Braided kickdown cable for the Chrysler A727 TorqueFlite that replaces factory rod linkage that will not clear an aftermarket intake or swap.
A 727 that upshifts at 15 mph like it is in a hurry to get to third, will not downshift when you stand on it, or lost its kickdown rod the day the big block got a tunnel ram, a blower or a different exhaust manifold, needs its throttle linkage fixed before anything else. The Lokar KD-2727HT is a braided, Teflon-lined, cut-to-fit replacement for the factory rod and bellcrank on the Chrysler A727 TorqueFlite, the heavy-duty three-speed used from the early 1960s through 1990 behind Mopar big blocks, Hemis, 360s and trucks, and in many Jeep applications. It is also the common answer when a 727 goes into a chassis it never came in.
Chrysler called it the throttle or kickdown lever, but it does three jobs. Turning the lever on the left side of the case rotates the valve body shaft that moves the throttle valve and, at the end of its travel, the kickdown valve. Throttle pressure from that valve works against governor pressure on the 1-2 and 2-3 shift valves, so more pedal means later shifts. It also feeds the regulator, so line pressure, and the clamping force on the front and rear clutches and both bands, rises with throttle. The factory pressure test shows the range: about 54 to 60 psi in Drive at 1,000 rpm, climbing to a 90 to 96 psi maximum when the lever is swept to kickdown. A disconnected or short-stroked lever leaves the unit at the bottom of that range no matter how hard the engine is pulling.
The factory 727 manual puts low fluid at the top of its no-upshift list, followed by throttle linkage adjustment and kickdown band adjustment, so check those three first. Raise the car and work the lever by hand: it should rest fully forward at idle, travel smoothly to its rear stop and have no wobble on the shaft. If you have a gauge, tee into the line pressure port and sweep the lever; pressure that will not rise toward the 90 psi range says the throttle circuit is not being stroked. The full test sequence, including governor and servo checks, is in our 727 diagnosis guide, which also explains why a 727 has no shift solenoids to blame.
Built for the Chrysler A727 three-speed TorqueFlite in carbureted or throttle body applications. Lokar lists it with a 48 inch housing that you trim on install, made in the United States. The kit attaches to your existing kickdown lever, so reuse the factory lever and make sure it is tight on its shaft. The transmission end bracket mounts on the lower driver-side tail housing bolt. The small-case 904 uses the separate KD-2904HT, so confirm your case before ordering, or send us the year, engine and transmission number and we will check it. More parts for the unit are in our 727 TorqueFlite collection.
If the unit has been driven a long time with the linkage off, expect glazed clutches and a worn kickdown band; the ATP TMS-14 master rebuild kit covers the soft parts. For firmer, better-timed shifts after the linkage is set, the TransGo TF-2 Gear Command kit is the usual street choice. Service the unit with ATF+4 or the Dexron-type fluid it has been running, checked hot in Neutral.
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On a 727 the kickdown lever also strokes the throttle valve, so yes, it does the job a TV cable does on later transmissions. It sets shift timing and raises line pressure with throttle, not just the passing downshift.
Lokar's instructions cover the 727, 904 and 518, but the cable part numbers differ. This KD-2727HT is the 727 version. The small-case 904 uses the KD-2904HT.
A Lokar cable bracket and springs for your carburetor or throttle body, and the factory kickdown lever on the transmission. The cable, trans bracket, adjuster, fittings and hardware come in the kit.
Yes. With the lever not being stroked, throttle and line pressure stay at their idle values, so the clutches and bands apply softly under load. Repeated slipping shifts glaze and burn the front clutch and the kickdown band.
There should be no preload at idle; the lever rests fully forward. At wide open throttle the wire should be taut with the lever at full travel, without stopping the throttle from opening fully.
