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A500 A 518 A618
#17723
10/12/05 09:50 PM
10/12/05 09:50 PM
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I am thinking about installing one of the above trannies behind my Hemi in my 71 Challenger. I know there are guys out there that have done this. I was wondering what problems I will come across. What units do I need to be looking for? I found a A500 from a 98 Jeep wrangler, 318, will that unit work? I know I will need an adapter, but will that tranny work for a starting point? I also found a A518 out of a 99 Dodge 1/2 ton, 318. Anything I need to be looking for, and what NOT to look for? I also sent an email to SMR. Any suggestions out there you guys can throw my way would be great, thanks.
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Re: A500 A 518 A618
#17724
10/12/05 09:55 PM
10/12/05 09:55 PM
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Joined: Jan 2005
Posts: 4,463
Michigan
MarkZ
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Michigan
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You'll eat a 500/904 in no time with a HEMI. Your best bet probably is to nab a 518 and build it with 618 internals.
1987 Fifth Avenue - 512/518/D60
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Re: A500 A 518 A618
[Re: MarkZ]
#17725
10/12/05 09:59 PM
10/12/05 09:59 PM
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OK, that is a start. What models of the 518 do I need to look for, or the 618? I know that some of the units are computer controlled, is there a way around this for my carb setup? Thanks
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Re: A500 A 518 A618
#17726
10/12/05 10:00 PM
10/12/05 10:00 PM
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Also, anybody put a 4L80E GM tranny behind a BB Mopar?
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Re: A500 A 518 A618
#17728
10/12/05 10:24 PM
10/12/05 10:24 PM
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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.
Regardless, having to use an adapter plate allows you to choose the best transmission for your use, regardless of brand.
Or, you could buy a lot of gas for the money invested in converting to overdrive...
440shorty
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Re: A500 A 518 A618
#17729
10/12/05 10:41 PM
10/12/05 10:41 PM
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Thanks for the tips guys, as I will be using all the info I can get, as I want to do it right the first go round. I know the AOD (when built right)from Ford can handle lots of power, but did not know someone made an adapter for it to go behind the Hemi. I knew there was one for the 500-618 trannies as well as the 4L80, bbut not the AOD. I am glad to know that, as I have a friend that runs a Mustang performance shop and he has a few AOD's laying around from people swapping over to a C4. So that maybe the way to go for me. Do you know who makes the adapter for the AOD to Hemi? Thanks again. 
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Re: A500 A 518 A618
#17730
10/12/05 11:01 PM
10/12/05 11:01 PM
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Any idea's on what AOD (year models) I should be looking for as a starter? I know they make a AODE, which is electroncially controlled, so I should probaly stick with the AOD, but any idea which year to go with? Or, which company I can contact that has done this swap? Thanks.
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Re: A500 A 518 A618
#17733
10/13/05 08:05 AM
10/13/05 08:05 AM
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Joined: Jan 2003
Posts: 16,123
Grand Haven, MI
patrick
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I Live Here
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Grand Haven, MI
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Quote:
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)
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Re: A500 A 518 A618
[Re: DJVCuda]
#17735
10/13/05 10:09 AM
10/13/05 10:09 AM
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OK, thanks guys. I have emailed SMR, waiting to hear back from them. Thanks for the tips guys. SO, what you are saying, is, even before 98, there were TWO different 518's? A 2 pin and a 3 on the side of the tranny I need to look for, a pin (lockup non lockup)??? Is there a harness serial/part number to help identify? What about applications? And, SMR would probaly know this info as well, or even have a tranny ready to go, or do I need to supply the core????? Thanks guys for ALL of the info. I am still going to look into the AOD, as I am told, the AODE is the computer controlled tranny, and the AOD is just a plain old OD tranny, no computer. Keep the info coming guys!! 
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Re: A500 A 518 A618
[Re: DJVCuda]
#17737
10/13/05 11:42 AM
10/13/05 11:42 AM
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Quote:
right under the reverse switch there is either a 2 pin OR 3 pin connector - 2 pin id OD 3 pin is OD lockup... they didnt make too many 2 pins, but thier out there...
