Author Topic: A518 Overdrive Questions (Read 148367 times)

moper · « **Reply #75 on:** August 01, 2006 - 02:44:16 PM »

I read thru this whole thread..I'm no expert on 518s..but..I thought they were all lock ups, just some (early, thru '95) controlled by a button, some (after '95) by the PCM. No slapstick brackt can mount to any 518 tail. Brand or rebuilder doesnt matter, but, with some engineering, I'm sure the slap stic could be modified (possibly with a floor adjustment too) to work fine. When you are not "locked" thru the convertor, the trans will take any load. Once the convertor locks, all the power is going thru the clutch material in the convertor..which is at best the surface area of a 10.5" clutch. Over 500hp will slip it, and once it slips, it's all done. TCI used to be very good. They havent been good for about 7 years now in terms of quality control. Especially if you do drive it hard. I have rebuilt one for a customer, adn have another core on the shelf, a Street Fighter 727A, that is smoked as bad as the other was, and they were behind mild 340s. What I havent seen mentionned, that will work with all, is easily availabe, can handle 1200hp, and may require a small dimple in the floor, is a Gear Vender's OD unit. The G machine I'm working on has one. It's the best part of it, as far as I'm concerned. Drops 3rd gear from 3K to 2200 with a button push. You could I suppose use the "6sp" computer..I'm not that into them, but the OD is fantasitic. It works with the slap stic, and needs a shortened driveshaft. I think they list around $2300US. With mods and a drvieshaft, I'd think $3K installed would be more than enough. You wont break it, but you will need the 727 you have rebuilt. But, you can run any convertor. That comes in handy. A strong 518 lockup one will cost 3-4 times the price of a decent PTC tight 9.5". Just another thought...

tactransman · « **Reply #76 on:** August 01, 2006 - 02:54:29 PM »

NZ has been the Gear Venders route ........ believe me. Wait till he chimes back in.

tactransman · « **Reply #77 on:** August 01, 2006 - 02:56:09 PM »

Moper, the object would be to not have the lock up clutch engaged when you have the foot to the floor.

If you are referring to my post that is why I don't want a lock up. They do exsist.

Carlwalski · « **Reply #78 on:** August 01, 2006 - 05:08:08 PM »

Quote from: moper on August 01, 2006 - 02:44:16 PM

I read thru this whole thread..I'm no expert on 518s..but..I thought they were all lock ups, just some (early, thru '95) controlled by a button, some (after '95) by the PCM. No slapstick brackt can mount to any 518 tail. Brand or rebuilder doesnt matter, but, with some engineering, I'm sure the slap stic could be modified (possibly with a floor adjustment too) to work fine. When you are not "locked" thru the convertor, the trans will take any load. Once the convertor locks, all the power is going thru the clutch material in the convertor..which is at best the surface area of a 10.5" clutch. Over 500hp will slip it, and once it slips, it's all done. TCI used to be very good. They havent been good for about 7 years now in terms of quality control. Especially if you do drive it hard. I have rebuilt one for a customer, adn have another core on the shelf, a Street Fighter 727A, that is smoked as bad as the other was, and they were behind mild 340s. What I havent seen mentionned, that will work with all, is easily availabe, can handle 1200hp, and may require a small dimple in the floor, is a Gear Vender's OD unit. The G machine I'm working on has one. It's the best part of it, as far as I'm concerned. Drops 3rd gear from 3K to 2200 with a button push. You could I suppose use the "6sp" computer..I'm not that into them, but the OD is fantasitic. It works with the slap stic, and needs a shortened driveshaft. I think they list around $2300US. With mods and a drvieshaft, I'd think $3K installed would be more than enough. You wont break it, but you will need the 727 you have rebuilt. But, you can run any convertor. That comes in handy. A strong 518 lockup one will cost 3-4 times the price of a decent PTC tight 9.5". Just another thought...

As TTman said I'm installing a GV in the Challenger and have been for the last 5-6 months. MAJOR problems because we purchased the Autoshift unit which is new and GVs have never fitted it to a 727 before.
Long story short, we are designing and fitting it while they sit there and take notes for $0, angry I am, angry I am.

Thanks for your input.

EVIL72 · « **Reply #79 on:** August 01, 2006 - 07:49:30 PM »

NZ here's another company that doesn't require a trade in and includes up to a 2800 stall torque converter and can handles 500HP for $2199.00 (level 2 Viper kit) and says "The freight runs from free to $40.00 after freight discount in most cases." I guess the key word is MOST cases

Might be worth a shot
http://www.redrider.us/518_transmission.htm
I don't know anything about this company though, I'm just digging up info and HP parts links for when I go this route.

Carlwalski · « **Reply #80 on:** August 01, 2006 - 08:06:16 PM »

Thanks Evil, appreciate it. I have seen them however, I will call tomorrow morning to see if they are lock up or not.
I can't see on their page if indeed it is or not, maybe I missed it, did you spot anything?

I feel that either a non-lock up or lock up will be fine, I'm not out to beat any ET records and I was told by TCI that the difference is minimal at most. 1.70-60ft could rise to a 1.71-60ft when using a lock up. Like I said, minimal.

The only thing that is worrying me is the fact a Slap-Stik shifter/linkage won't couple up with any A518 trans.
I wouldn't get a cable shifter, though it may be necessary. With the hassle I've had with the Gear Vendors the last thing I want to do is start modifying the Cudas mounts and shifter linkage and cause more headaches while the Challenger is in the same boat. lol

At this point in time I have said to basically go ahead and rebuild my TF-727 to performance spec and retain the 3.23 gears in there now. I'll save about $1,500 US and I'm sure once we rebuild the trans from slipping and tune the carb, throttle linkage adjustment etc the Cuda will fly. Also, finding gears that don't whine loud has been hard in the past. Randy's Ring and Pinion however are the best we found and the Challenger is using one of there 3.91 Yukon gears.

