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Black Plug NSS, 727 to 47RE
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4 Pinion Steel Front Planet Assembly for the 727

Add STRENGTH and RELIABILITY to your 727 transmission

This is a direct replacement front planet assembly that has been manufactured with a steel spline instead of aluminum as in the OEM version. The unit uses the OEM thrust washer for easy installation.

When ordering, due to spline differences,  you MUST specify the production date of your transmission. Cost $376.00

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    • 1962-1975 - Early
    • 1976-1993 - Mid
    • 1994- On    - Late

 


Allow 1 to 2 weeks for delivery. Works with full manual valve body only. Cost $795.00

 

 

 

 

 

 

 

 

 

 

 

 

 


 

 

 

 

 

 

 

#8PG. After market 6 pinion rear planet gear. Retrofits all 3, 4, and 6 gear applications, 727, 518, 618, 46RE and 47RE. This gear looks good. This is an aluminum carrier. Cost $99.00

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#5G. 904 rebuilt front planet gear with ring gear. This is the early 1968 to 1978 type, 4 1/2 inch ring gear and four pinion gears in a steel carrier. Cost $68.00

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#8GR. 48RE Heavy Duty 6 Pinion Rear Planet Gear. This is an OEM gear made with better steel. Cost $449.00

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#8S2. It is often difficult to reduce the total transmission endplay in some 727, 46 or 47RH / RE transmissions. Excessive total and / or rear unit endplay is often the result of gear, snap ring and / or spline wear. Rear unit endplay can be difficult to reduce with available selective washers. When rear unit endplay is loose the total unit endplay measurement is excessive also. Sonnax offers a .010" shim which is installed between the OEM thrust washer and the rear planetary. Ten shims per bag. Will not fit 48RE transmissions. Cost $13.00

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#5V. 42RH / RE, 47RH / RE, 904, 727 Throttle Valve Kit. Fixes shift timing concerns and throttle buzz, cures late 2-3 upshifts, reduces oversensitive 3-2 downshifts. Hardened steel throttle valve kit restores worn valve body, works best in heavy-duty / towing applications. Repairs excessive throttle valve and sleeve wear. This Sonnax repair kit both salvages valve body and restores throttle control. Cost $38.00

 

 

 

 

 

 

 

#7. In Chrysler RWD units, the cooler/converter charge circuit is not opened until the pressure regulator valve moves far enough to flow oil. The industry “fix” of drilling a small orifice between line pressure and cooler circuit ensures fluid to the converter/lube circuit, but the hole also increases the converter drainback problem because ATF can drain out through the orifice when the engine is turned off.

*Note: Valves are designed for all '94 and later RWD 42-47RE Chryslers but can be used in '78 & up A904 & A727 units with TCC when the original valve design matches the Sonnax valve. Cost $35.00

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  • Pressure regulator valve 2271A-02K is designed with an internal check valve that allows oil to flow into the converter charge circuit as soon as vehicle is started.
  • Internal valve shuts down once line pressure reaches normal levels.
  • With engine off, check valve prevents fluid from draining out of orifice, reducing converter drainback.
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#12. In vehicles with Chrysler RWD transmissions, the manual valve does not allow the converter to be charged in park. This causes delayed engagement and converter bushing failure. Sonnax now offers an upgraded, re-designed manual valve 22771-09 that allows converter charge in park. Fits Chrysler RWD units 1978 up with TCC. Cost $20.00

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22771-12K.jpg (50766 bytes) #518SLR and #518SLB. Valve Body Detent Ball & Sleeve Repair Kit. Fits all Chrysler RWD transmissions, 727, 518, 46RE, 47RE, 48RE. The detent ball in the valve body wears into the aluminum bore due to continuous movement and vibration of the linkage. This creates excessive looseness in the manual valve lever and allows the manual valve to move out of alignment. No start or delayed engagements can occur from the manual valve being out of position, due to extra clearance. Reamer Cost $112.00, Ball Cost $9.00.

Reamer Kit #518SLR
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Ball Kit #518SLB
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22771-04k_combo

 

 

 

 

 

 

 

Sonnax #22771-04K 

727 / 904 / 42 / 46RH / 46RE / 47RE / 48RE  Transmission

Common complaints with Chrysler RWD units are shift timing concerns, throttle buzz, poor kickdown and / or early upshifts caused by throttle valve and bore wear. When only the valves are worn, Sonnax’s drop-in replacement valve kit, #22771-03K addresses these issues. However, when these complaints are caused by bore wear, the valve body typically has to be scrapped. Sonnax offers an oversized TV repair kit, #22771-04K to salvage the valve body and restore throttle valve control by oversizing the bore and replacing the valve with an oversized version that restores proper clearances. Both Sonnax kits have been revised to work in all year models, including the 2005-up OEM units with a “motorized” style linkage. MUST USE F-22771-TL REAMER BELOW. Cost $44.00

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Features & Benefits

Throttle plunger, sleeve, and throttle valve are made from hardened steel for better wear resistance and to minimize damage from linkage contact and buzz.
Kit includes three shims and an alternative TV spring to allow adjustment and tuning of TV pressure.
Allows salvage of valve bodies with worn TV bores.
Kit is now designed to work in all models, including the 2005-up OEM units with a “motorized” style linkage.