Pat is the man to talk to for this application...
later, magnum motors have a round 5 pin connection that is all electronic, creating a problem since they use a PCM from then on...
Who is Pat? Thanks for the link, this is good stuff. I am now leaning towards the 518 to keep it all Mopar, but I am still going to look into the AOD swap as well, but the 518 sounds  . The thing is, my motor will be making a butt load of power (472-489" Hemi, depending on which stroke I go with, and I just picked up a X Trim Vortech blower and will make about 10 lbs of boost, so looking at 800-900 HP on pump gas) The 489 will be a .030 over with a 4.25 stroke, and the 472 will be a standard bore and 4.15 crank. But, I am also looking into the 4.50 crank and a .030 over for 518 CI. Anyways, she is going to make some power. This X Trim blower is NASTY. The 4.25 is more common than the 4.50, as well as cheaper, so the 4.25 may be the choice, but I will cross that bridge when I get there. I have the Siamese bore Hemi block, and the X trim blower already, and just need to gather some more parts....decisions, decisions.... 
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Re: A500 A 518 A618
#17738
10/13/05 11:48 AM
10/13/05 11:48 AM
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Joined: Aug 2003
Posts: 11,179
Atco NJ
DJVCuda
I Live Here
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I Live Here
Joined: Aug 2003
Posts: 11,179
Atco NJ
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Re: A500 A 518 A618
[Re: DJVCuda]
#17739
10/13/05 12:21 PM
10/13/05 12:21 PM
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Quote:
pat is smr...
Roger that 
I also took a look at the transmissioncenter website. Man, they have a bunch of tranny stuff (AOD, 4L80, 518, 700R4) even though I did not see an adapter for the tranny to a Mopar, except for the 518. I emailed them as well with some questions.
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Re: A500 A 518 A618
[Re: dbdartman]
#17741
10/13/05 01:49 PM
10/13/05 01:49 PM
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Quote:
Seems you're making this more complicated than it needs to be.
First, easiest, & likely, least expensive option, would be a Gear Vendors O/D unit bolted to your existing trans. Every other option will require custom fabrication & $500+ adapters.
Do not have a trans to start with. Second, I like things to be different, and this is a route that few go. Third, do not care for the GV myself. As for fabricaton, I like it. I built my own rear suspension (4 bar) and did away with the leaf springs. The front eventually will be tubular KMember, tubular control arms, coil over shocks with a rack and pinion steering as well. Here is pic of the back half of my car....
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Re: A500 A 518 A618
#17742
10/13/05 01:51 PM
10/13/05 01:51 PM
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Re: A500 A 518 A618
#17744
10/13/05 01:55 PM
10/13/05 01:55 PM
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Pic of the crossmember I made and the 4 bar....
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Re: A500 A 518 A618
[Re: AlexP]
#17746
10/13/05 02:13 PM
10/13/05 02:13 PM
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Quote:
scott dickinson is running a 4L80E in his 1300 hp supercharged 383 challenger.
specs
video
Is Scott a member on the board? Any way of getting in contact with him? Thanks for the info...
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Re: A500 A 518 A618
#17747
10/13/05 02:15 PM
10/13/05 02:15 PM
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Joined: Sep 2003
Posts: 10,645
Houston, Tx
AlexP
I Live Here
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I Live Here
Joined: Sep 2003
Posts: 10,645
Houston, Tx
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Quote:
Quote:
scott dickinson is running a 4L80E in his 1300 hp supercharged 383 challenger.
specs
video
Is Scott a member on the board? Any way of getting in contact with him? Thanks for the info...
he owns SD concept engineering. he dropped by my turbo mopar board on turbomustangs.com a few times too.
here is his site...
