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More reliable- no. Able to withstand more abuse- probably. Not really the same argument unless your MO consists of severe abuse. I have personally seen /6 engines run for days with no oil and at high RPM.

No.

What was the last year for the RH? I want to say 95 or 96, right?

Patco (I think) had some pretty good documentation on the RH and RE OD and lockup stuff.

Didn't they also paint them in black and white stripes? When I was going through 727B's like cheap beer on a hot Florida day, I really wanted a Fairbanks built one.

2.94 is a step up from the much more common in 8.25 carrier 2.76.

I think the ring and pinion would sell. That's a popular and somewhat hard to find ratio for that axle.

I used this on my 904. Seals great. Even reused it once. Make sure the areas around the bolt holes are as flat as possible. They do make a 727 version IIRC. TRANSMISSION OIL PAN GASKET for CHRYSLER 904 - #RG-4295875 | eBay

Both of my D100's have 8.25 axles Both were 225, 833 OD trucks. The 1980 has 5 on 4.5, the 1987 has 5 on 5 bolt pattern. Oddly enough, the 9 1/4 axles from Dakota R/T trucks (I have one and a spare axle) are wider than the D 100 axles!

On a "29" body (Duster, Demon, Dart Sport) and 67-69 Barracuda, no wheel issues- run any wheel you want. I had 75 Charger 15x6.5 rally wheels on the back of my Duster with that B body axle. It looked like it should have left the factory that way. Puts the rear track in line with the front...

Coronet Charger Belvedere Satellite

I've called them chunks for almost 40 years.

I've actually had better reliability with 904's than with 727's. As for 3.55 gears- I had no problem with 3.55 behind a 383 and L 60 15 tires. The folks I ran around with that ran 3.91's always complained if we had to go anywhere at freeway speeds. Not me.

Pontiac "8 lug" wheels/drums have 5 "lugs" on the axle flanges-

Note to self- mark UP the plates I have that will be going to my swap meet parts pile.

Neat piece. So, the reverse lock out does still work?

Kickdown is NOT shift point adjustment. Be super careful messing with the kickdown. There is only one "right" way. Leaving it loose is the easiest way to cook a Mopar trans- specifically third gear.

...or the easiest possible solution to a problem.

Last I bought was at wally's and was $8.50. I need some more and priced it at Advance yesterday- $13. Gonna look at wal-mart today. I like the gallon idea.

Aren't they flat on the side?

Is a "case stretcher" needed like a gm housing?

73 seems way too early to have a mod for 2.4x gears already built in.

Is 97 the year the splines changed? IE 97 is the first year of the different spline count.

Yep Easy

The main issue with formulations that are fundamentally different is- -don't mix them. if you have a fresh build you can basically use whatever you want (within reason and respect to the actual specifications), just don't "top it off" with something else that's not forward/backward compatible.

Still valid info.

Unless you're building a strip or street/strip car why wouldn't you want to keep the lockup converter for better MPG?

IIRC- 741 in everything utill mid year '68, then 742 for a brief stretch, and by '71/'72- 489 in everything. 3.55 741 extremely common in A series vans and trucks with 225 engine. My research suggests 742 actually has the most difficult to find gear selection.

Do truck axles have holes and/or a pad to mount a pinion snubber? I've pulled quite a few 3.55 chunks from A-100 vans and trucks.

There's always F/M/J body 8 1/4 axles. Every 5th Ave I've seen has one. ...but they are usually a 2.45 gear.