Sonnax Reamer

#F-22771-TL. Reamer for above sleeve kit. Cost $202.00

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 wpe19.jpg (84479 bytes) #5BAP. The Direct clutches on a Dodge powered vehicle have always been a weak link.  Whether we are talking about the 46Rh with a 3 clutch direct drum or even the Diesel powered 47 or 48RE. We have seen everything in our industry from machining another grove in the top of the drum (see #8D2) to different thickness snap rings (see #23FSR) and even special backing plates (see #8FBP). All of these are attempting to increase stack height within the drum itself. What gets overlooked though is clamping physics. When applying high apply pressure with a stock direct drum piston (which is just cast aluminum), deflection starts to show it ugly head. The factory cast aluminum piston is not designed to stand up to the increased pressure ramps that is typically associated with aftermarket modifications. When this occurs the piston begins to warp and apply the clutches unevenly. When applied unevenly hot spots will occur, your apply surface area is dramatically reduced as well. The other issue is the integrity of the clutch packs clamping ability is sacrificed. This why it is not unusual to open the direct drum and find coned or unevenly worn direct clutches that have prematurely worn. We have the perfect solution here with our Billet Aluminum Direct Drum Apply Piston. This piston is manufactured from high quality aircraft grade billet aluminum and then CNC'd to our exact specifications. This will allow you to now hold the power in those crazy 3rd gear wide open throttle diesel pulls. This piston not only provides a more direct apply feel but also gives you a balanced apply to all the clutches evenly. When used in conjunction with the direct drum spring and retainer kit below and our Alto Red Eagle Direct Clutch Power Pack you have a dramatic improvement over stock. A more stable Piston Apply + More Friction Surface Area + Higher Pressure Apply Rates = Greater Performance and Durability. This Piston fits all 727 / 518 / 46RH / 46RE / 47RH / 47RE / 48RE. Cost $109.00

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The "Full Metal Jacket" Steel Sleeved Aluminum Drum Is here !

#5XX. The 518 / 727 Full Metal Jacket Direct Drum delivers the strength and durability of a steel drum with the rotational weight reduction of a aluminum drum. This is also a safety feature for very high horse power motors. Cost $682.00

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Ideal for those that use their vehicles on both the Street and Strip. Only 5.5 lbs - 2 lbs lighter than the OEM Drum. Holds up to 5 full thickness friction plates or 6 Red Eagle.

The Kit includes the following;

  • One Billet Aluminum Drum with Steel Sleeve and replaceable brass bushing

  • One New Billet Aluminum Clutch Piston

  • One  Steel Pressure Plate

  • One set of Sealing Rings

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#5S. 727 / 518 Direct Drum Spring and Retainer Kit with 15 springs. This gives a fast direct clutch release. Needed if you turn over 6,000 RPM in 1st or 2nd gear to keep from burning the direct clutch plates. Cost $69.00

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#5X. 727 billet steel direct drum. This is also a safety feature for very high horse power motors. Cost $535.00

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  • Made from solid billet steel, not cast iron.

  • Holds up to 5 friction plates.

  • Kit contains a new billet Aluminum Piston and new pressure plate.

  • Dual apply feed passages.

  • Safer than a Cast Iron Drum and longer lasting than the Aluminum drum, an ideal choice for street use.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#8D2. High capacity 5 clutch direct drum holds 2 additional clutch over the weaker 3 clutch direct drum found on almost all 727 type transmissions. This is a 66% increase in holding ability. This rebuilt drum holds 5 full thickness direct clutches or 6 thin Red Eagle / forward clutches. Comes complete with pressure plate and backing plate. Cost $99.00

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#8SR2. This is the smaller (INNER) of the two snap rings used on the Dodge direct drum. Fits 46RE, 47RE, 48RE, 727. Cost $1.99

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#8D6. High capacity extreme duty 5 clutch direct drum holds 2 additional clutch over the weaker 3 clutch direct drum found on almost all 727 transmissions. This is a 67% increase in holding ability. This drum holds 5 full thickness clutches and can hold 7 red clutches when used with the #8FBP backing plate. May require some machining if it hits the forward drum, only on some. Cost $399.00

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#8D6R. The rear drum (forward clutch) on the left is the old style drum. If you have a problem with the front drum (direct clutch) rubbing the rear drum buy the new style drum on the right. Cost $112.00

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#8X6SK. Two piece seal kit for the below #8X6 drum. Cost $9.00

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#8X6. 727 Torqueflite Billet Steel Front Drum and X-Large Piston. This is also a safety feature for very high horse power motors.

  • Drum CNC Machined from C1040 Solid Steel - NO Cast Iron used in this one!

  • Will hold 5 full thickness or 6 Red Eagle friction plates

  • 55%, YES that's 55% MORE Piston Apply Area! This results in double the Clamping Force needed in Third Gear - Just what you need when used in High Performance and Extreme Applications

  • Engineered with Dual Oil Apply Passages for even Piston Apply

Cost $645.00

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#8UW. The Ultimate Weapon. Seven clutch Billet steel direct drum with Red Eagle clutches and Kolene steels. It comes with fifteen return springs and a fifty five percent oversize apply piston. This is the equivalent of 10.85 clutches. This is truly the Ultimate Weapon with the equivalent of 262% more clutch apply area than most Dodge direct drums. Cost $855.00

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#9D. 904 Billet Steel Front Drum and 24 Spring Return Module Kit. The highest tech 904 direct drum to hit the market today. Designed to carry up to 5 friction plates, utilizing a larger diameter piston yielding greater clamping force. This all translates to superior performance at exceptional value. $575.00

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  • Made from AIA / SAE 1040-1045 medium carbon billet machinery steel.

  • Kit contains a billet aluminum Piston with Anti-Spin Locking Tabs.

  • Will hold up to 5 frictions.

  • Dual Feed Apply Passages.

  • The Drum and Piston have been made 28% larger in the piston apply area = more clamping force.

