That was an interesting article, thanks for the link. I'm going to go with the ultra bell rather than the adapter plate/spacer/flywheel route since the adapter is for a small block case and I have a diesel/V10 case. A couple of things that I have been trying to decide on is whether or not to spend the extra money for increased clutch capacity on this trans. Since it supposedly came out of a diesel truck it already has 4 front, 4 rear, 5 overdrive brake and 9 or 10 overdrive direct clutches, 5 gear front planet, 4 gear rear planet and the wide rear wrap band. I'm waiting for the tools to disassemble to overdrive clutch housing before ordering parts. The only thing I found wrong with it so far was the front band strut on the adjuster side had broken and fallen into the pan, so that band was worn out along with the direct clutch pack. The forward and overdrive brake clutches looked excellent, planetary and total endplay were within specs. Would it be worth it in your opinion to upgrade to a 5 friction direct pack (alto/raybestos etc.). Although I don't mind spending the money to make the trans super bomb proof, the fact that it was already designed to work behind a cummins with 5 or 6 hundred ft/lbs of torque makes me wonder if it would be an unneeded upgrade. I will do all the valve body stuff that is recommended either with a transgo or sonnax kit. I would like to keep the lockup converter, since it appears that there are companies making stronger ones out there along with some hybrid 12"clutch/11"converter models with high stall (well 2800 anyway). Once I get the ultra bell, I'm going to dummy up an extra BB 727 case with a pump and my current converter and take a bunch of measurements as to drive tube depth into the pump etc, then dummy up the ultra bell and the 47RE pump and compare. Hoping it will be pretty compareable between the two. Then choosing a converter should be pretty easy.