http://www.sd-concepts.com/
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Re: A500 A 518 A618
#17748
10/13/05 02:16 PM
10/13/05 02:16 PM
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Joined: Aug 2003
Posts: 11,179
Atco NJ
DJVCuda
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I Live Here
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Posts: 11,179
Atco NJ
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if thats what you want for a front suspension.. have you looked at alterktion? at www.bigblockdart.com
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Re: A500 A 518 A618
[Re: DJVCuda]
#17749
10/13/05 02:46 PM
10/13/05 02:46 PM
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Anonymous
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Quote:
if thats what you want for a front suspension.. have you looked at alterktion?
at www.bigblockdart.com
I have not looked into the front suspension just yet. I am trying to finish up the back half, then the tranny and motor, get the car running, and THEN worry about the front suspension. I will do my reserch at that point, and ask you guys for some help. I do not want to get ahead of myself just yet . I have the Dana 60 finished up, the rear suspension done, now working on the tranny and motor. Once we finish up there, I can go drive the car (I already have all new front end stuff tie rods, torsion bars, strut rods, shocks, boxed control arms, etc...) Once I can enjoy the car, THEN I will upgrade to the stuff mentioned above.
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Re: A500 A 518 A618
[Re: DJVCuda]
#17751
10/13/05 04:05 PM
10/13/05 04:05 PM
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Anonymous
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Re: A500 A 518 A618
#17752
10/13/05 07:22 PM
10/13/05 07:22 PM
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FYI - the "Electronic" torqueflites (46RE, 47RE, 48RE) have a round, black 8-pin connector on driver's side behind the levers. That's 8 (eight) pins, not five. Also, the 47RE and 48RE have parts that are not interchangeable with the gas cases, for capacity - the low/reverse band is larger and wider, as is the low-reverse drum. There are other parts that do increase the capacity in the late-model units. The surface area of the single-plate lockup clutch in a stock 11" Mopar converter is totally inadequate for your torque levels. Consult with aftermarket performance torque converter companies and get the scoop before going that route. I use PTC PTC web page they know their stuff. I'd contact the owner of the turbo Challenger and see how the 4L80-E is performing for him, and how much it was both engineering and otherwise. The AOD is not electronic at all, but the 4R70W is all electronic. As far as the AOD and the 46RH/A518 go, both need a TV cable or linkage from the carburetor or accelerator linkage to the transmission to function properly. Depending on the induction you plan to use, that could become a hassle. However, there are cable setups that work for each. The fab work looks great! One of my projects is at that stage now. Looks like your ride will be awesome! 440shorty
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Re: A500 A 518 A618
[Re: Twostick]
#17754
10/13/05 09:36 PM
10/13/05 09:36 PM
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Once again, thanks guys for ALL the info. I will defintiely weigh all of my options...I have emailed SMR (have not heard back from them yet) I do not know how to get a hold of the guy with turbo 4L80, if anyone does, PLEASE let me know, I also sent an email to the transmissioncenter.net guys, and am sending one to Lentech. Once I gather all of the info I need, I can then base my decision on that. I would like to stay with the 518, but it all comes down to customer service, product, and then $$$$$$$. I will weigh them all and see what best fits me. The fab work is least on my mind. I want the best tranny with the best customer service, and if that means I have to pay a little extra $$$$$ and do some extra fab work, then so be it. Keep the info/suggestions coming.... ANYONE KNOW THE GUY WITH THE TURBO 4L80 CHALLENGER???????????
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Re: A500 A 518 A618
#17756
10/13/05 10:14 PM
10/13/05 10:14 PM
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Joined: Sep 2003
Posts: 10,645
Houston, Tx
AlexP
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I Live Here
Joined: Sep 2003
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Quote:
ANYONE KNOW THE GUY WITH THE TURBO 4L80 CHALLENGER???????????
ive talked to him on the net but the best thing to do would be call up SDCE and ask for the owner, scott and ask away since it is his car.
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Re: A500 A 518 A618
[Re: AlexP]
#17757
10/13/05 11:38 PM
10/13/05 11:38 PM
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Quote:
Quote:
ANYONE KNOW THE GUY WITH THE TURBO 4L80 CHALLENGER???????????
ive talked to him on the net but the best thing to do would be call up SDCE and ask for the owner, scott and ask away since it is his car.