  • The kit also includes 2 solid Sealing Rings for ZERO Leakage and a 24 Spring Return Module.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#9S. Designed for those higher horsepower engines, this 727 performance product has been tested to 1,400 foot pounds of torque. Input shaft and hub. Cost $695.00

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  • Shaft is machined from 300 Maraging AMS 6514 material then Heat Treated for torsional strength and precision ground on all critical diameters

  • Hub has been machined from 4140 HTSR steel and Nitride Heat Treated for additional durability

  • Shaft to Hub splines increased from 28 to 35 for 25% more surface contact

 

 

 

 

 

 

 

#23FSR. 727 / 518 to 48RE Forward / Direct Clutch Thin Snap Ring. Needed to help get the clearance in the forward clutch drum correct when adding extra clutches. It's .062" thick. Cost $4.00

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#23CS. 727 Forward Clutch Plastic Cushion Spacer. Cost $2.00

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#8FBP. 48RE / 47RE / 727. Special Forward Clutch Backing Plate to install 5 clutches in place of 4 clutches. This is a 25% larger clutch apply area. - - - - - - - - - - - - Can be used with the 5 clutch direct drum to get 7 clutches in direct. This is a 40% larger clutch apply area than a 48RE. Comes with a .060" snap ring. Six or more $24.00 each. Cost $29.00

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#10RD. Torqueflite 727 Rear Drum. Take a load off your transmission with this new Billet Aluminum Forward Drum. Cost $225.00

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  • Made from Solid 6061-T6 Billet Aluminum

  • 60% lighter than the stock Rear Drum - 1.45lbs versus 3.65lbs

  • A direct replacement for the stock drum

  • Ideal for both Street and Strip

#10SS. 727 Lightened Reaction Sun Shell. Cost $165.00

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  • For the serious enthusiast looking to reduce every possible ounce of weight from the transmission

  • 2.85lbs versus the 3.75 lb stock unit. Almost 1lb of weight reduction

  • Gold Dichromate Plated - to look just like the Sun!

 

 

 

 

 

 

 

 

#10SR. 727 / 518 1990 back bolt in roller clutch. It has 4 bolts and 12 roller positions. Cost $110.00

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All PATC performance torque converters are manufactured in-house. This is some of the machinery in our torque converter shop. For a limited time PATC is looking for torque converter Dealers. Call Don at 1-888-8771008 or Blake at 1-888-2012066 for details. For a small buy-in you can get large discounts on torque converters. Main Torque Converter Page Click Here. Torque Converter and Parts Questions Email Blake Sales@700Raptor.com

Here's the bottom line, if you have a programmer or power adders you must have a performance / heavy duty transmission and torque converter for your transmission to last, because TurboDon says so. PATC performance torque converters are manufactured in-house at our state of the art torque converter shop. We have some of the best torque converter builders and machinists in the industry. We specialize in high performance / heavy duty converters that can be built to your specifications. We have diesel converters in many different levels, billet covers, billet clutch pistons, triple clutch, billet stators, steel stators and low stall versions. Our performance gas converters for street rods and racing are the best in the business. These converters come in many different performance levels. Many of these torque converters have over size Red or High Carbon clutch lining and billet covers. These can be ordered in stall speeds of 1200 to 5000. All PATC torque converters are spin balanced and leak tested.

PATC Torque Converter Video, Click Here

 

 

 

 

 

 

 

 

 

#6D. _DSC3173.JPG (34757 bytes)  727 Viper Series Torque Converters. Your choice of stall speeds up to 2800 RPM. These converters have all bearing construction and a much better than stock clutch. We need to know what type vehicle, motor and transmission you have. Non-Lock-Up Cost $315.00. Lock-Up Cost $315.00.

Non-Lock-Up

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#6DB. Four torque converter bolts for #6D converters. 5/16 bolt with 9/16 head. Cost $6.00

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Torque Converter Installation Instructions   Main Torque Converter Page Click Here.

#7D. 727, Check it out ! 9 inch converter can be ordered in stall speeds of 2600 to 6000 RPM. Rated at 800 horse power. Cost $699.00

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#NLUD and #LUD. Heavy duty Cummins diesel torque converters, used on our level 2 Viper transmission. Cost non-lock-up $399.00. Cost lock-up $499.00. Fits 727, 618, 47RH, 47RE and 48RE. There will be a $275.00 core charge added to all Dodge diesel lock-up type torque converters.

To buy this converter you must have a core to send to us.

Non-Lock-Up
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_DSC2959.JPG (89969 bytes) _DSC3190.JPG (114675 bytes) _DSC3203.JPG (57817 bytes) #8DX. Cummins Diesel single clutch billet converter. Cost $650.00. Can be ordered with a billet clutch piston with a large oversize clutch. The billet CNC piston will not flex. This converter has a red lining that is 38% larger than a stock clutch. Can be ordered in a lower stall speed with the aluminum billet stator option. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers a low stall stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance.

#8DX. $650.00
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#8DX with Billet Clutch Piston Option $800.00
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#8DX with Billet Clutch Piston & Billet Stator Options $965.00
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There will be a $275.00 core charge added to all Dodge diesel lock-up type torque converters.

_DSC2947.JPG (109930 bytes)  _DSC3190.JPG (114675 bytes)  #8DXX. " Triple-Disk " Cummins Diesel 727 / 618 / 47RE / 48RE Triple Clutch Billet Converter with a Billet Apply Piston. The billet CNC piston will not flex. It has 112 square inches of red clutch apply surface compared to 35 15/16 square inches in a stock converter. This is a whopping 212% increase in apply area. Yes that's over three times the holding ability of a factory converter. Does your high dollar Dodge diesel converter have a billet clutch apply piston? Cost $1075.00. Can be ordered in a lower stall speed with the aluminum billet stator option. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers a low stall stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance.

#8DXX with Billet Piston $1075.00
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#8DXX with Billet Stator Option $1240.00
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. . . . . This torque converter can be built with higher stall speeds for the V-10 Viper motor in a SRT-10 Dodge pickup truck, 2 door and 4 door. . . . .

Caution: Tire Shredding Neck Snapping Torque !

If you desire demonstrative torque and incredible efficiency we have your stator option !

