A518 improvements

[josehf34]

I think my TF727 is starting to demand a rebuild, I feel like there's some slippage because if I accelerate to WOT I don't feel a proper response even at wot I don't feel the kickdown doing it's job (no matter how the TV linkage is setup), so maybe is time to install the A518 that I have waiting in the basement

My goal is to have between 400 - 450 HP and >= 450ft/lb of torque out of my 360, I like how my TF727 gently shifts through all gears but I want something more aggressive that can take approach of the engine build. I was thinking about a shift kit for the A518, is it a good idea? what shift kit could work better? I've read that trans go kits are the most reliable kits in the market

My tranny is a lockup unit and I've read about some mods to enable the tranny to manually lockup in any gear, has anybody tried this before?

 

[65sporty]

You don't want to lock it up until 3rd or 4th gear, I like trans-go kits that's what my trans guy uses.

 

[Furiousone]

When was the A518 produced. I've never heard of it. Why would you want to lock up the 3rd and 4th gears?

 

[Slantsix]

Wikipedia quote.

A518 (46RH/46RE)[edit]
The A518, later renamed 46RH (hydraulic controlled governor pressure) and 46RE (electronic controlled governor pressure), is an A727 derivative with overdrive, in the A500 ilk. Starting in 1990, it was used in some trucks and vans. The overdrive fourth gear ratio is 0.69:1.

Gear ratios:

1 2 3 4 R
2.45 1.45 1.00 0.69 2.35
Applications:

• Dodge Ram pickup and vans 150/250/350 V8 engines (DGT)
• Dodge Ramcharger SUV 1988-1993 5.2L & 5.9L V8
• Jeep Grand Cherokee 1998 5.9L
• Jeep Grand Cherokee] 1993-1995 5.2 V8
• 1996 Dodge Dakota V8 (Also 98-03 Dakota 5.9L R/T)
• 1998-2003 Dodge Durango 5.9L V8 (4WD or 2WD)
• 1998–2003 Dodge Dakota R/T
• 1994-1995 Dodge Ram 2500/3500 V8
• 1995 Dodge Dakota 5.2l magnum v-8
• X-1995 Dodge Ram Van 2500 5.2L Magnum V8

 

[Furiousone]

Ok, that's why I've never heard of it. Hmm. . . overdrive will get you better gas mileage and lower rpms at highway cruising speed, right?

 

[josehf34]

When was the A518 produced. I've never heard of it. Why would you want to lock up the 3rd and 4th gears?

I think would be nice to lockup it in any gear just for WOT and avoid any kind of slippage under this condition or maybe going on an uphill

Wikipedia quote.

A518 (46RH/46RE)[edit]
The A518, later renamed 46RH (hydraulic controlled governor pressure) and 46RE (electronic controlled governor pressure), is an A727 derivative with overdrive, in the A500 ilk. Starting in 1990, it was used in some trucks and vans. The overdrive fourth gear ratio is 0.69:1.

Gear ratios:

1 2 3 4 R
2.45 1.45 1.00 0.69 2.35
Applications:

• Dodge Ram pickup and vans 150/250/350 V8 engines (DGT)
• Dodge Ramcharger SUV 1988-1993 5.2L & 5.9L V8
• Jeep Grand Cherokee 1998 5.9L
• Jeep Grand Cherokee] 1993-1995 5.2 V8
• 1996 Dodge Dakota V8 (Also 98-03 Dakota 5.9L R/T)
• 1998-2003 Dodge Durango 5.9L V8 (4WD or 2WD)
• 1998–2003 Dodge Dakota R/T
• 1994-1995 Dodge Ram 2500/3500 V8
• 1995 Dodge Dakota 5.2l magnum v-8
• X-1995 Dodge Ram Van 2500 5.2L Magnum V8

Yep, mine came out of a Dodge Ram 1996 318 V8, for this upgrade the best option is to find a unit with hydraulic valve body instead the electronic one

You don't want to lock it up until 3rd or 4th gear, I like trans-go kits that's what my trans guy uses.

Why not? I've read that the lockup clutch could wear pretty quickly but maybe with a better converter I'll not have this kind of problem, what you think?

Ok, that's why I've never heard of it. Hmm. . . overdrive will get you better gas mileage and lower rpms at highway cruising speed, right?

Yep, right now I've 3.55s in the rear and I don't do too much highway, but when I do is very annoying have the engine at 3500 RPM going at 65mph, and even I think I really need to fix my tranny problem so why rebuild the old TFT727 if I already have an A518 with lockup waiting in the garage

 

[Furiousone]

I am not familiar with lock-up or these types of trannys. These are for vans and trucks. I didn't know that 3.55's would have your rpms that high at 65. I was considering 3.91's or 4.10's for my Fury. For a Sat. night I would choose 4.30's or even 4.56's. The 4.56 ring and pinion is for 1/4 racing? What starts the 1/8 mile gears usually? I had like 5.86's in my 1/8 mile Dart.

