727 vs 904

CudaFactHackJob said
Jeeze, who said not to use it? The point is; a basically stock 727 with a stock rebuild is stronger than a $1500 904. I know you guys have been pushing the 904 for years, and builders are making a ton of money off the special parts, but for 95% of the readers on here, a 727 is the only way to go. The problem is; folks are making their decision without even comparing a 727 clutch plate to a 904 plate. Just look at both rebuild kits and see the difference; that's about all it would take, but guys already have a 904, so they want to convince themselves not to cut a driveshaft and mess with different linkage. Lay a 904 friction on a 727 friction; then decide. Oh, and no more worries about cracked junk 904 converters.

Not disagreeing with this post. I just think you should build the 727 according to the intended use. The engine does not have to make a lot of power to break the roller clutch. An argument could be made that a stock 904 roller clutch is better than a stock 727 as it is riveted to the case. Although I agree the 727 has more clutch surface than 904, 5 clutches at high line pressure is sufficient for most performance applications using the 904.
When you use the word weak, I think of breakage of parts.
I do not know that it is correct to say less clutches in the front drum is weak. I think it has more to do with firmness of shift or slippage.
The 727 is a great trans. It just has a few weak potentially breakage prone areas at a certain performance level that the right version of 904 will not. The 999 version will not explode a drum, the roller clutch cannot spin in the case, and the front planetaries are steel on the splines. If you addressed those areas in a 727, then it is way stronger. But like you said for most guys on here the 904 is plenty strong enough and potentially cheaper to build, mainly because you don't need an aftermarket drum.
Other than that, I agree the 727 is much stronger.