  #8SS. Redesigned Velocistator blade count and profiles combine to improve the fluid coupling, transferring more torque to the rear wheels resulting in lower temperatures, increased fuel economy and vehicle performance. The Steel Velocistator Option can be added to the two above torque converters or bought separately. This stator will lower the stall speed approximately 500 RPM. The increased power of a modified diesel engine raises the stall speed of stock converters, which is detrimental to vehicle towing performance and drivability. We now offers this low stall steel stator for Dodge diesel pickup truck owners who have increased the power output of their engines for added towing and general performance. Greatly increased window opening size and increased fluid velocity allows us to provide you with the highest efficiency stator on the market today. The Velocistator is machined from high strength billet steel and built specifically for diesel engines with aftermarket power adders. The steel Velocistator is for very high torque engines. Added 9-23-2010. Can be substituted for the billet aluminum low stall stator as a $134.00 upgrade. Steel Stator Cost $299.00

Steel Stator Upgrade from Aluminum Low Stall Stator
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Steel Stator Alone
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The Best Insurance Money Can Buy!

45% more contact greatly reduces the possibility of breakage. Cost $105.00

#6PG2

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#6PG. 618, 518, 46RE, 47RE, 48RE and 727, 14 or 12 Tooth Pump Gear Set. Hardened and Precision machined inner and outer front pump gears. Reduces fluid leakages between the gears and the pump housing and also reduces friction between the gears and the gear housing. 14 lobe fits 1978 to 1989 transmissions. Cost $15.00. 11 lobe fits late 1990 - 1993. Cost $26.00

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#TPG. Teflon Coated Pump Gears, C6, AOD, 727, 4L80E, E4OD, 4R100, Dodge 518-618, 46RE- 48RE, AODE, 4R70W, TH350, TH400. When we tested these pump gears they had almost no pump noise. Reduces pump wear anywhere the gear touches the pump.

AOD / C6 All $29
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E4OD / 4R100, 95 On $32
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4L80E All $46
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727, 14 Inner Lobes .747", 62 Up $29
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518 / 618, 11 Inner Lobes 1990-1993 $49.00
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46RE / 47RE / 48RE, 10 Inner Lobes 94-Up $39
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AODE 1992-1993, .569", $49
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4R70W 1994 Up, .608", $39
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Largest TH350 / All TH400, .727", $25
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Transmission Filter Kits

This kit lowers and rotates the stock filter position to the rear of the Mopar 727 transmission pan providing increased fluid pick-up during hard acceleration. This pan is 4 inches tall.

The Kit Includes:

  • 1 - Deep 4 Quart (over a 727 pan) Cast Aluminum Finned Pan
  • 1 - Billet Aluminum Filter Adapter
  • 1 - Custom Filter
  • 1 - Pan Gasket
  • 1 - Drain Plug
  •  All necessary mounting hardware and detailed installation instructions.

NOTE: - If you already have an aftermarket Deep Pan the Bottom Feeder Adapter can be purchased separately.

Bottom Feeder Filter Kit $95.00
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Bottom Feeder Pan & Filter Kit $249.00
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#8UP. Stock type 47RE / 48RE used pan. We have these perfect condition pans left over when we install the after market pans. 2 1/4 and 2 3/4 inch deep. Can be used with the above filter kit. Cost $39.00

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#8. 727 Deep cast aluminum pan. This extra capacity cast aluminum pan with fins improves cooling and lubrication of critical transmission components. Results in better shift performance and longer component life. Adds two quarts to sump. Includes an extra hole for drain plug. Cost $225.00

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Pan Instructions Click Here

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  • Gasket Included
  • 4 1/2" Deep, 3 5/8" to Tubes
  • Black Powder Coat
  • Temperature Sender Bung
  • Black Powder Coat
  • Heavy Gauge Steel
  • 5 1/5 Quarts  over on 727
  • 2 1/8 Quarts over on 48RE
  • Magnetic Drain Plug

    _DSC2599.JPG (73199 bytes)  _DSC2600.JPG (271703 bytes) Derale #14210, 518 / 618 / 46RE / 47RE / 48RE / 727 Transmission Pan Cooler. This pan has turbulator cooling tubes using air flow beneath the vehicle to reduce the transmission fluid temperature from 20° to 50° F. Fluid capacity is increased from 2 1/8 to 5 1/2 quarts. This pan has a drain plug and is 4 1/2 inches deep. The pan gasket is included. Cost $149.95

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#DFE. Dodge Transmission Filter Extension. Fits 727 only. Cost $38.95

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#8DS. Dodge Small Block 727 to 46RE or late 03 up 48RE Diesel - - dipstick, tube and boot. Cost $106.00

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#FFF. Full Flow Filter for 727 or 904 transmissions. These brass screen filters will give better flow under high RPM conditions. Cost $9.00

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#79TV. 727  / 518 / 618 Lokar Throttle Valve Cable. Cost $76.00

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#8LB. Stainless bracket mounts to rear of Holley, Edelbrock, AFB, Quadrajet, Demon, and In-Line Dual Quads. Stainless bracket and GM designed dual stainless springs are used to mount Lokar’s Throttle Cable and Kickdown assemblies. Design provides improved clearance on Edelbrock carburetors. Design includes tension screw to prevent bracket from movement under extreme pressure on a kickdown cable, such as with a 700-R4 transmission. Cost $33.00

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Tech Note: #8LB mounts Lokar Throttle Cables and Kickdowns for a nice clean setup. Be sure when installing your Spring Return Kit and Throttle Cable that your throttle pedal bottoms out at full throttle to prevent undue stress on the throttle shaft and other components.