Cheers,
Carl
NZ440R/T

EVIL72 · « **Reply #81 on:** August 01, 2006 - 10:04:57 PM »

NZ here's some more info on getting the slapstick to work with a 518 posted by one of our members named 1974Cuda360

Re:Any four speed auto tansmissions? � Reply #13 on: April 21, 2004 - 01:11:04 pm � Quote

--------------------------------------------------------------------------------

On my Cuda, the A-518 uses the factory slap stick floor shifter. You will have to do a few modifications to the linkage to get everything to work correctly, but the changes are easy kind of self explanatory. The main change is to a shifter linkage bracket that is mounted to the 727 that will not bolt to the A-518. You just need to modify this bracket to mount to the A-518 and everything will fall into place.

--------------------------------------------------------------------------------
Maybe 1974Cuda360 can post some pics of the modifed slapstick bracket.

Also I found a post on another site of someone that got a 518 to fit in an E body without cutting out the upper tranny support. He notched the tranny case instead. Then he just had to modify the tranny mount. Not sure if this kind of grinding on the case will weaken the tranny alot, maybe Tactransman will have some input.
Here's some pics of the notched case and a modified trans crossmember.

Carlwalski · « **Reply #82 on:** August 01, 2006 - 10:24:01 PM »

Thanks Evil, great finds!!

However, I have decided to stick with the TF-727 and 3.23 gears and get the car running right. We will rebuild the 727 as it's slipping really badly. I figure once the carb, trans etc are fixed the car will be a great performer. If however I feel the car could use a lower gear (3.91/4.10s) I will look into getting an A518 and with the info given by yourself I feel my resto team will breeze through it, nothing compared to the Gear Vendors!! lol

I'm sure I'll be happy with the 3.23's and performance 727.
If I do get a A518 it will be in the future and as money will allow, I'm pretty broke at the moment. lol

Cheers for the help once again Evil, Terry and Shelby.

57hemicuda · « **Reply #83 on:** August 02, 2006 - 04:04:01 AM »

Does anyone know if the cummins diesel trans has the same bolt pattern as a small block {will it bolt right up/}

tactransman · « **Reply #84 on:** August 02, 2006 - 04:56:38 AM »

No , it is completely different.

moper · « **Reply #85 on:** August 02, 2006 - 05:26:02 AM »

As TTman said I'm installing a GV in the Challenger and have been for the last 5-6 months. MAJOR problems because we purchased the Autoshift unit which is new and GVs have never fitted it to a 727 before.

Thanks for your input.

[/quote]

Like I wrote, I wouldnt use autoshift, I'm only using the OD part. Even tho I think this car has it too...That's the control box and rocker switch deal, right? I didnt install it, and I've never tried it...lol. I can see how anything based on speedo cable or mainshaft output can help anything shift, but that's me, and I dont know how it works. Just I dont trust it...lol. It should be based on a throttle sensor and vaccum switch.

tactransman · « **Reply #86 on:** August 02, 2006 - 07:07:55 AM »

That rib is definitely an important strength part of the housing. I would not do it to mine because I plan on getting serious with the engine. With a street car it is probably fine. I would love to see the slapstick bracket.

57hemicuda · « **Reply #87 on:** August 02, 2006 - 01:34:42 PM »

You would recommend using the diesel inards with a regular small block 518 case?I know you were saying the controls are different from year to year but is the case the same in the later years?

tactransman · « **Reply #88 on:** August 02, 2006 - 01:49:16 PM »

Quote from: 57hemicuda on August 02, 2006 - 01:34:42 PM

You would recommend using the diesel inards with a regular small block 518 case?I know you were saying the controls are different from year to year but is the case the same in the later years?

You can change the internal parts except the reverse band.The case/rev band is different between diesel/v 10 and gas and it is also different '90 to '95 and then '96 and up
( due to the size of the electical connector,non computer shift/computer shift)

Carlwalski · « **Reply #89 on:** August 02, 2006 - 06:25:53 PM »

Quote from: moper on August 02, 2006 - 05:26:02 AM

Like I wrote, I wouldnt use autoshift, I'm only using the OD part. Even tho I think this car has it too...That's the control box and rocker switch deal, right? I didnt install it, and I've never tried it...lol. I can see how anything based on speedo cable or mainshaft output can help anything shift, but that's me, and I dont know how it works. Just I dont trust it...lol. It should be based on a throttle sensor and vaccum switch.

Yeah, at the moment it's getting annoying and GV not willing to help........

Though =once we get it going I'm sure I'll be happy. I didn't want the stock unit because the "hunting" or bad pause when turning OD off after shifting gear sounds ugly (IMO) the dips and pauses are terrible.

With the unit we're installing it's smooth and fast every-time.
We've had it work a couple of times but yeah....still problems with the censor etc.

Fingers crossed we can get it right.

If not, I may install the stock unit just for OD and not for splitting gears.

We'll see......

Author Topic: A518 Overdrive Questions (Read 148367 times)

moper

Re: A518 Overdrive Questions

tactransman

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tactransman

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Carlwalski

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EVIL72

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Carlwalski

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EVIL72

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Carlwalski

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57hemicuda

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tactransman

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moper

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tactransman

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57hemicuda

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tactransman

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Carlwalski

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