572 engine, PG or 727 trans?

I'm working with a race team who is putting a 572 inch wedge (Indy block and heads) into a B body race car. Trying to decide to go with a PG or stay with the 727. I'm leaning towards the PG since they have a couple of other cars with glides in them so they have PG spare parts. Also, the PG can be built with an aftermarket case which is SFI legal while the 727 requires a blanket or shield. I'm not sure which will be quicker down the track. They bracket race so they car about consistency more than ET. My guess is that the PG should work just fine behind the 572 and it might be a tad bit more consistent since it only has one gear change.

I’m going to say powerglide all the way BUT aftermarket case have been impossible to find. At least the ATI cases. I have three of them with gearsers ranging from 1.68-1.98 and we tried to order one for my son and they told me they probably wouldn’t have any this years. Jegs charged my card so I canceled the order. You may want to check to see what is available.

If it's light I'd go with a PG, if not I'd be leaning to a SFi case TH400 or something of that ilk. An SFi TH400 is something I've been considering for our car, re-certifying or replacing blankets/ shields etc is just a monumental PITA at the moment as no-one has stock. Also, I've no experience running a PG but I hear correct converter choice is paramount.

What kind of "B body race car?"
Tube frame, back half, ladder bar, 4-link, weight ?

Depending on weight and chassis., it could benefit from either one.
But without more info, a 800 hp engine in a 3100 lb car with a good chassis would be a great bracket car with a PG and the right converter.
A 750 hp engine in a 3400 lb car with a good chassis could work well with a 3-speed transmission.

I am a dyed in the wool fan of Torqflites', but in this case I would go glide if possible. A Torqueflite loses consistancy due to the first shift coming up real quick and too much starting line ratio. If they can't find a glide trans then I would run a rear gear like a 3.73 to reduce SLR to about 9.0 with the Torqueflite.
I had to go to an airshifter on an RPM switch to get consistant times, and even with a well prepped track and 15x33 goodyears sometimes my 60 ft might vary by .01 or more.

My 572 runs a 727 with a 4.30 and 10.5 tires. It's done well in brackets and running index. This is the last time out. Couple of 60ft on the rear tire. First pass throttle pulled back. Last pass motor was wounded.
Doug

I'm jealous
I wish we could get that many runs in one day out here in the west
Wait, maybe if I could go more than one round I could

I would seriously consider a gear ratio change for the torqueflite. B-bodies would most likely be on the heavy side and all that weight is gonna be hard on convertors.

It is a gasser type of car with ladder bars and big tires. The 572 should make around 900 hp but it hasn't been on the dyno yet. I'm not sure on the car weight, maybe 3300 with the new aluminum engine. I think the car has 3.89 gears in the rear right now but of course those can be changed. It currently runs 9.70 with an iron block 505 so they are looking to step up next season. The new 572 just arrived from Best so they are getting ready to swap engines over the winter.

I am certainly no expert, but I think vehicle weight & engine power are critical for this decision. Assuming 900+ hp and under 3000 lbs for a track only car that runs on well prepped surface the powerglide will be less expensive to buy, less expensive to maintain, and slightly faster with the right converter. If the car is heavy, less power, or needs 2nd gear launch for no prep then a 727 or TH400 may be better.

If you do go with the 727 at least buy it from a super-stock racer like i did, great trans ! .........but now i would go with the PG.....and parts ................. good luck.

Call Dave or Darren at Pro Trans. 661-940-7400 and ask them about the gear ratios they would use in one of their 3 speed tranny for that car, I know they offer a 2.20 low gear and I think they offer higher low gear set than that like a 1.80 ratio also
i have friends who race in the P.S.C.A. heads up series with a lot more power than that that ran their, Pro Trans, tranny and love them

If its a bracket car then I would ALWAYS say a Glide, those who think weight matters to a glide need to buy a better glide. I personally have a Joels on Joy Proflite in my 3500+ lb Savoy and its been quite consistent as well but was not really built to bracket race so much. Ones less shift is one less opportunity for an issue.