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_DSC2350.JPG (33397 bytes) #59FP. Mopar Extreme Duty Platinum Series SFI 29.1 Approved Flexplate. Fits Mopar SB & BB, 10" or 11 1/8" Converter, 6 bolt crank, Internal Balance. Platinum Series Flexplates are engineered to handle extreme duty applications and designed to take the punishment of todays high horsepower engines. The 4mm thick center-plate provides a solid foundation for these new designs. Cost $69.00

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Engine Applications:  273 1956-69,  318 1967-91,  340 1968-73,  350 1958360 1970-91361 1958-66,  383 1959-71,  400 1971-78,  413 1959-65,  426 1963-66,  440 1966-79

#HF1. SFI flexplate to replace your 45RFE / 545RFE transmission with a 518 / 727 transmission on late model 5.7 and 6.1 liter Hemi motors. There are far more performance parts available for a 518 transmission than a 45RFE. Cost $149.00

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#8FPE. Flexplate for all motors / torque converters with even and odd spaced bolts. Fits 518, 46RH and 727 transmissions 1991 back. Cost $19.00

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#9. Dodge / Chrysler transmission rebuild manuals. Cost $28.00

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#9. Hayden transmission coolers. 12 X 7 1/2 X 3/4. Cost $45.00 - - - 15 1/2 X 10 X 3/4. Cost $55.00  - - - Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

12" X 7 1/2"
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Transmission Cooling: You must have a transmission cooler in your radiator regardless of what someone has told you for the transmission to last. Auxiliary coolers are just that, in addition to. Water cools 32 times better (faster) than air always, period. The transmission fluid comes directly from the torque converter at a much higher temperature than the water in your radiator and is cooled to the water temperature fast. Then it goes to the auxiliary cooler to be cooled far below the water temperature. If you don't need a cooler in your radiator why does GM spend all that money doing so? If you wanted to cool a red hot piece of steel fast would you stick it in water or air, see the point. For the best cooling you need both water and air cooling for the transmission to be cooler than the motor.

Transmission Life Expectancy Chart

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_DSC2104.JPG (81044 bytes) #55X. Automatic transmission cooler with integral fan. Ideal for racers that require cooling of transmission fluid when the vehicle is not in motion. This is a 16 pass double row cooler with a 650 CFM 10 inch Tornado Electric Fan, 25,000 GVW. AN fittings are compatible with existing rules and build practices. 10 3/4" x 15 5/8" x 4". Cost $189.00

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#10F. Dodge cooler line fitting. Fits 1990 up. Cost, 3/8" for gas $4.00 and 1/2" for diesel $7.00.

Gas
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#55T. Thermostat for the above cooler. Automatic Controller for Remote Cooler, 6AN Ports, Can Attach Directly to Cooler Core or Place Inline, Activates Fan at 180 Degrees. Cost $32.00

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  • High Efficiency OE Design
  • 30% Less Space Required than Typical Tube / Fin
  • 100% Aluminum Construction
  • Complete Installation Kit
  • Four Sizes to fit most any Application
  • Embossed Plates / Internal Turbulation of Fluid
  • Powder Coat Black Finish
  • 3/8" Barb / Push On Fitting

#9DER. Derale transmission coolers. 7 1/2 X 11 X 3/4 Cost $59.00 - - - 11 1/4 X 11 X 3/4 Cost $69.00. Needed for any type high performance / heavy duty use. Recommended for stall speeds of 2,000 RPM or higher and towing.

7 1/2 X 11 Inch
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IMG_x1114.JPG (129992 bytes) #9D. Dodge OEM Auxiliary Transmission Cooler. Special purchase factory OEM auxiliary cooler for Dodge gas motors, but will also fit Ford and GM. We only have 22 of these. The Dealer list price is $243.10. Part # 05159060AB. Measures 23 1/4 X 4 X 1 1/4 inches. Fits Dodge 2005-2009 and others. PATC Price $119.00

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#11. 727, 1971 Up Blue Plate Special friction clutch kit, 4 Direct and 5 Forward friction plates. The Blue Plate Special provides optimum shift performance with a positive engagement under high power conditions where all of the energy absorption is condensed into a very short length of time. The color is not a dye but is a result of high-strength resins used to bind the fiber friction elements together and then covered with a preliminary coat of oil. Cost $138.00

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Main Speedometer Page, Click Here

To determine your tires true diameter in relation to determining what speedometer gears you need, measure from the ground up to the center of the axle then multiply by two. The actual run out of the tire can be as much as 2 to 3 inches less than what the circumference of the tire measures. In effect your tire has two diameters.
To determine your rear end ratio, raise both tires off of the ground, turn both tires at the same time one complete turn, at the same time count the turns of the drive shaft, this is your ratio.

The short shaft gears are for an electronic speedometer and the long shaft gears are for a cable driven speedometer. This is true most of the time, not always.

Dodge / Jeep 2WD / 4WD Speedometer Gears

26 and 27 Tooth Short Shaft Now Available

#12DG. These gears are used with most Jeep and Dodge truck electronic speed sensors for the speedometer. You can increase or decrease the number of teeth depending on tire size to make your speedometer more accurate. The drive gear has 13 teeth and is machined into the output shaft. These are the late model type with a short shaft. Comes in 26 tooth to 43 tooth. Cost $39.00.

26 to 32 Tooth
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33 to 37 Tooth
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38 to 43 Tooth
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Speedometer Calculator, Click Here

 

 

 

 

 

 

 

We can make custom Dodge / Jeep
driven gears. Call Kerry at 1-888-8771008
with your needs.

Many tire makers build their tires differently, so a 35-inch tire from one company to another may vary as much as a full inch.

The short shaft gears are for an electronic speedometer and the long shaft gears are for a cable driven speedometer. This is true most of the time, not always.

 

 

 

 

 

Dodge / Jeep Speedometer Gears

_DSC1080.JPG (36502 bytes) #12DG2. Early type with long shaft, used with 1966 up cable driven speedometers. (Also fits Dana 300 Jeep transfer case, except early type with screw-in speedometer housing.) (Out of stock on 30 and 39 tooth gears.) Cost $39.00.

