Compare Chrysler TF 727 Internals With IHC Guts Currently I have several TF 727 rebuilds going on in the shop. One of 'em involves converting a Dodge 440 motorhome tranny to a Scout II output shaft/transfer case adapter for a D20. And of course, the Dodge tranny will be completely "built" for a competition-only mud drag rig. Based upon the amount of email I receive on this subject..let's see if we can answer some questions AND use FACT to illustrate some of the differences found in many of the variations of these slushboxes. First...not all Chrysler "motorhome" 727's have the so-called "low gear set" as standard. While there may in fact be some out there, they do NOT ALL use any planetary ratios any different from the passenger car and truck variations across the board! So...if you are looking for a poorboy approach to the "low gear" solution for a 727 by acquiring a Dodge motorhome version to rob the planetary system from, you may be disappointed once it's gutted out! However...in the case of the transmission I'm currently converting, it DOES incorporate a somewhat "stronger", four pinion planetary set (only the rear carrier is shown in the pic), as opposed to the three pinion planetary set as used in both fullsize and Scout II versions of the 727. Again, this feature is part of the speculative "I thinks" that are commonly kicked around regarding the "motorhome" trannys. Second topic...output shafts. There were MANY variations of the "tailshaft" used on these trannys, depending upon intended application. Some unique ONLY to Chrysler, some to IHC, and some to AMC. The "front end" of all TF 727 output shafts are basically the same/interchangeable, though there were detail design changes made over the evolutionary life of this unit. It's the rear section of the output shaft which has many variations which precludes a simple "swap" of external componentry. The shaft on the left is the Dodge motorhome unit, this one incorporates a tailhousing that is UNIQUE to the motorhome application. It also uses a splined yoke retained by a nut, most Chrysler apps of the 727 use a "slip yoke" at that point which rides in a bushing in the tailhousing. Also note it's overall length...and it's NOT the longest one available (for a Chrysler app). The center shaft is from a fullsize 727 as used in squarebody pickup/Travelall apps. As may be seen, overall it's IDENTICAL to the Scout II shaft shown on the right, EXCEPT for ONE difference! Note the areas with the dimensional callout. That is where the shaft rides inna BALL BEARING (NOT a bushing). But see the difference in the shaft O.D. at that point? The bearing for the fullsize shaft is a "standard" item. The bearing for the Scout II which is mounted in the transfer case adapter is a SPECIAL bearing! Notice that the shaft is reduced in O.D. at that point as compared to the fullsize shaft. All other dimensions of the two IHC shafts are the same. So you can see, that in order to "convert" a fullsize output shaft to use with a SII/D20 transfer case, the shaft must be machined to the proper bearing mount dimension. However, that makes it impossible to use the output shaft from a Scout II 4x4 application, in a fullsize tranny since it's alredy to small in O.D. to make that swap. Purpose here is to show what needs to be considered when doin' boneyard forays for TF 727 stuff with the idea in mind of mixing and matching parts. I'll add to this thread over the next few days as these various projects evolve. This is the first opportunity I've had myself where I have examples of three DIFFERENT 727 slushboxes tore down!