 

[josehf34]

I am not familiar with lock-up or these types of trannys. These are for vans and trucks. I didn't know that 3.55's would have your rpms that high at 65. I was considering 3.91's or 4.10's for my Fury. For a Sat. night I would choose 4.30's or even 4.56's. The 4.56 ring and pinion is for 1/4 racing? What starts the 1/8 mile gears usually? I had like 5.86's in my 1/8 mile Dart.

3.55s wouldn't have to have my rpms that high but as I posted in the first post I suspect my tranny is slipping so maybe that's the reason

According to this tool: RPM & Speed & Gear Ratio Visual Calculator my RPMs should be something between 2900 and 3000 RPM going at 65 with 235/60R15 tires

 

[Furiousone]

That looks like a useful tool. Thanks for the head's-up.

 

[65sporty]

The factory only locks the converter in 3rd and 4th, not sure if there is any benefit to using in in 1st and 2nd

 

[josehf34]

The factory only locks the converter in 3rd and 4th, not sure if there is any benefit to using in in 1st and 2nd

I'm a bit confused about the shift kits, does every shift do the same? or is there a specific shift kit for each application?

 

[Furiousone]

Locks the converter? I know that a trans brake locks reverse and first gear to do the launch at the tree. If you lock 3 and 4th, you can't get into your last 2 gears. This is over my head, I think.

 

[70bigblockdodge]

You do not want the trans shifting with the converter locked, hard on clutch packs and second gear band. Converter slippage at wot is negligible so no actual benefit would be seen. The front half of your transmission is just like a 727 so a transgo kit will work they have extra parts for some of 518 differences but I would contact them to be sure they are the best kit period. I do not remember the start up year for electronic govenor, I thought 95 but it may be 97, if yours has electronic govenor it's a no go in non electronic car unless you build a controller. I think your rpm's at 65 with 3.55 will be 3000 in their you have to multiply driveshaft rpm by .69 to get engine rpm with converter locked.

 

[65sporty]

Locks the converter? I know that a trans brake locks reverse and first gear to do the launch at the tree. If you lock 3 and 4th, you can't get into your last 2 gears. This is over my head, I think.

The trans doesn't lock, the torque converter has a clutch inside that locks it solid so it doesn't slip. You know it when it does not unlock it is like not pushing in the clutch on a manual trans when you come to a stop and will stall the engine.

 

[cantflip]

That clutch inside the converter is famous as the weakest clutch in the transmission... the ONLY time I would want to see it lock up is nice highway cruising if it's behind a built engine.

Or you can see if you get really good at flushing the clutch material out of your valve body and cooler and how fast you can R&R the transmission to replace yet another one.

If you want MPG... don't build a 4-500 HP old school engine. If you want to cruise in comfort, by all means the lock up will help, especially when the gears are low... but to keep the lock up alive, it should NEVER be used during heavy load conditions. IDK if the overbuilt diesel converters are even a possibility, try these guys they have taken good care of some of my friends...

Welcome to Monster Transmission | We Build More Than Transmissions, We Build Relationships

 

[Furiousone]

A little off subject of the A518: how much lighter is the A-833 than the 727 and was there a year of A-833 that was lighter than the others? Thanks.

 

[300rag]

A little off subject of the A518: how much lighter is the A-833 than the 727 and was there a year of A-833 that was lighter than the others? Thanks.

I tried to reply to this question in the other thread, but by the time I had typed it, you had the thread locked. It isn't lighter. I didn't know either, but it took only a minute to find out

Let me google that for you


727 vs A-833 Weight [Archive] - Plymouth Road Runner Forums

Just wanted to put it out there that this weekend I weighed the following:
1969 727 Transmission w/stock transmission pan (no converter, no transmission fluid, etc.) - 126 lbs
1967 A-833 Transmission 18 Spline (no bellhousing, no clutch, no linkage, no rods, etc.) - 113 lbs

I imagine that once the following ancillary items are taken into consideration for each type of transmission, that they would more or less weight the same?:

727 - Torque converter ( 15 lbs) + 9 quarts of transmission fluid ( 16 lbs ) + transmission lines (1 lb ) + transmission cooler (1 lb) = +/- 33 lbs
A-833 - Bellhousing ( 25 lbs?? - this is a guess) + clutch ( 10 lbs - this is a guess also) + 4-speed linkage ( 5 lbs - also a guess) = +/- 40 lbs
Total weight 727 = 126 + 33 = 159 lbs
Total weight A-833 = 113 + 40 = 153 lbs[QUOTE/]

 

[70bigblockdodge]

A little off subject of the A518: how much lighter is the A-833 than the 727 and was there a year of A-833 that was lighter than the others? Thanks.

I do not know exactly but not much with cast iron bell housing and a11" clutch. They did make a aluminum case overdrive but I would not put it behind a big block.

 

[celticwarlock]

Bear in mind that an A-518 is physically larger than a 727 and you may find that your floor / transmission tunnel will have to be enlarged to make it fit.

 

[CHARLES374]

Has anyone put one of these transmissions in a C- Body ?

Bear in mind that an A-518 is physically larger than a 727 and you may find that your floor / transmission tunnel will have to be enlarged to make it fit.