26 to 34 Tooth
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35 to 43 Tooth
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#54K. Lokar universal speedometer cable, cut to fit. Fits TH350, TH400, 700R4, PG, 200, 200-4R, 904 and 727. 7/8 thread bottom, 5/8 thread top. This cable is 84 inches long. Cost $79.00

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Dodge Ratio Adapter

#54RA. This GM / Dodge / Ford ratio adapter will slow your speedometer reading down. Made for low rear end ratios with short tires. Offset for clearance reasons. If your GM speedometer reads too fast with 15 and 45 teeth gears then you need this part. This part will slow down your speedometer reading. Use this one to convert Kilometers to MPH. Cost $62.00

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#54RA2. If your truck tires have been switched to larger tires or you just need to speed up your speedometer this one will correct your problem. This part will speed up your speedometer reading. Use this one to convert MPH to Kilometers. Cost $62.00

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Other ratios available on special order, allow 2 to 4 weeks. No refunds on special orders. The male side can be turned 180 degrees, just remove the 4 screws and turn. Cost $79.00


#40
"90 DEGREE, DIRECT or
CONTINUOUS ROTATION"

Sticks out 1 3/4 inches past the housing. Cost $88.00

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#41
"90 DEGREE, REVERSING or OPPOSITE ROTATION". Sticks out 1 5/8 inches past the housing. Cost $88.00
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#42
"90 DEGREE, DIRECT or
CONTINUOUS ROTATION" with built-in ratio adapter.
Sticks out 1 5/8 inches past the housing. 7/8 X 18 Thread. Cost $88.00
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Percent, Plus or Minus

#33C. PATC Silk Screen Shirts. Cost $12.00

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#47RTF. Lucas Racing Transmission Fluid (5 quarts), AKA PATC Raptor Blood . Raptor Blood RTF is designed for high performance applications where heat and pressure are most damaging to your transmission and torque converter. Blended specifically for racing and performance by Lucas Oil, this fluid will lower transmission temperatures, extend clutch life, and maintain clean valves and passages. This fluid is also compatible with all types of transmission fluid. Shipped in 5 quart size only. Free shipping when ordered with a transmission. Works best when used with #47TOS Raptor Tamer below. Cost per 5 Quarts $39.00

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#47TOS. "Raptor Tamer"  AKA LUBEGARD PLATINUM Transmission Oil Supplement is the newest automatic transmission supplement to arrive. It reduces clutch slip by raising the coefficient of friction. It also stabilizes viscosity and enhances all automatic transmission fluids. No other additive does more. It goes beyond eliminating converter clutch chatter. It is the only supplement your transmission needs. Cost $15.00

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Fluid and Filter Change Instructions, Click Here

#48. Transmission Fluid Temperature Gauge. This is our own brand 2" gauge that reads 100 to 280 degrees. Complete with the sender unit for cast aluminum pans or sender unit and drain plug for sheet metal pans. The sender will mount as (in) the drain plug with a sheet metal pan. Cost $37.00, Cost $50.00 with the drain plug.

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Temp Gauge

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Temp Gauge
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#48-2. Bezel for the above temperature gauge. Cost $8.00

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Part Number: K032

#16D. Universal Drain Plug Kit. This drain plug kit can be used to install a transmission temperature gauge in a sheet metal transmission pan. Cost $13.00

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#53. Powder coated case, tail and pan. $200.00.

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#56XX. Chrysler Big Block (361, 383, 400, 413, 426, 440) to Chevy Powerglide, TH350, TH400, 700R4 and 200-4R transmissions. Available for 6 or 8 bolt applications. Flywheel included. Uses Mopar mini starter in stock location. Shown with OPTIONAL ears to use as mid-mount. Without Ears Cost $575.00, With Ears Cost $650.00.

Without Ears
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#56XXX. Chrysler Big Block (361, 383, 400, 413, 426, 440) to Dodge Small Block 518 transmission. This is the adapter everybody is looking for. 6 bolt crank Cost $639.00, 8 bolt crank Cost $680.00

 

 

 

 

 

 

 

 

6 Bolt Crank

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8 Bolt Crank

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#700727GM. Cost $475.00

Approved to SFI Specification 30.1

This  kit includes;

  • A Billet Aluminum Adaptor Plate

  • All mounting hardware

  • Complete installation instructions

#T-78925. Dodge RWD Carrier Adjustment Tool. Fits 7.25" - 8.25" - 9.25" rear ends. Look forward to your next differential repair! Our wrench is designed to minimize time and frustration. Measuring at an overall length of 36”, we left plenty of room for all Dodge axle widths. Check out the fully machined hex. Notice the bevels at the edges of the tools driving surface to help guide it into the nut. The rear of the hex is tapered to ease exiting if the axle seal is installed during adjustment. The opposite end is machined to accept a 1/2” drive. Final tool assembly is completed using a high-quality TIG welding process to permanently join the pieces. A serious tool engineered for a lifetime of service. Cost $120.00

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_DSC2316.JPG (117108 bytes) #91P. Universal pump alignment tool. Works with all pumps. This tool comes with a chart, placing the pin in the correct numbered hole for that type transmission. This tool works in reverse, squeeze the clamp and place over pump halves then release for an automatic clamp. Cost $89.00

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Bench Buddy

#BB. Bench Buddy. Impregnated with a special super fine abrasive, Bench Buddy brushes easily remove small burrs and polish the inside of a valve bore with virtually no enlargement of the bore diameter itself. Each Bench Buddy kit features 4 different sized brushes. Cost $38.95

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  • Improves the surface finish of a bore by up to 50%

  • Restore smooth valve operation in seconds

  • Services bores from 1/4" to 1"

 

 

 

 

 

 

 

 

 

 

 

Accumulator Buddy

#AB. Accumulator Buddy. Impregnated with a special super fine abrasive, Accumulator Buddy brushes easily remove small burrs and polish the inside of a valve bore with virtually no enlargement of the bore diameter itself. Each Accumulator Buddy kit features 3 different sized brushes, 1-3/8", 1-5/8" and 2". Cost $43.95

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#1SD. Snap Ring Removal Tool. Magnetic & Hardened. Cost $39.00

