What type of fluid is recommended for a stock 727 auto?

Thanks

Dexron lll was the specification, but Type F has better friction properties.

Type F only
Works good, last a long time

ATF+4 is the best ATF you can buy. I won't use anything else.

Thank you all!

LOL! Well that pretty well cleared everything up.
I think most options were covered.

Grab a NA Beer,
go to that favorite chair,
and read until your inner geek is mellow.....

http://dastern.torque.net/techdocs/nonlamp/982674.pdf

sample quote

After evaluating the robustness of Chrysler’s current ATF, it became apparent that virtually every aspect of the fluid would require an upgrade to provide "fill-for-life" performance. Therefore, the goal of the project was to develop the new ATF with shift quality equivalent to that of the current fluid but with
improved viscosity retention,
thermal oxidation stability,
low temperature viscosity properties
friction
and anti-shudder durability.
...snip...
To further demonstrate the enhanced oxidation stability of the new Factory Fill Fluid,
ATFs A, B and three other ATFs were evaluated in an extended test...
...snip...
The results of this evaluation are shown in Figures 5 and 6.
ATF C is the General Motors DEXRON-III Reference.
ATF D is MERCON-V.
ATF E is the Chrysler MOPAR ATF+ Type 7176 from 1993.
end quote

Figure 9 and Table 10 on friction values in Overdrive Clutch and Torque Converter performance
deserves more than a quick look

Best at what? This fluid is designed to impart some slippage when components are applied. Great for lockup converters to prevent shutter and superior lubrication for OD's where the gears are constantly running but maybe not the best for non-lockup 3-speeds.

You want an old, archaic formulation for your transmission fluid by all means use Type F.

Other than anecdotal claims there is no real benefit to it and lots of downside.

ATF + 4 became factory fill for all corporate transmissions including the 48RE, starting in the late 90’s.

There is no arguement that ATF solved much of our issues in electronically shifted and electronically modulated transmissions as well as hydraulic units like the 48.

We regularly saw 48’s with overs 200k miles and the clutches were still useable.
And that is seeing torque ratings higher than 95 % of anyone here is making.

In a 3 speed trans street or strip you won’t see any issues.

Elaborate. And no anecdotal claims.

When reading that 24 year old Lubrizol paper again,
the words
“fill for life”
caught my eye.

Are there 1999+ Chrysler transmissions where factory ATF+4 is not recommended to be changed, ever?

My fuzzy memory is that a few of the Mercedes
and/or Getrag auto trans
were “fill for life.”

What company’s trans fluids were in those sealed units?

I would not think that in 24 years
that there would not be ANY
atf improvements.....

Those fill for life claims are a little misleading. I believe it was stated for 100K miles under "normal" use. Nearly every single vehicle in use falls under the "severe" use catagory.

Guaranteed for life, filled for life, and life time warrantees all mean about the same thing.
When it breaks, its dead, and the Company's promises expired the day before.

The fine print also tells you how they intend to get out of any liability, fortunately few read the fine print. It was guaranteed to meet the manufacturer's satisfaction, and they were happy with it as soon as you signed the paperwork. They are hoping it will last long enough for you to think you got good service out of it and will come running back to get the next one. Just add a company name to the guarantee.

Type F

You first

I use that fluid in my 2006 Cummins powered 1-ton 4x4 truck, Dexcron/Mercon in my wife's 1996 Toyota Camry.
type F in all my race tyranny's including Powerglides
the new stuff wasn't designed to be used in them

In simple terms (for Sniper), ATF+4 costs considerably more than type F and this is significant when purchasing 10+ quarts for an initial fill up.

Some people seem to think that the latest version of everything is "the best", and maybe so in their opinion, but is it really needed? Newer fluids are formulated for OD and lockup...the OP's 727 has neither. Lockups need a friction coefficient that prevents converter clutch shudder and added lubrication properties for the OD gears that are in near-constant operation.

Putting +4 in a 727 is kinda like putting 93 octane gas in a /6 i.e. it'll work but is the added cost of benefit? As to the factory recommendation that +4 is "backward compatible" and therefore is the correct fluid for everything all the way back to the iron Powerflite...is that the best advice or is it just a way to alleviate the need for dealers to stock several different fluids in the service bay? Methinks it's the latter.

OK Sniper, your turn, tell us about the "downside".

Anyone that uses the Mopar ATF+4 in their old style 727’s, 904’s, C6’s, turbo 350’s, and 400’s, and powerglides has to much money in their wallets and want to lighten it up some. Lol