In the Forward Look Owners Club group on Facebook, Matthew Brignola writes:
Is it possible to transplant a 383 auto out of a 65 Polara, with the column mounted cable shifted auto 727, into a 58 Coronet that currently has a 325 push-button?
Original plan was to buy an aftermarket auto floor shifter, but because I’m a dummy, my brain prematurely moved that data to the trash bin.
Jim Rawa replied to a commenter:
You can use the 65 valve body without issue, you adjust off the N position and simply never get to the second park/neutral position. I have around 30 65 valve bodies in service in use in 57-59s.
And then replied directly to Matthew:
Ok here’s the complete answer, Matthew.
Yes: if you already have a TF you have the proper selector, if you had a powerflite, you’ll need the TF selector, buttons, and plate.
You can use any 62-65 904/727 with the legacy TF selector. The original iron era 59-earlier cable won’t work on 62-65s, but in cases of people using the 62-65 in late 59-61 swaps, the cable can be used (late 59 started using the adjusting wheel cables)
The best cable to use is the 63/4 Chrysler cable for all 57-59 upgrades. You adjust your cable to the neutral position. Someone mentioned changing the 65 valve body to a 62-64 VB but that’s unnecessary, 65 has an additional position/detent ahead of R for park, that position is simply not used.
I perfected a method to use the original pull brake to operate park, simply requires some re-engineering to create a cantilever system to “push” the cable to operate park instead of pulling the cable to activate the parking drum shoes. That cable will also be 63/4 Chrysler. The B body cables are on the verge of too short without having tight radii and re-routing. The C body cables are slightly longer than the 57-9s as far as routing so it makes an easy and cleaner install- over factory cable routing!
For the engine you’ll need 58/9 B mounts from a Plymouth/Dodge chassis (118/122 wb). Senior body (126”wb) mounts won’t work. Or simply modify your Dodge A series mounts- fabricate new ears to position the engine, then fab your trans mount standoff.
You’ll need a 58-64 car oil pan to use stock mounts, they’re now readily available and inexpensive.
If you use stock B engine mounts, you won’t even need to fabricate a driveshaft if you can source a 70 Chrysler driveshaft. Probably 70-74 or even more apps but I’ve specifically used 70 New Yorker shafts in 122” wb chassis drivetrain swaps 3 times since I parted 3 70s for 440s over the years.
I can type another 20 minutes with every little detail and tricks I discovered during R&D building FLs with 62-65 727s.
Here’s the trans mount/perch. I have a pattern for it if you use stock mounts, I’ve loaned it out probably 20 times now and also cut out a dozen for people but not in the position to get to the plasma table until later in the year. You use an abundant 68-up GM trans mount, 2 bolt. Just look up 70 Chevelle or go online and type in GM trans mount. Endless options will pop up!
What are the chances the time was 7:27 looking this up as an example!!!
If you plan to “build” the 727, a standard upgrade I do is use 68-up input/pump/drum section. This offers several upgrades, namely upgrades to to a 24 spline input shaft which is stronger for builds over 600 ft-lbs of torque and opens the doors to a wide variety of torque converters. The 62-67 has a thinner 19 spline shaft which is fine, just limits converter choices and raises their prices. Pretty sure we’re friends on here, just look through my build albums on my personal page. Any question anyone can pretty much ever have about building these cars is all spelled out in pics and vids.
Oh yeah, your Speedo cable… also for 63-64 Chrysler.. one caveat, the Speedo end “nut” is too shallow, cut it off, 2 things you can do to swap your original deep nut: get a new Speedo end terminator, remove the original, put the 57-9 nut on, then crimp on the new end OR take the thinnest cutoff wheel you have (a dremel is the best as they have .020 thick discs) and slit the nut, slowly expand it to work off the original cable, put it on the new and slowly close it to the original diameter with a channel lock plier. I’ll see if I have some pics of that too.
A few more pics of the x member perch…
There’s a 65 727 behind the 1025hp Demon 170 gen 3 in a 58… only thing 65 about it is the case, tail housing, output shaft, and modified 65 valve body.. the rest is “upgraded” !