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#76D. Derale’s Remote Automatic Transmission Filter Kits are engineered to work in conjunction with the OEM transmission filter. The OEM system prevents any foreign particles from entering the valve body or other internal components. Derale’s kit maintains the fluid, removing any varnish, sludge or contaminants. Cost $59.00

Doubles Transmission Life, Extends Time Between Fluid Changes, For All Automatic Transmissions

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#76F. Replacement Filter for the Derale remote filter. Cost $15.00

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Transmission 727 Viper - Level 2 727 Mega Viper - Level 3
Torque Converter #6D, available #6D, available
Stall Speed Your choice up to 2800 RPM with #6D. Your choice up to 2800 RPM with #6D.
Fairbanks TransAction Kit or Transgo Shift Kit Fairbanks Level 2 Fairbanks Level 2 or Transgo Level 3
Performance Low / Reverse Servo Yes Yes
Heavy Duty Band Strut Yes Yes
5 to 1 Intermediate Band Lever Yes Yes
Rigid Carbon Fiber Band No Yes
Flex Carbon Fiber Band Yes No
5 Red Eagle Clutches and Kolene Steels in Forward and Direct No Yes
2WD Price Small Block $1365.00, Big Block $1465.00 (plus converter on both) Small Block $1788.00, Big Block $1888.00 (plus converter on both)
Free Freight Up to $50.00 on Transmission and Converter. Up to $50.00 on Transmission and Converter.
Upgrades Cast Aluminum Pan, Powder Coating
Comment These are 2WD gas transmissions built for non-lock-up torque converters.
Note
These prices are for 1971 up 727 transmissions only. Add $100.00 for 4WD. The ones we have are 23 spline output and the shaft sticks out 9 inches past the case. These where used with a 203 transfer case. Cast iron transfer case adapter 8 3/8" long, $50.00.

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Superior Shift Correction Package

Even after a complete rebuild, internal leaks and normal case wear can effect a transmission's lube flow and operating pressure, changing the original calibrations and drastically reducing overall performance and longevity.  In addition, flaws and oversights in the manufacturer's initial design do not usually show up until a particular transmission model has been on the road for a few years. 

Superior Transmission Parts' Shift Correction Packages are designed and engineered to compensate for transmission wear and to address OEM design oversights.  Utilizing a combination of recalibrated springs, redesigned valves and field tested fixes, Shift Correction Packages can help clean up most common shifting problems and improve overall performance by working to bring the unit back to and beyond original factory specifications. 

#KTF / TC. Fits all 1962 up 727 and 904 transmissions. Cost $24.00 

This valve body kit deals with these problems:

  • Lockup shudder
  • Premature clutch failure
  • Premature band failure
  • Inadequate lube oil
  • Inadequate line pressure
  • Converter burn up
  • Weak 2nd and 3rd shifts

1.One kit does all 727, 904 through 999's, 1962 to 1995.
2.The Superior KTF-TC kit gives the option of choosing lock-up speed.
3.Delivers full time lube.
4.One kit will do regular, heavy duty and extreme heavy duty applications.
5.It addresses converter problems on all years.
6.An easy to use adjustment tool is supplied with each kit.
7.Case saving information is provided in this package.

Performance Automotive and Transmission Center
Order Now Toll Free, Monday to Friday, 7:00 to 5:00 CST
Transmission Order Line 1-888-8771008
Transmission Parts Order Line 1-888-2012066

Dodge 518 Conversion

This is how to replace your three speed transmission with a 1995 back A518 overdrive transmission with a three wire connector (gas). A 518 transmission has a 31% overdrive and will produce a 30 to 40% increase in gas mileage on the road over a three speed transmission. Remember overdrive is only 3rd gear high range anyway. There are two wire 518 transmissions out there, these have a non-lock-up torque converter. With this three wire setup you have a four speed transmission plus a torque converter lock-up feature. The extra gear is 3rd high range. We've been asked this question for years, so I decided to put it down in black and white. What we're actually going to do here is control the overdrive and torque converter lock-up normally controlled by the computer using one vacuum and two oil pressure switch. Instead of using an electronic speed sensor and throttle position sensor we will use a mechanical / hydraulic / electronic speed sensor and a vacuum / electronic throttle position sensor. This will be accomplished with the use of three GM parts and some trick wiring. The Chevy and Ford guys make the swap to overdrive all the time, it's time for the Dodge people to have the same option. Lets say you drive an average of 400 highway miles per week, at that rate you could save as much as $1000.00 per year on gas. This can be made to work with a diesel motor also with or without a vacuum pump and vacuum regulator.


#1. The center wire on the transmission is the hot wire and the two other wires are ground wires for overdrive and the lock-up torque converter. The front wire is the overdrive ground and the rear wire is the torque converter lock-up ground. You can get a three wire female connector from a junk yard or buy one from us.

#2. Run a 12 volt fused wire that turns on and off with the key to the vacuum switch, then to the center wire on the transmission connector. This is a normally open vacuum switch that takes 7 inches or more of vacuum to shift into overdrive and lock-up the torque converter and 3 inches or less of vacuum to down shift and unlock the torque converter. Lets say you're in overdrive going 54 miles per hour at very light throttle, when you press on the throttle and the vacuum drops below 3 inches the transmission will immediately shift back to 3rd gear low range without lock-up or even a lower gear depending on the throttle position.

#3. At the governor pressure tap on the transmission install a tee fitting for two oil pressure switches. Say a 44 PSI oil pressure switch for overdrive and a 52 PSI oil pressure switch for the torque converter lock-up. Or any other combination of switches you may want. At light throttle the transmission will shift into overdrive at 44 MPH and the torque converter will lock-up at 52 MPH. The pressure switches go on the outside of the transmission case in the governor pressure port. It's located on the right side, at the upper rear of the main transmission case. The figures on the pressure switch will only be correct if you have a stock tire size and rear end ratio.

