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Just as a point to ponder, the A518 came in non-lockup and lockup converter configurations, with a governor (no computer required), while the later version is known as the 46RE, which is partially computer controlled, and lock-up converter only.

The A618, and later 47RE and 48RE, came behind the Cummins Diesel and V10 only. I am not sure about the V10, but I know that the Diesel version bellhousing bolt pattern is different from the usual smallblock bolt pattern, and the torque converter is a massive 13" unit. The A518 family use an 11" converter basically the same as older 727s used. The lockup clutch in the 11" converter is barely adequate behind a 360 in a pickup or van, so I would recommend the non-lockup variety for your Hemi.

Since you must use an adapter plate anyway, going to the GM 4L80-E may be a better option, both from the available parts and that it should fit the floorpan more readily than the Mopar unit. Also, there are aftermarket lockup torque converters for the 4L80E in various sizes and stall speeds available, as well as stand-alone transmission controllers with wiring harness for the 4L80-E. This stuff is rather pricey, however.

And another option is the Ford AOD, as modified by several aftermarket companies. It definitely will fit your floorpan without serious mods, and some companies claim capacity improvements to 1000HP.

440shorty



a ford AOD or 4L80E will be spendy for the tranny itself, and for the electronics to control it (expect $500+ for the "black box")

I think a built 518 (front is all 727, so it's strong, get the OD unit built to 618 specs with some additional oiling mods) or 46RH (same tranny, new name) is the way to fly...in fact, a friend was looking at replacing the 4L60 in his impala with one, but went to a row-your-own T56 instead.

you can get good strong lockup torque converters for ~$600 for them. what you want is a 91-96(?) or 97 (I thought they didn't switch to the computer controlled 46RE until '98) tranny, the one with the 2 (non lockup) or 3 (lockup) pin connector. lockup is a good thing, and besides, you never put all the power through the lockup clutch, you wire a switch in that circuit and either manually unlock it before hitting the loud pedal, hook it up to the loud pedal itself so the converter unlocks at a certain throttle position, or use a vaccuum switch so it unlocks below a certain vaccuum level.

here's some links that may be useful:

http://www.transmissioncenter.net/alto_3.htm
http://www.apsprecision.com/
http://www.transmissionsone.com/
http://home.cinci.rr.com/simmscity/0799p01.jpg
http://home.cinci.rr.com/simmscity/0799p02.jpg
http://home.cinci.rr.com/simmscity/0799p03.jpg

1976 Spinnaker White Plymouth Duster, /6 A833OD
1986 Silver/Twilight Blue Chrysler 5th Ave HotRod **SOLD!***
2011 Toxic Orange Dodge Charger R/T
2017 Grand Cherokee Overland
2014 Jeep Cherokee Latitude (holy crap, my daughter is driving)