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got the 727 out...

How they work, how they don't work, and how to fix them

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Postby BC847 » Wed Jan 28, 2009 7:39 pm

RSWORDS wrote:Another question... he has a 5.0 apply lever. To much? I've read on gasser forums that it sometimes will drag the band when shiffting into 3rd.

KTA wrote:The 5-1 applies too agressively for a low rpm high torque diesel. They are much more prone to breaking bands and bending struts and the 4.2 is plenty to hold the power and it does it in a more controlled manner.


As found here ~ http://1stgen.org/viewtopic.php?t=3791

:)
David

1993 12mm VE Fueled W250 CC, Green
12.67 @ 103.35
Your basic farm truck ;)
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Postby RSWORDS » Thu Jan 29, 2009 6:19 am

Thanks David!

I've finaly got that head apart you gave me. :lol: Gonna drop it off at the Machine Shop this weekend.

Another question. The rear Sparg (overrunning clutch) should I go for the upgraded bolt in one or a stocker gonna be okay?
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Postby sdstriper » Thu Jan 29, 2009 4:11 pm

RSWORDS wrote:I talked to him last night about this. He told me its a crap shoot :D

I asked if he would upgrade and he has said he has never seen one let go himself but he has heard of them failing. He said he never had a problem in any of his tranys and they were/are in 8 second cars/trucks. He kinda left it up to me. :D

Another question... he has a 5.0 apply lever. To much? I've read on gasser forums that it sometimes will drag the band when shiffting into 3rd.


The 5.0 lever is too much. Georends doesen't even recommend the 5.0 lever, too harsh. Upgrade the strut though...

That overrunning clutch will be fine if your not doing burnouts in 1st gear at high rpm... That's when the crazy internal rpms and literal grenade action have happened...
1989 D250, 727, 3.07, BHAF, 4" exhaust, Usual Suspect Gauges, tuned VE, OSPP
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Postby Richie O » Thu Jan 29, 2009 4:29 pm

sdstriper wrote:
That overrunning clutch will be fine if your not doing burnouts in 1st gear at high rpm... That's when the crazy internal rpms and literal grenade action have happened...


I guess you have not seen how he treats his truck. :lol:


I know I have held low one at 3600 or so. I guess thats bad huh??? 8)
1989 W250 727, 3.07 L/S, S300, P/S Intercooler, Stans exaust, Pump adjustments, 127k miles,297 hp
1993 W250 extended cab, rag, 4.10 l/s, 6x16's, HTT 62/71/14 piston l/p, Isspro EV series tach, fuel pressure, boost, oil pres, water temp, volt, pryo, 132k/ 301 hp
1992 W250 with NV4500, 3.54's, 16cm 60mm GDS H1C, ground stock cone, Isspro tach, pryo, boost, fuel pressure, slow, rusty, dented,180k
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Postby RSWORDS » Thu Jan 29, 2009 7:49 pm

Richie O wrote:
sdstriper wrote:
That overrunning clutch will be fine if your not doing burnouts in 1st gear at high rpm... That's when the crazy internal rpms and literal grenade action have happened...


I guess you have not seen how he treats his truck. :lol:


I know I have held low one at 3600 or so. I guess thats bad huh??? 8)


I treat my truck like a lady... Granted its a type of lady I would never take home to meet the parents but a lady no the less!
I don't do burnouts at high RPM in first gear... I do them at high RPM in third gear... and If I had a 4th gear I would do them there... :D
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Postby KTA » Thu Jan 29, 2009 8:33 pm

Actually if you have a regular valve body and are in 1st gear manual Low, not 1st gear drive, then the overrunning clutch isn't really doing anything as the low/reverse band is holding it instead. So if you want to do crazy stuff with less fear of destruction just start in manual low and column shift the gears. 8)
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby Richie O » Thu Jan 29, 2009 10:01 pm

KTA wrote:Actually if you have a regular valve body and are in 1st gear manual Low, not 1st gear drive, then the overrunning clutch isn't really doing anything as the low/reverse band is holding it instead. So if you want to do crazy stuff with less fear of destruction just start in manual low and column shift the gears. 8)


