BUILD THE UL­TI­MATE, TOUGH­EST TORQUEFLITE

WITH A&A TRANS­MIS­SION COM­PO­NENTS, YOUR TORQUEFLITE CAN BE BUILT TO HAN­DLE MAS­SIVE AMOUNTS OF HORSE­POWER.

Mopar Muscle - - Contents - BY DAN FO­LEY • PHOTOS BY THE AUTHOR AND A&A TRANS

With A&A Trans­mis­sion com­po­nents, your Torqueflite can be built to han­dle mas­sive amounts of horse­power.

When we be­gan search­ing for an A-727 Torqueflite to hold up to the 825hp Ray Bar­ton–built Street Hemi go­ing in our ’65 Coronet, we found most trans­mis­sion com­pa­nies claimed their units could only sup­port up to 650 nat­u­rally as­pi­rated horse­power. These same com­pa­nies do of­fer trans­mis­sions and com­po­nents for Brand X folks that can han­dle over 1,000 hp. What’s a Mopar guy to do?

We called A&A Trans­mis­sion. It of­fers the kind of hard-core com­po­nents that’ll en­able the Torqueflite to with­stand power level rat­ings of up to 1,600 hp. En­ter Rick Al­li­son (pro­pri­etor of A&A Trans). We know of no man on earth who has ded­i­cated the years of re­search and de­vel­op­ment to pro­duce the parts to toughen-up the Torqueflite trans­mis­sion. In to­day’s world of race- and street-driven, high-horse­power buildups, it’s now pos­si­ble to con­struct a Torqueflite with A&A Trans com­po­nents that’ll take the abuse and stay to­gether. And should you decide to go on the HOT ROD Power Tour or Drag Week, an A&A for­ti­fied Torqueflite with a Gear Ven­dors over­drive unit would lower en­gine rpm for nice high­way cruis­ing on that dream road trip.

With nat­u­rally as­pi­rated high-horse­power com­mon­place and oth­ers with power adders (ni­trous, turbo, or su­per­charger), a se­ri­ous trans­mis­sion up­grade is crit­i­cal. Let’s be thank­ful a real Mopar guy like Rick Al­li­son has de­voted years of R&D to pro­duce the strong­est com­po­nents avail­able for us to con­tinue us­ing our beloved Torqueflite. Now that you’re read­ing this, you’re aware there are no ex­cuses for us Mopar faith­ful to use a Brand X auto trans in our Mopar mus­cle car.

Whether you’re run­ning a 904 or 727, and what­ever the power level of your com­bi­na­tion, A&A has the parts to keep your T-flite to­gether with­out the fear of fail­ure. In our sit­u­a­tion, we wanted to pre­serve our ’65 A-727 ca­ble-shift, slipyoke Torqueflite for our bench seat, col­umn-shifted “Cool Blue” Coronet project car. Here we’ll men­tion some of A&A’S Ul­ti­mate com­po­nents (300M steel-hard­ened in­put and out­put shafts, lighten bil­let steel drums, light­weight sun­shell, rear roller bear­ing sup­port, A&A’S ul­ti­mate boltin sprag, mod­i­fied front pump and sup­port with hard­ened front pump gears, bil­let ser­vos, bil­let five-pin­ion front and fourpin­ion rear plan­e­tary gears, ma­chined for Tor­ring­ton bear­ings, Kevlar bands and clutches, with many more com­po­nents you can read about in the cap­tions) that’ll for­tify our unit so there’s “no wor­ries” about de­stroy­ing our trans­mis­sion case with a cat­a­strophic ex­plo­sion.

Once we com­plete the buildup of our B-body, it’ll see chas­sis dyno test­ing fol­lowed with foot-brake strip test­ing. We’re con­fi­dent our well-built, su­per-tough A&A Torqueflite will be up to the task. Be­fore start­ing the build, we asked Rick if we could use an auto shift, or a for­ward pat­tern in­stead of a man­ual re­verse shift-pat­tern valve­body. Rick let us know that an auto shift or man­ual for­ward shift-pat­tern valve­body would only flow enough fluid and pres­sure to hold the high gear clutches with­out slip­page to about 550 and 650 hp, re­spec­tively. That’s the rea­son why we see the high-horse­power com­bi­na­tions use a man­ual re­verse shift­pat­tern valve­body, which has much more fluid flow and pres­sure to firmly ap­ply the Third gear clutch pack.

Pre­fer­ring a for­ward pat­tern for shift­ing a street-driven car, I asked Rick if he could de­velop a man­ual for­ward shift-pat­tern valve­body for our street driver. Thank­fully, Rick went ahead and put in a bunch of late nights to de­velop and build us a man­ual for­ward shift-pat­tern valve­body. This spe­cial-built valve­body will de­liver 66 per­cent more fluid flow of hold­ing power for the high-gear clutches. Rick as­sured us that the added fluid flow was

enough to han­dle our Street Hemi’s 825 hp. Af­ter all of the R&D, this high-horse­power man­ual-shift for­ward pat­tern valve­body is now avail­able for any Mopar ma­niac in­ter­ested (are you Slap Stick folks lis­ten­ing?). Rest as­sured, we’ll have plenty of con­fi­dence know­ing there’s a bul­let­proof A&A Torqueflite be­hind our high-horse­power Street Hemi. Fol­low along and check out how a se­ri­ously strong and re­li­able Torqueflite is built us­ing the tough­est com­po­nents.

16

At Chryslers at Carlisle we brought our ’65 A-727 Torqueflite to Rick Al­li­son of A&A Trans­mis­sion for a full high-horse­power buildup. Rick will for­tify our trans with su­per-duty com­po­nents he de­signs and man­u­fac­tures to eas­ily han­dle any­thing our 825hp Street Hemi can dish out. Here you’ll see what goes into an A&A Ul­ti­mate Trans­mis­sion.

Our A-727 was built with A&A Ul­ti­mate com­po­nents rated at over 1,600 hp. The trans was safely pack­aged, crated, and de­liv­ered a few months af­ter we dropped it off at Carlisle.

Here are a slew of the su­per-strong bil­let steel and alu­minum com­po­nents that’ll be go­ing into our A-727. Thank­fully, A&A has de­vel­oped and pro­duces these tough hard-core parts to make the Torqueflite ca­pa­ble of with­stand­ing the kind of abuse from to­day’s high-horse­power buildups, in­clud­ing ni­trous or blown ap­pli­ca­tions.

The Oem-sin­tered iron/pow­ered metal front drum has been known to ex­plode and de­stroy many Torque­flites. Here are A&A’S Ul­ti­mate bil­let 4140 steel front/high clutch drums, which are far su­pe­rior in strength. Our 727 trans will em­ploy the light­ened big pis­ton drum (right) for bet­ter clamp­ing force, Third gear shift, less ro­ta­tional weight for more power to the rear wheels, and no fear of drum ex­plo­sion.

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