What are my auto trans options other than a 727?

What can go behind a 440 based big block for street strip, 650hp might spray it not sure. I need to buy a custom converter now so it is the time to think about a trans also. I was thinking t 400?

Just out of curosity, why not a 727?

If you have NOTHING hard to not go with a Turbo 400.

Look at it realistically. A shifter is a shifter, a converter a converter, valve body, etc so those parts are a wash on cost. A turbo 400 core for basic parts will likely be cheaper than the 727. You buy a Reid or ATI case with a Mopar bell, no adapters needed. Nor will you need to buy shields or blankets to cover that 40 year old stock case.

Now, if you have a shop full of 727 parts, it's hard the justify the 400 at your power level, but if not, 400 is the easy choice. Better trans, better converter selection, better parts selection

Monty will the 400 go in the same space as a 727, an A body for instance?

I'm just asking, I've been out of the car for twenty years and a lot has changed. I'm not sure if my 727 is good after sitting all that time, not sure how good it was when it was parked. It's going in an F body.

I like the no trans shield and I'm looking for reliability, this is a mid to low 10 second street car that will get driven.

The 400 has a long maincase extending rearward, so I think you are going to be at least cutting the torsion bar crossmember out of the trans hump.

Not a problem on F body.

n20mstr has a 400 in an A-body. He would be the one to answer about the fit

While I haven't sat the two side by side, both the 400 and 727 would be required to have virtually the same main case length and dimensions, because both are 3 speeds and you need the room you need to get the parts in it. The 400 has a lot shorter output shaft and tail housing. I THINK it would be a no problem fit, but don't know that for sure

I don't know if a TH400 will fit in the stock transmission tunnel. Might have to do some work there. You would probably have to fabricate/redo a transmission crossmember. You would have to redo your driveshaft or have another one made. Hopefully it wouldn't hit the headers. Doubt the speedo would work if you need that. The main thing a TH400 gives you is the ability to buy a heavy case. Wish the 727 had that.

^^^^^^^^^and more ratio selections along with better converter selection, plus it's lighter

Both the turbo 400 and the Ford C6 have three sets of planetarys correct? More drag = less HP, correct? OP, Call Dave Smith at 661-940-7400 and ask him about either his 904 race parts in your case or one of his Pro Flytes, lots of different ratio and very effecient and fast

For comparison, a 727 case is about 16".

The 400 will have an intermediate clutch pack and center support that adds extra length. I'm guessing that the bell housing would be deeper since there is a lot of talk about GM converter cores being thicker and/or better giving them better options.
AG.

Here are some Mopar diagrams:

R.

T400 is a little smaller but the case is longer, 727 is more shaped like a funnel. That said the original "frame" rail / t bar crossmemeber will need to be trimmed where is passes over the trans. I cut mine back about 1/2" and then boxed it back in with 16ga sheetmetal. Then just run a straight crosmember across between frame connecters and your done.

Since you already have the 727, get it rebuilt to handle that HP. Pic the convertor you want, and run it with a blanket.

CSI sheild is a better choice. The blanket hangs in the shifter cable.

I have no idea about a stock 400 case. But the Reids I sell are much heavier than 727. Much heavier than powerglide too.

Our 2 speed, Reid cased 400, with all billet internals, weighs within ONE pound of what our 10 clutch, Reid cased power glide weighed. If it was a 3 speed, obviously it would be heavier, but either is well lighter than a 727 with a blanket or shield.