Is that how I should do boosted starts? With it in low then shift up? I always wondered if it was better one way or the other. I don't mean spinning I mean drag racing.
1989 W250 727, 3.07 L/S, S300, P/S Intercooler, Stans exaust, Pump adjustments, 127k miles,297 hp
1993 W250 extended cab, rag, 4.10 l/s, 6x16's, HTT 62/71/14 piston l/p, Isspro EV series tach, fuel pressure, boost, oil pres, water temp, volt, pryo, 132k/ 301 hp
1992 W250 with NV4500, 3.54's, 16cm 60mm GDS H1C, ground stock cone, Isspro tach, pryo, boost, fuel pressure, slow, rusty, dented,180k
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Postby GO OVRIT » Thu Jan 29, 2009 10:19 pm

RSWORDS wrote:I treat my truck like a lady... Granted its a type of lady I would never take home to meet the parents but a lady no the less!
I don't do burnouts at high RPM in first gear... I do them at high RPM in third gear... and If I had a 4th gear I would do them there... :D


Bobby, I think there's still some signs of that Lady down Almondsville...and the straight stretch between there and Jeffs house. 8)
92 W250 ext cab 518, big sticks, a-1000, PDR HX40, 4" exhaust w/aeroturbine, pump tweaked, K&N filter Tims Cooler tubes and 3" i/c, gauges
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Postby RSWORDS » Fri Jan 30, 2009 8:53 am

KTA wrote:Actually if you have a regular valve body and are in 1st gear manual Low, not 1st gear drive, then the overrunning clutch isn't really doing anything as the low/reverse band is holding it instead. So if you want to do crazy stuff with less fear of destruction just start in manual low and column shift the gears. 8)


So if I have a reverse manual VB (that applys the low/reverse band in 1st) I should be okay right?
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Postby RSWORDS » Fri Jan 30, 2009 8:54 am

GO OVRIT wrote:
RSWORDS wrote:I treat my truck like a lady... Granted its a type of lady I would never take home to meet the parents but a lady no the less!
I don't do burnouts at high RPM in first gear... I do them at high RPM in third gear... and If I had a 4th gear I would do them there... :D


Bobby, I think there's still some signs of that Lady down Almondsville...and the straight stretch between there and Jeffs house. 8)


mike your not helping... lol
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Postby RSWORDS » Fri Jan 30, 2009 8:55 am

PToombs wrote:I don't think the clutches look bad at all. They're just a little dark. If they were cooked, they'd be blue. ;)


I saw the clutchs yesterday pete... they are blue in person. lol
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Postby fergavs » Fri Jan 30, 2009 2:00 pm

I tore the sprag area right out of the 727 in my big block 2wd dodge. When I did the rebuild with new case I opted for the bolt in sprag to stop this from happening. My builder also told me to use low/1st gear when launching hard. I realize I am spinning 5000rpm on the big block but its still worth doing while your in there.
1990 Dodge D350 Duallie 2wd, Piers ported, ringed,HD springed,ARP studed head,S300,PS IC,Custom EDM's,Max Spool 2 Cam,BD built 47RH auto,Meth,5" Exaust, AD 150, Punched VE Mod,2 Stage Nos,etc.
92 4x4 47RH,06 Turbo,6" with 40's on 20's,6" Stack
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Postby bgilbert » Fri Jan 30, 2009 2:56 pm

Well hell I thought I'd read you were replacing the 727 with a getrag!
Bill Gilbert
85 D350 crew with 90 6BT intercooled Getrag 3.07's
93 D350 single cab Getrag 3.54's.
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Postby RSWORDS » Fri Jan 30, 2009 5:31 pm

bgilbert wrote:Well hell I thought I'd read you were replacing the 727 with a getrag!


I dont know what i'm doing from day to day... :D
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Postby RSWORDS » Mon Feb 02, 2009 11:15 am

Got some good stuff for the NP205...

Image

Tranny should go back in Saturday... I cant wait!
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