47re

[chargd72]

I'm looking to swap in an A518 in place of my 904.  A lot of people have done the 46rh conversion but 47re's are much easier to come by.  Plus a little more stout.  Has anyone put this behind a magnum small block?  Are there any other complications for running a diesel tranny behind a gasser as long as I change the converter?

I know the difference between the 'rh' and 're'.  I have plans for the 're' version.

[Stormin]

You need a controller for the RE transmissions. The RH can be used with no controller and a vacuum and pressure switch.

There is a thread on this forum regarding the RH transmission.

[Cooter]

46/47RE were not built to hangle high hp, shift kits, etc. You can try it, but I told ya so.

[chargd72]

I appreciate the replies but like I mentioned above, I'm aware of how to make the "re" version work. As for the strength rating, PATC makes kits that will allow theses hold up to almost any kind of power. I was more inquiring about the mating to engine and getting it to fit under my B body.

[John_Kunkel]

46/47RE were not built to hangle high hp, shift kits, etc. You can try it, but I told ya so.

Nonsense. Horsepower is a derivative of torque and that's what diesels make.

As stated, the RE has no dedicated controller for retrofits and the diesel-in-a-gas car swap involves a change in the governor...diesels have really low-speed governors.

[chargd72]

Do you know if the stock bell housing will mate up to a small block?

[cdr]

a518 fits a small block. i cut the bell off & put a JW bell on mine for a BB mopar.

[chargd72]

I meant a618. That's what a 47re is. Does that have the same bolt pattern as the a518?

[John_Kunkel]

The 47RE and 48RE have a bellhousing that's unique to the diesel and the V-10. Ultrabell makes them all equal.

[chargd72]

That's what I needed to know. Thanks!

[Cooter]

yeah, I want a straight cut gear, shifts Into OD @35 mph Diesel trans in my muscle car.
whatever. Besides, last I checked, nobody here is gonna spend umteenth thousands of dollars on one of these to force it to work.
I usually see this everyday at work on the bench.
I have seen the broken parts that are almost identical to older, stronger, 727 pieces..Pistons made from plastic, when aluminum should have been first choice.
Band apply levers that crack and break in newer 46/47 transmissions where 727 pieces do not....Diesel transmissions aren't a good trans to attempt to purchase, let alone attempt to install in older cars.
Again, once you've seen the pitfalls of these transmissions, you'll think twice.

[John_Kunkel]

Wanna hear the horror stories of failed stock 700R4 parts? If you're gonna modify the car why worry about modifying the trans?

[Cooter]

700R4???

I know nobody run in that ancient trans any longer. Today, it's the 4L80E.

[John_Kunkel]

Each has its own purpose, not everybody wants an electric trans.....the point is you can find lots of stories about failures in stock units including the 4L80E. There's a whole industry built around making all of them more durable.

[c00nhunterjoe]

700R4???

I know nobody run in that ancient trans any longer. Today, it's the 4L80E.

How many guys run powerglides in their race cars? Alot do. The point is, you dont go to the junkyard and drop it in. You rebuild it an upgrade it. And i also know plenty of cruiser cars with 700r's in them.

[Cooter]

I call BULLSH*T...I've gone 12 years and 6.56@117 on 180 shot ON LITERALLY A JUNKYARD 727...
I installed a $30 shift kit and 3800 converter. It came outta a 72 Dodge Polara. I triple dog dare ANYBODY to do with a 46/47RE what this 100k mile 727 has proven can and still is done even today.
how many 4-speed Mopars are out there right now that haven't even been rebuilt and are seeing bonzai shifting? Right here on this site even...


VERY few I know will drop $5k on a newer OD trans.
I deal in the rule, not the exception. Nobody I know on their CRUISER has the coin for a high dollar trans.
therefore, back to my original statement.....sure, one can put 3500 horsepower engine on the street, attempt to daily drive it, and take out a bank loan to do it, but that's the exception and NOT the rule. If Chargd72 had huge coin, he wouldn't be here and asking questions. He'd simply drop huge bucks, find out he mighta made a mistake and keep throwing money at it until he finally beat it. I'm betting this ain't where he's at. Therefore, back to my original statement. I do not post replys for the rich. I post for the common sense, DIY'RS attempting this sh*t on a budget. I asked the builder at work what would it take to make a 46/47RE BULLETPROOF like the older 727's.....

After about a half hour of finding out how these trannies have far weaker components, electronics to combat any type of performance attempts, and once bypassed, cause everything but the case to be replaced at huge cost, I have tried to help others understand why their Dodge Ram trans took a sh*t, and why those "shift kits" can't be done without effectively causing catastrophic failure of major hard parts/case. Why these trannies are just not built for, or can even handle the abuse the older 727's/powerglides/TH350/400, etc could with minimal effort.


How many earlier trannies had steel check balls beating the hell outta the seperator plate in valve body?
None that I've ever torn down with over 150k miles, but my own 46RE DID.
how many plastic pistons are in an earlier powerglide?
how many lock up valves wearing out valve body valve bores, and have to be over bored in order to be simply rebuilt in earlier trannies?

All of this plagues these 46/47RE/RH trannies. Especially the OD unit. If you saw that coil spring and the tiny little snap ring that holds it in the OD housing, you'd understand. I too thought how great it would be to modify one and have my cake and eat it too. That was until I got an education on just how sh**ty these trannies really are. They really can't be "bulletproof" as enough mods and the case will come apart at the snap ring area as it's NOT THE SAME AS THE 727 contrary to the outside looks.