SDCE? Anyone have a number for them, or a link?
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Re: A500 A 518 A618
#17758
10/13/05 11:39 PM
10/13/05 11:39 PM
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Is it the Sd concepts link from above?
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Re: A500 A 518 A618
[Re: AlexP]
#17759
10/13/05 11:42 PM
10/13/05 11:42 PM
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Joined: Sep 2003
Posts: 10,645
Houston, Tx
AlexP
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I Live Here
Joined: Sep 2003
Posts: 10,645
Houston, Tx
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Quote:
Quote:
Quote:
scott dickinson is running a 4L80E in his 1300 hp supercharged 383 challenger.
specs
video
Is Scott a member on the board? Any way of getting in contact with him? Thanks for the info...
he owns SD concept engineering. he dropped by my turbo mopar board on turbomustangs.com a few times too.
here is his site...
http://www.sd-concepts.com/
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Re: A500 A 518 A618
#17761
10/14/05 12:37 AM
10/14/05 12:37 AM
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Anonymous
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Just felt like listing things about my car: 1)71 Challenger 2)Dana 60 shortened with 35 spline Strange axles and diff, 3.73 gear set. 3)Custom made 4 bar rear suspension with polyurethane bushing rod ends for adjustment 4)Coil over Koni shocks 5)Ford Explorer rear disc brakes, 11.25 rotor 6)20 gallon aluminum fuel cell with sending unit 7)Siamese rough bore, 4.19 Hemi block 8)Aluminum Hemi heads 9)Chemically dipped 10)Dp50 Epoxy primed EVERYTHING, seam sealed, rubberized undercoating, THEN will paint K6, Dark Bronze Poly. 11)X Trim Vortech Blower 12)Through the floor subframe connectors I made 13)New floors, trunk extensions, lower quarters, and inner fenders....... ....and the to do list..... 14)A518, AOD, or 4L80 15)4.15, 4.25, or 4.50 crank 16)dual carb intake (inline or cross, not sure) 17)you know what, that is enough for right now, more later....  And the attachment is of my Powerstroke, 2 car hauler, and my better half, my wife that actually puts up with my insanity. She came with me on the road trip to pick up the car, we drove from Houston to Pennsylania and back to Houston from Friday to Sunday, and she STILL had a smile on her face!!!
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Re: A500 A 518 A618
#17762
10/14/05 08:33 AM
10/14/05 08:33 AM
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Joined: Jan 2003
Posts: 16,123
Grand Haven, MI
patrick
I Live Here
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I Live Here
Joined: Jan 2003
Posts: 16,123
Grand Haven, MI
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Quote:
Quote:
if thats what you want for a front suspension.. have you looked at alterktion?
at www.bigblockdart.com
I have not looked into the front suspension just yet. I am trying to finish up the back half, then the tranny and motor, get the car running, and THEN worry about the front suspension. I will do my reserch at that point, and ask you guys for some help. I do not want to get ahead of myself just yet . I have the Dana 60 finished up, the rear suspension done, now working on the tranny and motor. Once we finish up there, I can go drive the car (I already have all new front end stuff tie rods, torsion bars, strut rods, shocks, boxed control arms, etc...) Once I can enjoy the car, THEN I will upgrade to the stuff mentioned above.
front suspension might be smart to do first-- if you go the coil over route (like the alterKtion route) that frees up a lot of space for tranny xmember and exhaust when you don't have to worry about t-bars.
one more thing to reiterate, if you're putting large amounts of power through the lockup clutch, you're just dumb....set the tranny up to unlock the clutch at a certain vaccuum level, throttle position, or manually shut it off when you're playing....APS's converters, IIRC have HD kevlar lockup clutches in them, as well...
a 4L80E is a tough trans, and it's going to be expensive...most places to get one "built" for HP use is going to be ~$3-4k with a converter, then you have to buy a controller to actually run it, and most run ~$500 on up...they made some changes in '98/99 that improve the cooling, so look for a trans of this vintage or newer
if you're getting into stupid power levels (1000+HP) I'd say screw it and get a lenco, liberty, or jericho box...
