Dodge ram tranny...

thrashingcows

thrashingcows

Drowning deep in my sea of loathing...so I'm
There is a 1989 Dodge ram 2wd with a 318 TBI and auto OD tranny...now he wants like $500 for the entire truck and I was thinking of getting it for the OD tranny for my ram.

This isn't a 518 is it? It's one of the earlier lock up converter units? Or would it do the job and I should go for it anyway.:huh:
 
It could be either an A518 or an A500, assuming it has an OD switch. If it doesn't, it's not an overdrive but simply a lockup.

If it does have the OD switch, then look at the pan rail in the area of the dipstick tube... if the pan bulges out in the area of the dipstick, it's an A518. If the rail is straight, it's an A500.

The A518, as Dipster mentioned, is simply an A727 with the added overdrive unit. The A500 is more like an A998, meaning it's a lockup A904 with the extra gear hanging off the back of it.

Either one can use rebuild/beef-up parts for their respective non-OD counterparts. One warning, though: both OD transmissions use 3/8" transmission lines, so you need to install a radiator with the appropriate cooler. If you don't, and neck the lines down to your existing 5/16" fittings, you'll likely smoke the OD unit in fairly short order. Those transmissions need a lot of fluid, preferably as cool as possible, so 3/8" lines are a must and an auxiliary trans cooler is a good idea as well.
 
Install a Trans-Go shift kit in it as well, there is an upgrade in there to increase fluid flow to the OD unit by 400%.
 
a lot of the 1/2 tons used the A-500 in those years. All of those are lockups. I pulled an '88 A-500 (first year) out of a Van and it was a lockup. The early 518s werent lockups.
 
All A500s are lockups. Early A518s are not, but I think that changed around '91 or '92. I'm not 100% sure, but I think the D/W150s went lockup, while the 250/350 series stayed non-lockup until the electronic era. The lockup converters are notorious for failing under high-stress conditions which is why I think the heavier-duty trucks didn't get the lockup converter... towing and such.

Check the pan rail. You can see the bulged or straight rail by looking down the dipstick tube from topside.
 
Alright so the it's the old 727 vs 904 visual check again...I'll see if it's still for sale and go take a look.

If I got it I would scavenge all the pieces for the conversion so it would probably more than pay for its self with the nickel and dime stuff. And mayeb I could part out some stuff to recoupe a bit of my expense..:huh:
 
Thrashing, how many 518's do you want? I have a couple of them sitting around, and one from behind a '98 v10 in a 2wd truck. I believe that trans is probably good-the truck got parted because the motor failed in some mysterious way that created an outward dimple in the oilpan while not locking the motor up. (Thus, the trans was probably not bad.)
 
v8440 said:
Thrashing, how many 518's do you want? I have a couple of them sitting around, and one from behind a '98 v10 in a 2wd truck. I believe that trans is probably good-the truck got parted because the motor failed in some mysterious way that created an outward dimple in the oilpan while not locking the motor up. (Thus, the trans was probably not bad.)
Click to expand...

Well the origianl 727 in the ram is moaning and groaning with a hint of metal on metal to round it out so I've been looking into getting another tranny, and/or rebuild my own....soon.

Never done a OD swap before so I'm not sure what would be needed, and would probably cost me more for all the "things" I'd need to complete the swap then it would to just buy the truck and have everything there and ready to go...:huh:
 
Well, I dunno. What from the truck could you actually use for the swap besides the transmission itself?


The 518 used behind the v10 is the same internally as the one used behind the cummins diesel of the same year from what I remember.
 
Aaack! I just remembered-the '98 is an electronically controlled transmission, which you probably don't want to get into. Nevermind. However, I DO have at least two NON-electronic 518's. And yes, they are indeed 518's, not 500's.
 
v8440 said:
Well, I dunno. What from the truck could you actually use for the swap besides the transmission itself?


The 518 used behind the v10 is the same internally as the one used behind the cummins diesel of the same year from what I remember.
Click to expand...

