A518/46RH ? Arrrg!!
07-23-2007, 11:28 PM
#1
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A518/46RH ? Arrrg!!
So when I'm looking in the FSM regarding rebuilding my heap's transmission, am I to refer to the 46RH instructions?
The FSM never mentions an A518 specifically by that designation.
Naturally, the 46RH instruction deals with a lock-up converter.
The FSM never mentions an A518 specifically by that designation.
Naturally, the 46RH instruction deals with a lock-up converter.
07-24-2007, 12:41 AM
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After research... http://www.redrider.us/727_transmission.htm
Oh, well, will you look at that... Apparently there is such a thing as a "three wire" A518 which does have lock-up.
But all A518's behind the Cummins are "two wire" and do not have lock-up.
Which leads to a whole host of questions that I have no previous knowledge of even existing, and that I am even less prepared to answer.
But as for which manual to use, I guess it depends on what you're doing with the transmission...
Oh, well, will you look at that... Apparently there is such a thing as a "three wire" A518 which does have lock-up.
But all A518's behind the Cummins are "two wire" and do not have lock-up.
Which leads to a whole host of questions that I have no previous knowledge of even existing, and that I am even less prepared to answer.
But as for which manual to use, I guess it depends on what you're doing with the transmission...
07-24-2007, 12:46 AM
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After research... http://www.redrider.us/727_transmission.htm
Oh, well, will you look at that... Apparently there is such a thing as a "three wire" A518 which does have lock-up.
But all A518's behind the Cummins are "two wire" and do not have lock-up.
Which leads to a whole host of questions that I have no previous knowledge of even existing, and that I am even less prepared to answer...
Oh, well, will you look at that... Apparently there is such a thing as a "three wire" A518 which does have lock-up.
But all A518's behind the Cummins are "two wire" and do not have lock-up.
Which leads to a whole host of questions that I have no previous knowledge of even existing, and that I am even less prepared to answer...
07-24-2007, 01:11 AM
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Heaven's no, I'm not offended. I'm just totally surpised that gasser 518's came with lock-up.
Now I need to know how hard it would be to modify a "two wire" A518 to a "three wire" A518, what these wires are that they're talking about, why they didn't put lock-ups behind the Diesel in the first place, and what differences exist between the two breeds beyond lock-up (i.e. will following the manual on a three-wire 518 ever get you in trouble if you're working on a two-wire 518).
Your epipheny brought up a whole donkey cart of questions. The "PATC 727 to 518 Conversion Kit" that is listed on the link I posted, for example, is awfully alien to my pre-established notions...
Now I need to know how hard it would be to modify a "two wire" A518 to a "three wire" A518, what these wires are that they're talking about, why they didn't put lock-ups behind the Diesel in the first place, and what differences exist between the two breeds beyond lock-up (i.e. will following the manual on a three-wire 518 ever get you in trouble if you're working on a two-wire 518).
Your epipheny brought up a whole donkey cart of questions. The "PATC 727 to 518 Conversion Kit" that is listed on the link I posted, for example, is awfully alien to my pre-established notions...
07-24-2007, 01:45 AM
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This thread could get interesting real quick when some of the tranny gurus wake up in the mornin' and get ahold of this! (Not saying the above posters arent tranny smart) This is the first I've heard of this too, but I doubt it'd be a simple swap, especially where auto tranny parts are concerned going from gas to Diesel. I'm betting the gasser trash would end up puking real quick due to torque levels it was never designed to operate in!
But, I'll keep watchin' this thread
But, I'll keep watchin' this thread
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07-24-2007, 07:00 AM
#9
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Now I need to know how hard it would be to modify a "two wire" A518 to a "three wire" A518, what these wires are that they're talking about, why they didn't put lock-ups behind the Diesel in the first place, and what differences exist between the two breeds beyond lock-up (i.e. will following the manual on a three-wire 518 ever get you in trouble if you're working on a two-wire 518).
This thread could get interesting real quick when some of the tranny gurus wake up in the mornin' and get ahold of this! (Not saying the above posters arent tranny smart) This is the first I've heard of this too, but I doubt it'd be a simple swap, especially where auto tranny parts are concerned going from gas to Diesel. I'm betting the gasser trash would end up puking real quick due to torque levels it was never designed to operate in!
But, I'll keep watchin' this thread
But, I'll keep watchin' this thread
Clear as mud? Good, hope I didn't confuse too many people.
07-24-2007, 07:17 AM
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When McMopar serviced my tranny, he was surprised that the VB included the machining for a lockup solenoid... but I'm pretty sure he said there was NO provision for the internal wiring... 
07-24-2007, 07:41 AM
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Also, The input shafts between a lock up and non lock up are completely different and do not have the same number of splines. I found it was less costly to find a lock up tranny and swap it than it was to buy the needed parts to make my non lockup 518 a lockup tranny.
07-24-2007, 08:27 AM
#13
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Another thing to look at is the length of the torque converters. I believe the non lock up t/c's are a half inch shorter. That means you would need a different adapter to bolt up the tranny to the engine if you change to a lock up along with the other stuff.
IMHO it would be wiser to get a 47rh from a second gen and do some tricks with the wiring to get the lockup to function.
IMHO it would be wiser to get a 47rh from a second gen and do some tricks with the wiring to get the lockup to function.
07-24-2007, 09:38 AM
#14
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Here's the thread in the sticky for those who are interested.
https://www.dieseltruckresource.com/...d.php?t=114702
I agree with scottmn1, you can probably buy a whole rebuildable trans for the price to buy just the parts needed to convert an A518 to lockup. I picked up a 47RE for $300, when I got inside there was really nothing wrong with it, I wound up converting that into a 47RH using some of my A518 overdrive parts.
07-24-2007, 10:29 AM
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I agree with scottmn1, you can probably buy a whole rebuildable trans for the price to buy just the parts needed to convert an A518 to lockup. I picked up a 47RE for $300, when I got inside there was really nothing wrong with it, I wound up converting that into a 47RH using some of my A518 overdrive parts.
A518 vs 46re vs etc...? Please?