In that application,if they are serious, Glide.

Hate to say it but it"s like the old 9" vs. 8.75 or 60 debate. Glide has been developed and supported in the aftermarket so much more and offers so many advantages, it's a no brainer.

Converter development, options and availability, Cases. Parts. Gear ratios. Even the cost for a top shelf unit.

Buddy just put a 1.68 gear in an old 2400# ladder bar car with a 555. Made it much more manageable.

I love the Torqueflites, but if you're gonna race and not just play, you gotta use the right stuff. Watching The Million over the weekend. It's nasty out there.

I like the idea of the “all new” trans built with all the components designed for the rigors of drag racing.
So, budget allowing...... a TH400 or PG based combo would be my choice.

900 hp, 572 CID will have plenty of torque to get that car moving with a PG.
I highly recommend the aftermarket case (with bell). All the guts should be aftermarket at that level, so there is some choice of 1st gear ratio. Like a straight cut 1.80 gear set. And the Turbo style input shaft with matching converter.

If starting from scratch - I would go with a glide. Could probably build a spare for what a 727 will cost to run at 900hp.

C4

I started out with a 727 in the challenger i had years ago. The car was 2640 with me in it. I had issues getting the car to repeat, i put a 2.28 low gear in the 727 which helped some. i ended up putting a 1.80 glide in it, the car picked up a tenth and was a good bracket car after the switch. the car had a 572 (572-13 head) etc. car ran the best of 8.24 @ 165 with 1.15 60'

It’s about time you got here. Aren’t you retired like most of us old timers. Lol 😂

Yeah that is my thinking also. These guys have the budget for new parts and they like to tow every weekend to a race so it seems smart to use the good stuff rather than recycle old passenger car parts.

Must be comedy to supplement his retirement.

I agree. I'm going to recommend that they get a quote from their transmission supplier for a PG. They'll have to make some changes to the car to fit a PG but nothing difficult for a race team. New driveshaft, shifter and crossmember should cover it. I'm assuming the Mopar starter will bolt right back in if the case was built correctly.

Glide for sure Especially when using ladder bars

Since breaking my 499, and working on building a 563, my Jerico would be a ticking time bomb. Starting from scratch, I wouldn’t even consider a 727. Either a TH400 or Glide. Why not start with an aftermarket case, and much better parts? Better options for gear sets. Options are endless. After weighing out all my options, I came to the best option available...

I ordered a Clutchless Liberty 4 Speed.

Who likes working on their bracket car, not me

I see lots of worries about the 727. Mine runs stock input and output shafts, stock input hub, 3 pin planets. Though I did go to a steel front planet after stripping 2 in aprox 725 passes. It does have aluminum drums and a home modified sun shell. Stranded me 3 times in 9 years. 2 of those were me being to cheap to invest in a steel front planet. The other was an aftermarket aluminum front clutch carrier failure. Who knows how many passes it had. I traded for it used. It was easily repaired and is still in service. Not that there isnt a time and place for a TH400 or a glide. But my 727 has certainly served me well. Doesn't kill clutches or band either. So basically it has a good front drum, Super sprag (though it never hurt the stock one), steel front planet. Like I stated it has some other used aluminum stuff. Front clutch carrier and a rear drum. But neither of those do I consider stronger than stock.
Doug

At least something is going in the right direction these days. That is great news and I am exited to see it! I have so many questions.

FMX...behind every planetary set in a Lenco 4-speed

: D

I'll post a new thread when it arrives. I was very close to pulling the trigger on a ATI TH400 for the car... Would not spend one dime on a stock case transmission at this power level.

Nice! lol

Same here. Still running my ole 727 with plenty of street miles. Knock on wood so far so good. May try the billet 2nd gear launch valve body for my next upgrade. Anyone else with results of one of those valve bodies? Good or bad?

Contact Pro Trans (661-940-7400) and talk to Dave or Darren about a Pro Flyte (a well kept secret about one of the best drag racing trans out their) for that car

What's the difference between a Pro Flyte and a Torqueflite?

