You will have to fabricate a new crossmember using the old crossmember ends because the transmission mount is lower on a 518 transmission than a 727 transmission. The figures on the pressure switch will only be correct if you have a stock tire size and rear end ratio. Previously, an automatic 3-2 downshift occurred only if the driver pushed the accelerator to the floor. When the switch is turned on you will have 1st, 2nd and 3rd gear low range plus 3rd high range. But here's something else for consideration - neither the A500 nor A518 trannys are going to fit in your A-body trans tunnel without serious modification to the trans tunnel. They drive down the street flipping a toggle switch on and off at every stop.
With these four parts you can convert your 727 transmission to a 518 overdrive transmission with locking torque converter. Whether you had the D-50 which was a rebadged Mitsubishi Mighty Max pickup , any of the Ram series 1500, 2500, 3500, 4500, or 5500, the latter two of which were also rebadged and sold under the Sterling name as the Sterling Bullet , the D and W series which preceded the Ram Series, the Dodge 1000 or Dodge Bighorn semi-tractors manufactured in the 1960s and 1970s, etc. You can get the cable and brackets from a junk yard. I have read that some are not lock up, but I have never seen one. Much like the later production A904 with a wide ratio gear a double wrap low-reverse band is used. I can always try to lock it up while driving it. I have 2 sets of gears 2.
This allows the engine to reach rated torque on grades of 6%, without losing speed. It was simple, reliable, dependable, quiet, efficient, economical, and gave Chrysler cars a performance advantage. I will have no problems with fitting the A500 trans in my A100. I would suspect the the losses between the two transmissions would be similar. The vacuum switch acts as a throttle position sensor and the oil pressure switch acts as a speed sensor. Each valve body is tested to ensure proper function before we bolt on one of our rigid aluminum transmission pans, which not only adds extra capacity, but reduces case flex.
The TorqueFlite was not just used by Chrysler; it was adopted by luxury automakers , , , Aston Martin, Maserati, and , as well as domestic rival and commercial-vehicle makers International Harvester, Land Rover, Iveco, Karrier, Matbro, Stonefield, Sirmac, Boss Motor, and Mitsubishi. If you plan to make big horsepower with your motor, consider installing performance clutches in your A518. I think that's because they are pretty much exactly the same. Lowering the pressure helped keep the seals from leaking or wear; a regulator valve added pressure when needed. Too loose, and it slips.
According to Chrysler, the TorqueFlites did not need periodic band adjustments or fluid changes, but periodic fluid checks are a good idea with these transmissions being as old as they are now. The second picture is the crossmember ends cut off ready to be reused. All the front-drive transaxles on non-turbo engines except for one used with the 2. I have another a518 in my other car but the place I brought the that trans from went out of business. Once in overdrive the transmission will not come out of overdrive until the overdrive solenoid is turned off, or the vehicle speed goes below 44 miles per hour, or the vacuum drops below 3 inches.
The front wire is the overdrive ground and the rear wire is the torque converter lock-up ground. I will try to find some pics to see if I can see any numbers on it as its still in the car. Finally, each transmission is dyno-tested to make sure it functions properly in all gears before it is shipped to you in one of our containers. As with the physical installation, it was almost as if Chrysler planned on people doing this conversion. Scaled down, in an aluminum case, it also had dual pumps, until after the 1965 model-year. I might just have to run it. Run a 12 volt fused wire that turns on and off with the key to the vacuum switch, then to the center wire on the transmission connector.
What rear gear are you using. Also, iff you shift kit calls for significantly increased line pressure, expect significantly increased parasitic loss. In the rare event that you need to contact the company that re-manufactures transmissions, they are just a quick. In other words no slack in the cable at idle and it must start to pull immediately off of idle. I cant see a brand so I guess I will just have to run it and see. What this kit does is makes a 518 transmission shift without a computer.
R emanufactured transmissions carry a longer, 3 year, nationwide warranty with additional upgrades while a rebuilt unit generally carries up to a 1 or 2 year warranty and upgrades vary from shop to shop. Early A-727s had dual pumps, but for the 1966 cars and trucks, they dropped the rear pump, probably to reduce costs. I went from the 904 to the A500 and had to cut out some of the top of the loop over the trans and mod the trans mount cross member. The gated shift quadrants also permitted the deletion of the reverse safety blocker valve which, in TorqueFlites made through 1965, had shifted the transmission harmlessly into Neutral if the Reverse position were selected with the vehicle moving forward above approximately 3 mph 4. It was made standard, across the board, in 1981. P5249165 for the A500 and P5249166 for the A518 , and the gear ratios are identical to the older trannies, with the exception of the overdrive.
In the rare event that you need to contact the company that re-manufactures transmissions, they are just a quick. So Its sitting at a friends place and I need to find a decent paint shop near Austin Tx, anyone have any suggestions that put me in the poorhouse? Many 1978 rear drive cars also had a major new addition: , which used a mechanical lock instead of the usual fluid interface in the torque converter. I should be able to cut the 91g weight off and use it. The top picture is a lockup input shaft. . Can anyone please tell me if it is actually a 518? It has 064-3 as the casting number. In 1989 and 1991, integral overdrives were added, resulting in the A-500 based on the A-904 and the A-518 based on the A-727 ; the engine computer controlled an electric overdrive unit built into the extension housing.