Last edited by patrick; 10/14/05 08:43 AM.
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)
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Re: A500 A 518 A618
[Re: patrick]
#17763
10/14/05 09:46 AM
10/14/05 09:46 AM
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Anonymous
OP
Unregistered
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Anonymous
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Quote:
Quote:
Quote:
if thats what you want for a front suspension.. have you looked at alterktion?
at www.bigblockdart.com
I have not looked into the front suspension just yet. I am trying to finish up the back half, then the tranny and motor, get the car running, and THEN worry about the front suspension. I will do my reserch at that point, and ask you guys for some help. I do not want to get ahead of myself just yet . I have the Dana 60 finished up, the rear suspension done, now working on the tranny and motor. Once we finish up there, I can go drive the car (I already have all new front end stuff tie rods, torsion bars, strut rods, shocks, boxed control arms, etc...) Once I can enjoy the car, THEN I will upgrade to the stuff mentioned above.
front suspension might be smart to do first-- if you go the coil over route (like the alterKtion route) that frees up a lot of space for tranny xmember and exhaust when you don't have to worry about t-bars.
one more thing to reiterate, if you're putting large amounts of power through the lockup clutch, you're just dumb....set the tranny up to unlock the clutch at a certain vaccuum level, throttle position, or manually shut it off when you're playing....APS's converters, IIRC have HD kevlar lockup clutches in them, as well...
a 4L80E is a tough trans, and it's going to be expensive...most places to get one "built" for HP use is going to be ~$3-4k with a converter, then you have to buy a controller to actually run it, and most run ~$500 on up...they made some changes in '98/99 that improve the cooling, so look for a trans of this vintage or newer
if you're getting into stupid power levels (1000+HP) I'd say screw it and get a lenco, liberty, or jericho box...
I have thought about doing the front suspension first because of the reasons you have mentioned. But the want for me to get the car on the road outweighs any more work i have to do already. I will gladly enjoy the car for many street miles before I tear it back apart and do the front suspension. I know it is taking a few steps back, but so be it. Mind you, I am not taking shortcuts, just skipping a step that I can redo later with no harm done.
Lenco, Jericho....sorry..need overdrive
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Re: A500 A 518 A618
[Re: patrick]
#17764
10/14/05 06:05 PM
10/14/05 06:05 PM
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Anonymous
OP
Unregistered
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Anonymous
OP
Unregistered
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Quote:
Quote:
Quote:
if thats what you want for a front suspension.. have you looked at alterktion?
at www.bigblockdart.com
I have not looked into the front suspension just yet. I am trying to finish up the back half, then the tranny and motor, get the car running, and THEN worry about the front suspension. I will do my reserch at that point, and ask you guys for some help. I do not want to get ahead of myself just yet . I have the Dana 60 finished up, the rear suspension done, now working on the tranny and motor. Once we finish up there, I can go drive the car (I already have all new front end stuff tie rods, torsion bars, strut rods, shocks, boxed control arms, etc...) Once I can enjoy the car, THEN I will upgrade to the stuff mentioned above.
front suspension might be smart to do first-- if you go the coil over route (like the alterKtion route) that frees up a lot of space for tranny xmember and exhaust when you don't have to worry about t-bars.
one more thing to reiterate, if you're putting large amounts of power through the lockup clutch, you're just dumb....set the tranny up to unlock the clutch at a certain vaccuum level, throttle position, or manually shut it off when you're playing....APS's converters, IIRC have HD kevlar lockup clutches in them, as well...
a 4L80E is a tough trans, and it's going to be expensive...most places to get one "built" for HP use is going to be ~$3-4k with a converter, then you have to buy a controller to actually run it, and most run ~$500 on up...they made some changes in '98/99 that improve the cooling, so look for a trans of this vintage or newer
if you're getting into stupid power levels (1000+HP) I'd say screw it and get a lenco, liberty, or jericho box...