The parts and cases, call them for more info please
The Proflyte is a all out drag racing tranny with multiple choices on the ratio and is suppose to be (I've never own one yet ) very easy to maintain at the races and change gear ratios at the track also
A good friend of mine ran one for years in a very fast PSCA 10.5 Outlaw car in SO CA , it wasn't a Mopar but it did end up with a Brad Andersen #8 billet blown Hemi motor in it

Is the Proflyte a SFI case? Or is it a remachined 727 case?

727 case. No one makes an SFI Torqueflite case at this time. Most Proflites are 727 cases with 904 internals amongst other rollerized components. Nothing different as far as regular 727 maintenance other than it probably has to be done more often. As far as the whole multiple ratio thing...A&A has a whole gamut of ratios available in their catalog. Being easy to change ratios at the track....no easier than a standard 727. ProTrans, A&A, Joel's on Joy, and A-1 amongst others all build their own version of a Proflite.

I can understand using something like that when it comes to Class racing, and a 727 case is required, but in a Bracket car, I see no reason it's a better option? How much does a trans like that cost? Seems like no one wants to say...

Probably after the converter and shield it's up there with an Equalizer only less durable

Gus

Those guys I'm talking about made a 2900 Lb. car run 6.17 at 234.+ MPH on a 10.5x33x16 tire with one of those trannies.
They had switch from a Mikes Monster Glide to the Proflyte when they were running a Ford motor in it with a lot of NOS, they later switch to twin torbos and them to crank driven Pro Charger on c16 and Q16. BobR was involved with that deal for a long time and he finally convince the car owner to switch to a Hemi
I'm almost sure they don't use any stock parts in that tranny including the case, call them and find out

I am around three ProFlites (two from A1 one from Joels,) and all of them are stock case, its the only option. FWIW they are used in cars with over 1000hp and so far knock on wood no issues. As for adapting them to other applications there are a few ways. I like the A1 adapter best myself. There was a truck pull guy working on an aftermarket case but it was HUGE and heavy not sure if it ever came to fruition.

I've been told by Super Stock guys to budget $6-8k for a Proflite. Used ones seem to go for $3500-5k. At the same time, I was also privy to a conversation where a Mopar S/S racer claimed to have $30k in switching over from a 727 to a Liberty.

As far as the SFI case, I never heard anything more about it either. I believe the truck puller who was doing them was from Missouri or thereabout? I'm not sure if any were ever cast, but there were CAD drawings for them. It was definitely investigated.

I can guarantee it doesn't cost 30K to install a Liberty in a car. Weighing out my options, and a well built TH400 was $3500 more then a Liberty, after adding every single thing up.

I saw a post on F.book a while back from the truck puller guys that were going to have SFI cases for the torqueflites built, said it was DOA due to the company they were going to get the cases from had been contacting many transmission companies also trying to get someone to bite, so they dropped it.

A Lot of us would love to get an SFI case, I have a lot of good parts that would really like a stronger case around them .... we have a few cars with up to 1400 hp behind them, with no real breakage,
but yes... there needs to be a stronger SFI case made.

This is where going to PRI makes a difference. I talked with a manufacturer of SFI trans cases, and asked if they had any plans to build a SFI case 727. They told me I was the first one to ask about it. People can talk about them all they want, but face to face time with the companies that actually make stuff is where it's at. That question needs to be asked over and over.

If it was affordable, Rick Allison would do it.

I seem to recall that the case guy was in contact with Keith Long. Part of the reason it fell apart was the guy couldn't find a foundry in the US that would work with the small volume this guy wanted.

Go powerglide and don't look back.

Would a 727 case from a diesel application be a possibility? Guys have been running some serious torque through these I believe, and torque is what breaks things.

Who has broke a stock 727 case from any reason other than sprag failure? If so, at what power level?
Doug

I believe most want the aftermarket case for its SFI certification….. no more ill fitting or unobtanium trans shields. At least that’s all I can see as a need for them in the 727 circles.