first look at a 727 sfi 2 piece case!!!!!

https://www.youtube.com/watch?v=gdPfEIqFXNA

Wondering if it will fit in a stock tunnel ...Looks beefy and pricy.

Case and bell is 2,200 and I also doubt it will fit in a stock tunnel.

Looks unlikely that it will fit on a E Body without raising and/or widening the tunnel. I know a couple of guys who have swapped to TH400 types (B bodies) and they had to modify the tunnels any way.
I'm going to go with some sort of aftermarket gearbox before we run the 655 with N2O so it's an option if it will take a lot of tq but at the rate we are progressing that's a long way off

If a car has enough power to need an SFI case retaining the stock tunnel isn't much of a stumbling block.
Doug

Agreed but what is the max a stock 727 case will take ? I was told around 1000lb/ft or 1200hp with an all out build but this was quite a few years ago. We'll be 1750 ish when the N2O is on.

My car got the floor cit during the build. Makes maintenance much easier.
Doug

727 cases don't "fail" unless something inside fails and exits the case. There are currently people out there 1600-1700hp in a 727. Stock case obviously. Once you get above that level, the converter core becomes the issue. You need a big enough converter to handle that high of power level (upwards of 2,000hp), and without a 5/8-3/4" mid plate, you cannot get a big enough converter core for a 727 without the use of the thick mid plate, which most people can't run, especially in a unibody with a stock crossmember location.

This SFI 727 case and bell housing was produced by FI performance years ago. In 2019, A&A was approached by FI performance about investing in the case, and selling the case for FI. The problem was, the case did not fit into a car with a stock floor and firewall. They showed FI that and in turn, would not invest or sell the case unless the issue was corrected. It does not appear they corrected the issue as you can tell from the video, the case is extremely thick and bulky. I highly doubt this will fit in anyone's unibody car without serious modification to the floor and firewall.

I caution anyone who wants to buy one of these until there is some feedback that it is working well for others. Just my opinion.

I just have an SFI bell and I still had to enlarge my tunnel to make it fit.

Cope said he will do a parts fitment, and check tunnel clearance. Wonder what it weighs compared to the turbo 400, or the 727?

Is it me, or does it look like it was built for the diesel world?

Its not just you, it seems to be rather obvious I would have thought.

Pretty sure that's not going to fit a stock tunnel on a race car....

If I remember correctly cope did say something about being cast on the 46 series plate form.

Looks like a waste of money. If a drum explosion will still go right through it and the stock case really isn't a weak point...what's the point? I'm sure the diesel guys making a gazillion ft. lbs. of torque can use it, but for most car guys...
Having to cut the car up to fit it ruins it for me, but I know I'm in the minority as far as that goes.
Before I spent that kind of money on a 727, I'd use a different transmission w/ better options.

Considering the huge opportunities for the aftermarket on the late model stuff, it's nice to see new products hit the market for these dinosaurs that we love.

If this case is going to be SFI approved - it will need to contain a drum failure - same as the bellhousing will need to contain a flywheel (i.e Flex plate & ring gear) - the case looks pretty beefy in that area and I would not doubt it could pass - but it still has to be tested according to SFI protocol to receive certification for both the trans case and bellhousing.

I can see this case is really focused on the diesel market and the use as a 727 replacement is kinda an after thought - the overall diesel market is much bigger than us old racers using a 727.

If I needed to go with an SFI case - I would go Turbo 350 or 400 where there is just a whole lot more developed internal parts available

You would really have to have your heart set on running a 727 to buy one of those cases. I appreciate that there are companies making parts for our beloved MOPARS but a 727 is not the most practical transmission for racing especially at that (projected) cost. In order to be SFI certified it must pass a High gear drum failure and meet certain criteria for object penetration. SFI test requirements It does not specify a (material, mfg or date of mfg) drum so it must pass with any commercially available drum (stock to Billet steel/alum). But if you have to use a case that (looks like it) weighs more than a stock case and then but a shield of some type around it what's the point? As a more robust case for the Big HP/torque diesel guys, looks like a great product. with all the different converter drives out there today there are many bullet proof, non-HP robbing alternative's if you're making the kind of power where case distortion/breaking is one of your issues.

It does really look like a diesel trans, but I think they missed the mark on the design...If they ARE trying to contain the aforementioned drum explosion. They should have built in a steel sleeve or band in there somewhere. I do not think the design they have will do that. If they had sleeved it under all that extra reinforcement, with a steel band, then I think it would send it out the bottom which would be safer than into the drivers compartment.

My car was the victim of an exploding drum on the launch, although I was not the driver that day. The guy that was, was lucky to still have a foot. Broke two bones in his foot, and threw the shifter into the back of the car and pepper the interior like it was shot up with buck shot. I had chunks of the housing in the car, and a bunch of the rollers from the sprag, plus a bunch of the hot fluid. Was a real scary mess.

It is a tough sell for the aftermarket. The PG and TH have become so popular that it is hard to compete with them. The 727 doesn't really do anything super special, and they are expensive to build for high powered cars.