727 with 904 parts vs A Glide

Any body ever weigh them curios of there weight?

For reference, my stock case Glide with a JW BB Bell and deep pan is 123lbs. The Glide does have dump valves so that's probably a few pounds with the solenoids and lines.

Not 904 internals, but my 727 with a JW BB bell and deep pan is 150lbs for reference.

I can tell you my glide conversion to "B" engine is heavier than a production 727. The JW bell adds some weight to everything. My conv. uses a GM based bell. I have a 1/2" midplate/adapter. Also 8" to 8" the GM converter is 'thicker'.

My all aftermarket glide weighs 106 lbs. Reid case, Sonnex 1.58 gear set, ATI aluminum pump and billet valve body.

The PowerGlide weight will depend on a lot of parts you pick (and pay for).
The cast iron valve body is very heavy, and transbrake valve bodies are available both cast iron and aluminum.
Steel or cast iron drum vs aluminum drum.
JW bell, and my stock style crossmember mount has some weight too.

My PG trans weighs 129 lbs with J.W. Ultrabell for big block Mopar. Includes cast iron transbrake, deep pan, 7 clutch ATI steel drum.
You can get a PG down to about 100 lbs with aluminum valve body and aluminum drum, etc.

Never weighted mine but it sure is nice to go from big block to small block in five minutes

Whatever happened to the JW BELL that adapts a 904 to a BB ?

TONS cheaper than putting 904 internals into a 727 case

Some of the stock 904 parts won't take a lot of HP
Knowing which racing parts to replace is the key to not failing

That is the setup that 440Jim has in his pics. Same setup I have used for many many years.

Keith Long has had a 904 with an Ultrabell behind a 496 in a B body for a few years now. The only failure so far was I believe the input shaft. He has someone making hardened shafts for him now.

He can't get bellhousings anymore.

904 behind a BB in a B-body? must be super light.

Man that's light