Is it just the costly gear vender's unit added to. The old 727
OR Cut the 727 add a special hub-bell and converter on your old trans? That is after you cut the original hub/bell off you old trans right?
Any other options that are easy and less $$?
If not I know why guys git 360 and stick a 518 in
Anyone?

If I wanted a 518 behind a bigblock I would do the bell-cutoff thing and have the old 727 bellhousing rewelded to the 518-housing.
The aftermarket JW bellhousing which simply bolts to the original pumpbolts doesn't seem 'right' to me, although it's probably a non-issue since I've never read about any issues with that.

I have a 518 here waiting for its call to service. But, according to another post here, the conversion bell housings are back ordered big time.

These guys have been doing them for years:

http://dbqtranztk.com/

Give Tim a call and he will set you straight!

My dad has done 2 of them one with the JW Ultrabell and one where they cut the case off and welded a big block case to the 518 back, its a great way to go as you can run the overdrive and get the motor down to 1500 rpm at 60mph with a 355. Message me if you have any questions.

What about the JVXRACING.COM Adapter plate.
If I read correctly, they make a thin adapter plate to bolt a A518 directly to a Big Block with the required spacers to keep the Starter, Converter and Ring Gear all in the correct location?
P.S. John Vinson will answer any questions you have.
His adapter sells for $675. His Heavy Duty In-house Built Transmission for $2200. and the Base lock-up converters (aprox 2800rpm stall) start at $450. +
Quite a bit of mods required to the trans cross member area and of-course shorten the drive shaft.

I have one buddy that did an adapter plate(unsure of source) that put a 518 behind his 440 6 pack...works awesome!! I have another buddy that runs an Ultrabell in a low 8 sec. nitrous door car without issue. Either should work just fine!!

Ultrabell bellhousings for BB mopar will not be available until next hear at the earliest....
They are changing foundries and the change will take time so they say.... I hope they are not coming over on a slow boat from china?? Soooooo... I guess I have to chomp up my spare 727 for the bellhoising to install on my A-518....... Anybody have any pointers on how to do this reasonably accurately??

Hoping for a good answer here.

There is this one. I think they were the first.

http://www.jvxracing.com/Adapters.htm


edit Oops beat to the draw.

Kevin

Here is a link on welding the bellhousing from a 727 to an A518, the guys name is GregCon he apparently built a jig to do this accurately.

https://board.moparts.org/ubbthreads/showflat.php?Number=6077119&page=0

can you put the 518 guts and tailshaft on a 727 case??

The OD tailshaft will not bolt to the 3 speed case.

given the desire for something like this, it's amazing there aren't more favorable options by now.

Or maybe there isn't that much demand after all? It does require cash and floor modification.

The easiest and possibly least costly/hassle is 727 with Gear vendors. From there you have the 518 unit which was behind the a-motors, diesels and v10. Next would be the Kiesler gm based unit or the gm based unit from TCI. Big bucks on those two. On the 518, depending on what year you use and preferably 95 and older, you have lock up converters or non lock up. The non lock up was used on the v8's I believe till 90 or 91 and on the diesel till 93. Past 94 they are all lockup. A custom lockup converter will be more dough than non of course. You don't want to use a reman stocker. Hand grenade in waiting. If you find a diesel or v10 unit, thay have heavier duty internals on the planetaries, drums, more clutches[ like a hemi] on all packs. You can update the v8 trans with these parts but its an added expense. Lock up trans will require two switches to operate the lock up and od, non lockup just need one for lock up. 96 on trans is full electronic and expensive to retrofit because it need a stand alone trans controller. Pick your poison. I went 727 w/gv.