I have found a 97 4L80 unit, how big of a difference between the 97 and 98/99? Thanks
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Re: A500 A 518 A618
#17765
10/14/05 06:07 PM
10/14/05 06:07 PM
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Joined: Jan 2004
Posts: 2,562
Piscataway, NJ
moparkid1966
super gas
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super gas
Joined: Jan 2004
Posts: 2,562
Piscataway, NJ
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if thats what you want for a front suspension.. have you looked at alterktion?
at www.bigblockdart.com
I have not looked into the front suspension just yet. I am trying to finish up the back half, then the tranny and motor, get the car running, and THEN worry about the front suspension. I will do my reserch at that point, and ask you guys for some help. I do not want to get ahead of myself just yet . I have the Dana 60 finished up, the rear suspension done, now working on the tranny and motor. Once we finish up there, I can go drive the car (I already have all new front end stuff tie rods, torsion bars, strut rods, shocks, boxed control arms, etc...) Once I can enjoy the car, THEN I will upgrade to the stuff mentioned above.
front suspension might be smart to do first-- if you go the coil over route (like the alterKtion route) that frees up a lot of space for tranny xmember and exhaust when you don't have to worry about t-bars.
one more thing to reiterate, if you're putting large amounts of power through the lockup clutch, you're just dumb....set the tranny up to unlock the clutch at a certain vaccuum level, throttle position, or manually shut it off when you're playing....APS's converters, IIRC have HD kevlar lockup clutches in them, as well...
a 4L80E is a tough trans, and it's going to be expensive...most places to get one "built" for HP use is going to be ~$3-4k with a converter, then you have to buy a controller to actually run it, and most run ~$500 on up...they made some changes in '98/99 that improve the cooling, so look for a trans of this vintage or newer
if you're getting into stupid power levels (1000+HP) I'd say screw it and get a lenco, liberty, or jericho box...
I have found a 97 4L80 unit, how big of a difference between the 97 and 98/99? Thanks
I think it was a change in the cooling on the trans, with aftermarket goodies and an aftermarket cooler i don't think theres any real difference. Anyone know the exact change??
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Re: A500 A 518 A618
[Re: moparkid1966]
#17766
10/14/05 06:53 PM
10/14/05 06:53 PM
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The change for 1997 was for lube to the rear planetary gearset. You will notice that the return cooler line fitting is towards the back of the case (not unlike a torqueflite) rather than next to the to-cooler fitting behind the bellhousing, like the earlier 4L80E and most other RWD GM transmissions. There are a bunch of internal changes, but the only external one is that cooler line fitting, which routes cool lube oil directly to the rear planetary set.
I wanted to recommend Lentech, but couldn't remember the name.
You can go without overdrive if you use a taller rear gear (like a 2.76) and a lower first gear (like 3+) to get you rolling. That's what you can do with a Lenco. The main advantage to having a lower first gear, direct drive for your top gear, and taller rear gear, is to keep driveshaft speeds down, and gear lube temps in the rear down. However, it's a moot point since you already have your rear done.
440shorty
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Re: A500 A 518 A618
#17767
10/14/05 09:24 PM
10/14/05 09:24 PM
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Re: A500 A 518 A618
#17768
10/14/05 09:36 PM
10/14/05 09:36 PM
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Joined: Jan 2004
Posts: 2,562
Piscataway, NJ
moparkid1966
super gas
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super gas
Joined: Jan 2004
Posts: 2,562
Piscataway, NJ
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Well, have started the pricing game. transmissioncenter wants like $4500 for their 4L80 (have to check email to verify) TCI has their prices listed on their website. They do not however tell you how much power their tranny will take. Their 4L80 goes for $3303.08, plus you have to buy the controller which goes for $874.26. They also have the A518 92-95 models for $2590.75. No one else that I have called or emailed has returned my call, or responded to my email as of yet. I am still waiting to hear from SMR, Lentech, apsprecision.com, sd-concepts.com. So I will give updayes when I hear from these guys....
