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The AC mounts should be no problem, and the flex plate will be the same too. But the torque converter is counterbalanced on the 360's so either get the torque converter you have balanced to suit, or a simpler job, pick up a 360 torque converter and slip it in. Keep in mind that if you have an...

That's a nicely deep drilled crank.....

From what I understand, there isn't even a need to flip the pistons on the rods, simply put the whole assy in upside down, the rod itself is the same shape regardless which way you put it in.

Pan should look like this.

I just had a thought, your car is a factory big block 72 fury isn't it? Could you take a pic of rear of the diff to show us? I cannot believe it has an 8 1/4 in it.

It could be an 8 3/4 but more likely to be a 9 1/4 rear end, plenty strong for what you want.

Chrysler is fine yes, no probs there.

72 to 73 is the same also, but the 1970 Plymouth core support is not, it wont fit.

That bolt in the cover needs to come out first before the cable will pull out. Put the nut back on the bolt and screw it down till the nut is flush with the thread, then tap it with a hammer to loosen it. Once the bolt is out, you shouldn't have any troubles working the cable out of the housing.

Crank will be unbalanced now too, will need custom balancing to compensate for the loss of metal.

Closed chamber heads will give you higher compression, if you go with later heads expect to lose some compression. If it is a burnt valve i recommend getting hardened seats fitted. 516 heads are not that common anymore.

Undo the passenger mount too , that way you can jack the engine higher to get some extra clearance.

Its usually stuck because of an O-ring on the shaft housing that is in the block, simply get a screwdriver between the oil pump and block and work it free. It will come.

I have used 904 lines on a 727 before, simply try it with the motor and trans out of the car first to check the fit. As for different cars with longer wheelbases, that has no affect on the distance between the transmission and the radiator.

MM Imperial has all different sheet metal body too in that case, it wont look right at all. It would be easier to take the convertible components from a fuselage car and convert an Imperial coupe.

The Imperial frame is in fact a D body and is longer than the C body frames. Are you looking for a replacement frame for your car?

If the car is running well and slowly losing power, I would imagine it could be something like a timing chain stretching or something more. How many miles are on the car?

Might be some info here that could help regarding what the neutral switch will do? Dodge 518 Conversion. 727 to 518 Transmission Swap Information.

I do remember someone did a long write up on doing an overdrive conversion for our cars and it goes into all the details you need to make it happen and what pitfalls to watch out for. I just cant remember who did it, maybe another member can pitch in here?

They are out there, FOR SALE - Fresh 383