[flyinlow]

Please don't tell my 46RH that it is supposed to break.

Junkyard trans, 80 K. when bought, now  over 110 k. miles on it . Trans go kit, big cooler and 3/8" lines. Pound on it with a mild build 440 in 1st, 2nd and third. Cruise in O/D and lock up. So far so good.

[Cooter]

Please don't tell my 46RH that it is supposed to break.

Junkyard trans, 80 K. when bought, now  over 110 k. miles on it . Trans go kit, big cooler and 3/8" lines. Pound on it with a mild build 440 in 1st, 2nd and third. Cruise in O/D and lock up. So far so good.

They are better than electronic ones, just don't let the valve body send too much line pressure to OD unit (bang screech shift kits) and that one might live.

[fizz]

fwiw, in my dodge work trucks pulling 36000 lbs, it took an ATS modified tranny to get them to handle what the engine can dish out. Spendy, but works.

[John_Kunkel]

I call BULLSH*T...I've gone 12 years and 6.56@117 on 180 shot ON LITERALLY A JUNKYARD 727...
I installed a $30 shift kit and 3800 converter. It came outta a 72 Dodge Polara.

Well whoopeee frigin dooo for you. Not all others have been so fortunate.

http://s22.photobucket.com/user/root66/library/TF%20Failures?sort=4&page=1

[Cooter]

I call BULLSH*T...I've gone 12 years and 6.56@117 on 180 shot ON LITERALLY A JUNKYARD 727...
I installed a $30 shift kit and 3800 converter. It came outta a 72 Dodge Polara.

Well whoopeee frigin dooo for you. Not all others have been so fortunate.

http://s22.photobucket.com/user/root66/library/TF%20Failures?sort=4&page=1

Again, exception not the rule, but still happens....

[John_Kunkel]

True, but I'd consider yours to be the exception. Anecdotal tales are always suspect.

[Cooter]

I know of plenty junkyard trannies doing the "impossible", but that's not what this is about.
I was attempting to warn yet another of the 'cake and eat it too' crowd about t hth e dangers of attempting this with a 46/47RE.

[John_Kunkel]

Your warning is duly noted and ignored.

[Cooter]

Your warning is duly noted and ignored.

If that was so, this post wouldn't have been made.

Afterall, although you seem to think this post was referring to YOU, it wasn't.  "Your post was duly noted and ignored"...

[lukedukem]

so is it better to go with gear vendors unit

luke

[Cooter]

Old saying goes round tranny shops.....
"Factory hadda hard time gettin 3 gears right, how they gonna get 8 speeds correct?"

Anything can be built for brute power, but who's gonna spend $5k on a junkyard 4L60/4L80E/46RE/RH?
I guess the same ones willing to spend $5k on a gear Vendor/Passion 5 speed.

[John_Kunkel]

I guess the same ones willing to spend $5k on a gear Vendor

You sure do like to exaggerate. GV is $2800 plus another <$100 to get the driveshaft shortened.

[GPULLER]

Guess I'm happy my 47RE has held up behind my 12V Cummins for 200,000 miles, even with a 240/610 cam plate.

[flyinlow]

The Gear Vendors is a rugged unit and if you already have a strong 727 would be a good choice.  I chose the A518 because the rpm drop  of that trans in OD and lock up is about 1000rpm at 70 MPH. ( .69 OD) The GV  is only about .78 OD so less rpm drop at cruise  and no lock up. The lock up feature is a double edged sword with an older non computer controlled car. It is possible to lug the engine.
I needed a trans anyway, the 727 I was running was on loan from a Buddy who did not want it modified.  So I went with A518 from a one ton van with w 5.9L with an Ultrabell to mate to a 440.

[Cooter]

I guess the same ones willing to spend $5k on a gear Vendor

You sure do like to exaggerate. GV is $2800 plus another <$100 to get the driveshaft shortened.

You sure don't read.....PASSION 5- SPEED....most of the prices in that range are rebuilt G.V..plus, most are gonna want a NEW balanced driveshaft, gonna pay taxes/shipping etc. As I deal in total cost, not bare bones so I can appear to be correct. By the time one gets all the BRAND NEW SHIT to do a GV OR PASSON 5-SPEED, one has spent close or right at 5 grand. STFU.

[John_Kunkel]

I read really well and I can add equally well.

Since you seem to be a big fan of flogging junkyard 727's why do you assume "everybody" will go with a balls out rebuild to go with their GV installation? Even if you add a grand to the $2800 for the GV it's still way short of your $5K so give it a rest.

I've made no comments regarding the Passon  (btw it's Passon not PassIon) so blather on...you'll find no disagreement from me.

[Cooter]

You read, but cannot seem to understand....never said I was a fan of "flogging junkyard 727's", just proved it is possible. Albeit not the 'norm', but possible.

Again, I deal in real world numbers, finished job and driving. Not what a flash-in-pan rebuild wants on some Ebay listing. But, I degress, obviously you believe your own hype and cannot be wrong so debating this with you is below my level. Again, read this.....STFU.

[John_Kunkel]

You read, but cannot seem to understand....never said I was a fan of "flogging junkyard 727's", just proved it is possible. Albeit not the 'norm', but possible.

Reverse seems to be your favorite gear.

[Steve P.]

This is a wanted thread but headed for a lock. How about we keep it civil and family friendly before it goes away?