#4. Run a wire from the front pin on the transmission connector to the 44 PSI oil pressure switch and a second wire from the rear pin on the transmission connector to the 52 PSI oil pressure switch. Now at 52 MPH when you step on the gas the transmission will shift back to third gear and the torque converter will unlock at the same time. It can't get any easier than this.

#5. Install a toggle switch in the overdrive ground wire. When the switch is turned off you will have 1st, 2nd and 3rd low range, exactly like a 727 transmission with the same ratios. When the switch is turned on you will have 1st, 2nd  and 3rd gear low range plus 3rd high range. When the toggle switch is on the transmission will immediately shift into overdrive at light throttle over 44 miles per hour whenever it’s in drive range on the gear selector. Once in overdrive the transmission will not come out of overdrive until the overdrive solenoid is turned off, or the vehicle speed goes below 44 miles per hour, or the vacuum drops below 3 inches. The only electronic parts on a 518 transmission are the overdrive and torque converter lock-up solenoids.

NOTE: People make this swap all the time, but I've never heard of anyone doing it correctly. They drive down the street flipping a toggle switch on and off at every stop. This setup works automatically.

NOTE: The way governor pressure works is 1 pound of pressure per square inch equals 1 mile per hour unless someone has changed the tire size, or rear end ratio, or governor springs and weights. The vacuum switch acts as a throttle position sensor and the oil pressure switch acts as a speed sensor.

NOTE: Use a lock-up type torque converter if possible, this could get you as much as 5% better gas mileage and the transmission will run much cooler. Running cooler will make the transmission last longer.

NOTE: You can also run the torque converter ground wire through the brake switch if needed.


The #4 tap is the correct one.


Throttle Valve Adjustment

#6. A 518 transmission has a throttle valve cable (pressure cable), it must be hooked up and adjusted correctly. You can get the cable and brackets from a junk yard. If you have a 727 transmission now this linkage may work. The correct adjustment on the T V cable or linkage is minimum throttle pressure at minimum throttle. In other words no slack in the cable at idle and it must start to pull immediately off of idle.


Other Modifications

#7. When going from a 727 transmission to a 518 transmission the driveshaft will need to be cut about 3 and 1/2 inches. The swap may require some driveshaft tunnel modification on some cars. You will have to fabricate a new crossmember using the old crossmember ends because the transmission mount is lower on a 518 transmission than a 727 transmission. The stock Dodge truck mount is very tall, some extra room can be gained by using a biscuit-type Camaro or Mustang mount. See pictures below. In the 1st picture notice the 518 transmission has a larger tail area. The second picture is the crossmember ends cut off ready to be reused. In the 3rd picture notice the transmission mount area has been lowered.

Click here for 727 to 518 swap wiring diagram. wpe5E.jpg (35923 bytes)

     

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The 3 above pictures are a 1970 Dodge Dart Swinger A-Body.

Incase you haven't noticed Chrysler Cars are the hottest thing going on the market as witnessed by the 1970 Plymouth Hemi Cuda that sold for $2,000,000.00 at the Barrett-Jackson auction on 1-21-2006.


PATC 727 to 518 Conversion Kit

#727518. With these four parts you can convert your 727 transmission to a 518 overdrive transmission with locking torque converter. Lets say you drive an average of 400 highway miles per week, at that rate you could save as much as $1000.00 per year on gas, not to mention the 31% reduction in RPM. Your new 518 will have automatic shifts into overdrive and lock-up, no toggle switch needed. Now with adjustable vacuum switch. The instructions are at the bottom of this page. (11-25-06. I just saw this kit on the Internet by the copy cat competition for $1654.00.) Cost $85.00

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PATC 727 to 518 Deluxe Conversion Kit

#727518DK. This is the fully electronic no vacuum needed deluxe kit for the 727 to 518 swap. Made for diesels without vacuum and big cam gas motors with low vacuum. Comes with two governor speed sensors, throttle position sensor, electronic control unit, carburetor bracket and a shift solenoid pigtail. It is 80% pre-wired. What this kit does is makes a 518 transmission shift without a computer. Can be made for a non-lock-up torque converter for $18.00 less. Cost $325.00

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727 to 518 Video Installation Instructions, Click Here

 

 

 

 

 

 

 

 


#71V2. Universal adjustable vacuum switch for any application that may benefit with its use. Unlike the GM switch that has been available for years, this switch allows the vacuum trigger point to be adjusted between 6 and 22 inches of vacuum. This switch can also be wired-in to be normally open or closed. $39.00

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Vacuum Switch With Wire, (OUT OF STOCK). Cost $83.00
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Vacuum Switch, (OUT OF STOCK). Cost $59.00
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Pressure Switch, Cost $23.00
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Pressure Switch

 

 

 

 

 

 

#79Y. Dodge Slip Yoke. Fits 1990 to 1995 A518 transmissions. 6 inch shaft by 1-5/8 inch. 1-9/16 cross by 1-1/8 cap. Cost $135.00

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_DSC2468.JPG (241570 bytes) #79M2. 518 / 618 two wire Pigtail connector for overdrive. This part has never been available before. Cost $25.00

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#79M. 518, three wire Pigtail connector for overdrive and lock-up. Cost $20.00

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#79CLF. Early type GAS cooling line fittings. Cost Each $4.00

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#79TV. 727 / 518 / 618 Lokar Throttle Valve Cable. Cost $76.00

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Gear Ratios First Second Third Forth
30RH / 904 2.74 1.54 1.00   ---------
32RH / 999 2.74 1.54 1.00   ---------
36RH / 727 2.45 1.45 1.00   ---------
42RE / 42RH 2.74 1.54 1.00 0.69
500 2.74 1.54 1.00 0.69
518 / 618 2.45 1.45 1.00 0.69
46RE / 46RH 2.45 1.45 1.00 0.69
47RE / 47RH 2.45 1.45 1.00 0.69