Well I'm guessing from the above comments that I need bigger tranny lines, bigger rad and/or tranny cooler, shorter drive shaft, OD wiring and or relay or switch? Sure there is more but I don't know..:huh:

This is my daily grinder so I would want to get the swap done in the shortest amount of time...and having another vehicle there to just swap from might be the ticket.

Appreciate the offer...if I decide to go another route and/or need a 518 I'll be sure to drop you a line...thanks!! :2thumbs:
 
The problem with the V10 transmission is that it's not an A518, it's a 47RE. It relies on electronic solenoids for shifting, and he's got no way to control it. He needs either an A518 or a 47RH, which I think went dodo in '95.
 
Dr.Jass said:
The problem with the V10 transmission is that it's not an A518, it's a 47RE. It relies on electronic solenoids for shifting, and he's got no way to control it. He needs either an A518 or a 47RH, which I think went dodo in '95.
Click to expand...

Whoa..47RH...I'm confused enough with the A500 and A518....;):D
 
The new Chrysler method of transmission names actually makes a lot of sense.

47RE:

4 = Number of forward speeds
7 = Torque rating (1-10 scale)
R = RWD (4WD trucks fall under this category since it's an adapted 2WD trans)
E = Electronically shifted.

So, the only difference between a 47RE and a 47RH is the manner of shifting, which on a 47RH is hydraulic (controlled by line pressure).
 
Dr.Jass said:
The new Chrysler method of transmission names actually makes a lot of sense.

47RE:

4 = Number of forward speeds
7 = Torque rating (1-10 scale)
R = RWD (4WD trucks fall under this category since it's an adapted 2WD trans)
E = Electronically shifted.

So, the only difference between a 47RE and a 47RH is the manner of shifting, which on a 47RH is hydraulic (controlled by line pressure).
Click to expand...

Wow...once again I have learned....tough sometimes but I am capable...:shifty::toot:
 
Dr.Jass said:
The new Chrysler method of transmission names actually makes a lot of sense.

47RE:

4 = Number of forward speeds
7 = Torque rating (1-10 scale)
R = RWD (4WD trucks fall under this category since it's an adapted 2WD trans)
E = Electronically shifted.

So, the only difference between a 47RE and a 47RH is the manner of shifting, which on a 47RH is hydraulic (controlled by line pressure).
Click to expand...



Cool, so is the 47RE/H is a different beast all together then the A500/904 and A518/727?

Which would be better for a car OD swap?
 
Chrysler adopted the current system of naming transmissions sometime around the mid 90's. At the time they were still producing hydraulically controlled transmissions, so there were some named under the new system that were actually the same as an a500 and an a518. I'm not sure how far up the strength scale a hydraulically controlled 518 went-at least to 46rh I'm pretty sure.

For a swap, you almost certainly want a hydraulically controlled unit to avoid needing a computer to run the shift solenoids. You probably don't want to spend the money for this, but it is possible to get a 48rh built. Those never came from the factory, but a FEW trans shops know how to take a 48re (only came behind diesels in late '03 and later) and convert it to hydraulic controls. It would cost several thousands at a minimum-most likely overkill for what you want to do. Stick with a hydraulically controlled 518 and you should be fine.
 
The 46/47RH are essentially the A518. Still 727-based.

v8440 is right--the computer to run an RE would be a hassle. Also, though the 48RE can be swapped over to hydraulic controls, one thing it can't do is be bolted to anything but a diesel. The Cummins engine has an SAE bellhousing pattern that is the same as the Ford PowerJoke and many other diesels, so to put 48RE behind a gasser would require some kind of adapter plate/crank spacer setup.

Now that you know the numbering system, what do you think of the A500? It's newer designation is 42RH. :doh:
 
Yeah, I forgot to mention the bellhousing adaptation part. Trust me, the expense would pale in comparison to getting a 48rh built. I think he only really needs a good stock or slightly built 518 from what he's saying, unless he plans on a bunch of power he didn't mention in his original post.
 
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