ALL 4L80'S will require a controller of some sort. Make sure thats included in the $4500 unit's cost. The nice thing about the 4l80 is you can tune all of your shifts with the controller.
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Re: A500 A 518 A618
[Re: moparkid1966]
#17769
10/14/05 09:44 PM
10/14/05 09:44 PM
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ALL 4L80'S will require a controller of some sort. Make sure thats included in the $4500 unit's cost. The nice thing about the 4l80 is you can tune all of your shifts with the controller.
Yeah, I knew that, was just breaking it down for the other guys reading the post. The $4500 he quoted did not specify if that was with the controller or not. He was very bland on his repsonse...in fact, I am going to go read my email, be right back....
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Re: A500 A 518 A618
#17770
10/14/05 09:51 PM
10/14/05 09:51 PM
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Last edited by 71Challenger; 10/14/05 09:54 PM.
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Re: A500 A 518 A618
#17771
10/15/05 12:27 PM
10/15/05 12:27 PM
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Oh yeah, this was NOT for the 4L80 like I origianlly thought  )Ok, got a MUCH better email from Don at transmissioncenter, LOT more detail, and sounds like a very well put together tranny. The bottoem half of this is in chart form, so did not coome out that well when I copied it and the pasted, but it is still readable ( on my part)Here is what he sent me: The level 4 RAMZILLA transmission comes with three sets of Alto Red Eagle clutches and Kolene steels plus a direct clutch PowerPack, a 48RE overdrive clutch drum that holds 23 Raybestos performance overdrive direct clutches, high capacity extreme duty 5 clutch direct clutch drum as found in 48RE transmissions (6 clutches with the PowerPack), 6 overdrive clutches - - a 20 to 50% increase in apply area, 5 forward clutches which is 25% more clutch apply area than a 48RE, 24% more total clutch apply area than a 47RE transmission, all three 48RE 6 pinion planet gears, front, rear and overdrive, the .055" thicker 48RE sun gear shell, the one piece Sonnax 300M hard input shaft and hub, a Fairbanks TransAction Kit, performance 3-4 accumulator spring for a firmer shift into overdrive, high performance low / reverse servo, performance intermediate servo cover, a 5 to 1 intermediate band apply lever (4.2 gas) giving an extra 31% torque holding capacity in second gear on diesel models, rigid style Kevlar band and a heavy duty intermediate band strut. A special manual valve allows converter fluid charge in park. It has the stronger Mega Spring for overdrive direct clutch apply with more holding power in reverse, 1st, 2nd and 3rd. It comes complete with a deep finned cast aluminum pan that holds 2 extra quarts of fluid. The heavy duty / high performance torque converter that comes with this package deal can be ordered in stall speeds up to 5000 RPM for gas motors. The diesel transmission comes with our triple clutch billet converter with over 200% larger clutch apply area. This transmission is good for any type heavy duty / high performance use up to 800+ (gas) horse power using pump gasoline, towing, 4WD, high performance and others. The diesel version is good for over 1000 torque. The RAMZILLA transmission has 20 major performance upgrades. The best 48RE transmission on the planet can be yours without a trade-in for $4574.00 ($3774.00 with trade-in, see below), the gas 48RE transmission with a 10 inch billet lock-up torque converter or diesel 48RE transmission with a triple clutch billet converter. Gas or diesel, 2WD or 4WD. The freight runs from free to $40.00 after freight discount in most cases. Click on the pictures below to see the differences between the level 3 Mega Viper transmission and the level 4 Ramzilla transmission. If you have a 48RE transmission to trade-in, in buildable condition you will receive a $800.00 trade-in credit less the freight to get it here. Transmission Level 2 - Viper Level 3 - Mega Viper Level 4 - Ramzilla All Red Eagle Clutches and Kolene Steels Yes Yes Yes with Raybestos Overdrive Direct Extra Clutch in Direct Clutch Set (1 or 2) Yes Yes Yes Kevlar Flex Band Yes --- --- Rigid Style Kevlar Band --- Yes Yes Fairbanks TransAction Kit Yes Yes Yes Performance Low / Reverse Servo Yes Yes Yes Heavy Duty Intermediate Band Strut Yes Yes Yes Core Charge Included Yes Yes Yes $110.00 Free Freight Deal Applies Yes Yes Yes 6 Clutch Direct Clutch Drum, 20% more clutch apply area than a 48RE, 50% more clutch apply area than a 47RE Extra Yes Yes Performance 3-4 Accumulator Spring Extra Yes Yes Performance Intermediate Servo Cover Extra Yes Yes 5 to 1 Intermediate Band Apply Lever on Diesel Models Extra Yes Yes 4.2 to 1 Intermediate Band Apply Lever on Gas Models Extra Yes Yes Converter Fluid Charge in Park Yes Yes Yes Mega Spring for Overdrive Direct Clutch Extra Yes Yes Deep Finned Cast Aluminum Pan Extra Yes Yes Performance Torque Converter, Gas Yes, #6D Gas Yes, #6D Gas --- Billet 10 Inch Lock-Up Converter, Gas Extra Extra Yes, #6B Triple Clutch Billet Torque Converter, Diesel Extra Yes, #8DXX Yes, #8DXX Billet Lock-Up Torque Converter, Diesel Extra --- --- Gas Horse Power Rating without Nitrous or Supercharger 500 700 with #6B Converter 800+ Gas, Over 1000 Torque on Diesel All Three 48RE 6 Pinion Planet Gears --- --- Yes 48RE Sun Gear and Shell --- --- Yes Sonnax 300M Hard Input Shaft --- --- Yes 48RE Overdrive Clutch Drum with 23 Raybestos Performance Overdrive Direct Clutches, 15% more clutch apply area than a 47RE --- --- Yes 6 Overdrive Clutches, 20% more clutch apply area than a 48RE --- --- Yes 5 Forward Clutches, 25% more clutch apply area than a 48RE --- --- Yes 24% more total clutch apply area than a 47RE transmission --- --- Yes 2003 Up 48RE Internal Parts, Gas or Diesel --- Some Yes
Last edited by 71Challenger; 10/15/05 12:29 PM.
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Re: A500 A 518 A618
#17772
10/19/05 01:23 PM
10/19/05 01:23 PM
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OUCH!!! SMR wants $6204.99 for the A518. That is alot of $$$$$ my friends... 
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Re: A500 A 518 A618
[Re: DJVCuda]
#17774
10/19/05 06:46 PM
10/19/05 06:46 PM
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Yeah, but will a basic rebuild handle @ 900 HP? That is the problem that I am running into, is finding something that will handle that much power.
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Re: A500 A 518 A618
#17775
10/19/05 07:36 PM
10/19/05 07:36 PM
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Joined: Dec 2003
Posts: 16,844
Phoenix - surface of the sun
nomore65BelvJim
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Quote:
Yeah, but will a basic rebuild handle @ 900 HP? That is the problem that I am running into, is finding something that will handle that much power.
build it like you'd build a 727 to handle 900 HP.
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Re: A500 A 518 A618
[Re: nomore65BelvJim]
#17776
10/20/05 08:25 AM
10/20/05 08:25 AM
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Joined: Jan 2003
Posts: 16,123
Grand Haven, MI
patrick
I Live Here
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Grand Haven, MI
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hate to break it to you, but ANYTHING to handle 900 HP is going to be spendy....I bet a 727 to handle that much power would be over $5k from most tranny builders. you might want to give John Cope at CRT a call and see what he can do for ya, too...
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)
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Anyways, it was @ $4500, but no mention of the controller, and he also quoted me a GV for @ $2500, which I do not know why since I did not ask about that 
Anyways, still no response from the other guys. I am really wanting to hear back from Turbo Challenger guy with the 4l80, Scott. I sent him 2 emails, because I tried calling him, but the number on the website was a fax line. Hopefully by Monday I can have some answer's to my questions.... 
