A518 Overdrive Questions

[ragtopdodge]

Yah, I'll take either lockup or non-lockup.  I'm not building a big monster HP 383 in front of the 'Cuda so lockup will work and probably what I prefer if it'll lower RPMs lower than a non-lockup for even better gas mileage.

[brads70]

Hummmm interesting post!    Thanks all!

[ChallengerHK]

I recall Robb saying that he was able to fit his 518 with no mods to the trans tunnel by fabbing a trans mount to lower the trans. Am I making this up? Or, if it's right, can you tell me how much lowering needs to be done, Robb?

[ShelbyDogg]

Page 1 of this thread above.  I cut the rib on the tailhousing to fit the trans up to the original angle of the drivetrain. A custom trans mount can then be welded up to hold it in position.


Check this website for the wiring and transmount under "other modifications"
http://www.transmissioncenter.net/SwapInformation.htm

[brads70]

Anyone know what a 518 weighs in at? Compared to a 727?

[ChallengerHK]

Thanks, Rob. I take it that the tailshaft isn't seeing enough torsional stress that removing that rib section poses a problem?

[ShelbyDogg]

I don't think removing that section would weaken the tail housing much. That thing was used in big vans and we are using it in cars.

Brad, when I raced, I could R&R my 727 with pure muscle. That was my limit. When I pulled 2 518s at the junk yard, I had to ask a passer by to help me lift it into my wheelbarrow. I thought it was going to explode my nards.

[brads70]

Brad, when I raced, I could R&R my 727 with pure muscle. That was my limit. When I pulled 2 518s at the junk yard, I had to ask a passer by to help me lift it into my wheelbarrow. I thought it was going to explode my nards.

  Never heard it put like that, but I get the drift! 
A buddy of mine was a tranny mechanic at a local Mopar dealer. He has a few of these laying around his garage.Along with lots of parts.  That was his biggest beef using it in the Challenger ( too heavy) as compared to the GM 4L60 .( that's what he said he would use?) Another thing to watch out for he said was the cooler lines were to small on certain years and they didn't last because of it.
I'm having trouble deciding what to go with?  5K for the Keisler set up is about 2K too much IMO . The 518 is too heavy. I might just rebuild/freshen up the 727 with parts my buddy has and a new kit? Don't know yet?   still reasearching.......

[tactransman]

It had nothing to do with the size of the cooler lines,cooler line size has been the same on the 46RH/E series transmission since it came out in '90 (3/8) It was a lube problem (inside the trans) and too small of a bearing for the load (inside the trans) They added an extra lube hole and went to a bigger bearing around '93-'94. Cured the bearing failure problem. The biggest "melt down" problem I see now is when the converter clutch comes apart (very common on the OEM converter) that material blocks up the trans cooler and then makes a BIG mess inside the trans!

[ShelbyDogg]

Never heard it put like that, but I get the drift! 
A buddy of mine was a tranny mechanic at a local Mopar dealer. He has a few of these laying around his garage.Along with lots of parts.  That was his biggest beef using it in the Challenger ( too heavy) as compared to the GM 4L60 .( that's what he said he would use?) Another thing to watch out for he said was the cooler lines were to small on certain years and they didn't last because of it.
I'm having trouble deciding what to go with?  5K for the Keisler set up is about 2K too much IMO . The 518 is too heavy. I might just rebuild/freshen up the 727 with parts my buddy has and a new kit? Don't know yet?   still reasearching.......

Just remember that the 500 and 518 are for small blocks and using them behind a BB requires an utra-bell conversion or sending it off with a 727 to have that other company convert it for you.  Brad, I see that your combo is a 440/727 so your case conversion is a must. Still cheaper than a 4l60e.  If you check that link I added above, they put a 518 in a Dart.

[ChallengerHK]

I'm having trouble deciding what to go with?  5K for the Keisler set up is about 2K too much IMO . The 518 is too heavy. I might just rebuild/freshen up the 727 with parts my buddy has and a new kit? Don't know yet?   still reasearching.......

Have you ruled out Gear Vendors? I know Carlwalski had problems with them, but he had very specific things he was trying to get it to do (a split/shift six-speed), and it seems like, just for getting overdrive, it worked perfectly.

[brads70]

It had nothing to do with the size of the cooler lines,cooler line size has been the same on the 46RH/E series transmission since it came out in '90 (3/8) It was a lube problem (inside the trans) and too small of a bearing for the load (inside the trans) They added an extra lube hole and went to a bigger bearing around '93-'94. Cured the bearing failure problem. The biggest "melt down" problem I see now is when the converter clutch comes apart (very common on the OEM converter) that material blocks up the trans cooler and then makes a BIG mess inside the trans!

Thanks Terry good info! 

[brads70]

Just remember that the 500 and 518 are for small blocks and using them behind a BB requires an utra-bell conversion or sending it off with a 727 to have that other company convert it for you.  Brad, I see that your combo is a 440/727 so your case conversion is a must. Still cheaper than a 4l60e.  If you check that link I added above, they put a 518 in a Dart.

 True! The 518 is looking les and less like an option for me.
I'm going to be starting a 451" soon to replace the 440.

[brads70]

Have you ruled out Gear Vendors? I know Carlwalski had problems with them, but he had very specific things he was trying to get it to do (a split/shift six-speed), and it seems like, just for getting overdrive, it worked perfectly.

I hear that's expencive too. and you have to cut up the floor.

[ragtopdodge]

Ultrabell is ~$400.  NOt bad IMHO plus it will help strengthen the unit.  Looks pretty straightforward to install:

http://www.banningcohen.com/buick/th400/index.htm