I know very little about these transmissions. I believe this is the 727 based 518a OD renamed 46rh ? I found a real good deal on a 95 46rh Trans rebuilt and beefed up with some standard problem fixer mods. I'm pretty sure this one does not need any controllers and has lockup converter. Since I already have an extra 727 adapter I was wondering how this would work behind the 392. My original plan was a built up Turbo 400 but if this Trans will work it will save me a boat load of cash.
The 95 46rh would work out fine. There is info on some of the Mopar forums and other sites that will give you the information on the pressure switches used and how to wire them to make the overdrive and lockup converter work like it should. It can also be set up to work with manual switches, but the pressure setup seems like the way to go...Just search Mopar overdrive conversion, it will be easy to find..
Double check the starter position to be sure it wasn't rotated up on the case like a 904. I am not sure myself.
31Vicky: feel free to PM me if you have specific questions on 518/46RH transmissions. I know them as well as their big brother the 47RH quite well. A 46RH from behind a Chrysler V6 or V8 will bolt onto anywhere a small block 727 or smallblock 904 was, including a 392 adapater. The jeep inline 6 bellhousing pattern is different. The main difference is the OD section added on the back which makes it much longer and relocates the trans mount. You can control the OD and lockup (TCC) with pressure switches or toggle switches. These RH transmissions have a 3-wire electrical connector (not to be confused with the neutral safety switch just above the pan rail) that sticks up vertically through the case. 1995 was the last year of the RH series that used a minimum of electronics, 1996 and later are the RE models which need a computer to control.
I'm using a 518 trans which is hydraulically controlled behind a 392. http://www.transmissioncenter.net/dodge.htm sells a kit that uses GM pressure switches to lock/unlock the Torque converter and perform the O/D shift. Other than a longer tailshaft it is a direct "bolt in" conversion for a 727. Photo attached.
I don't have a 904 to look at. The 727 I do have is mocked up in a different car. But here's a pic of the 46rh. Can you tell the starter position compared to the 727 from this pic?
The starter position is the same as a 727. I have a 46RH ...I use the FAST ECU from the EFI system to control the OD and lock up functions. Obviously this is not going to work if you do not have EFI but if you do it's the best way to handle the trans.
Just doing a search and found this thread. This is what I've done to my 95 46rh. If you don't want a lock up converter and simply want overdrive you have to change input shaft and get a non lock up converter, you can't put a non lock up converter on without changing input shaft, then the 3 prong plug that is your connection, just use center pin and back pin and hook up to a switch of your choice. Remember a lock up converter is like a 5 speed when crusing mandated buy the government for fuel mileage I'm sure.
or just don't electrically engage the lockup solenoid... much easier. A lockup converter can run forever without ever locking up and not cause any trouble. Look at the inside of one and you will see why.
If you think I'm blowing smoke Just talk to PATC performance automotive transmission spe******t and they will tell you exactly why the lockup was developed, better fuel economy and yes mandated the manufactures to increase MPG .And they said if it was there choice it would be to change the input shaft and do away with lock up converter.
There's Nothing wrong with a lock up converter. EPA throws down regulations to meet or exceed- not design ideas. Lock up converters do save fuel but there's been even greater fuel mileage increasing advancements since they came around.
Bumping this to share an additional control option. Look into a compu-shift mini if you want to automate the lockup and OD functions on a 518. It's $350. https://www.hgmelectronics.com/products-compushift-controllers/csm-chrysler
Overdrive trans pretty much made lockup a have to, cruse RPMs in the stall speed range create a lot of heat with out the lockup
Yes,,,,,I think FAST stands for Fuel Air Spark Technology,,,,,,it’s an aftermarket system,,,,,looks like about 1500 from Summit . But,,,we don’t deal with EFI here,,,it’s carbs on this site . The Dodge 518 series transmissions,,,,,the 46RH,,and later the 46RE,,,,,were excellent transmissions . They are based on the 727,,,very strong,,,,some parts even interchange . The 46RE,,,is all electronic,,,,,no governor inside,,,,it can only shift with an electronic signal . You must have a controller of some kind to use this unit . The 46RH,,,is hydraulic,,,,it still relies on a governor to shift . But,,,to use the overdrive and lockup converter,,,you need an electric signal . PATC sells a kit,,,it’s a vacuum switch and two pressure switches . At the correct speed,,,,the overdrive engages,,,and later at higher speed ,,,the converter locks up . The pressure switches attach to the governor pressure port,,,,and activate from the governor pressure . The vacuum switch merely applies twelve volts to the system ,,and allows ,,the deactivation of the OD and LU when vacuum drops from throttle position,,,,,(,p***ing or going up a steep hill ) . The pressure switches deactivate from low governor pressure when slowing down . Very simple system,,,,,PATC sells their kit for 90 bucks I think . Tommy Edit: Correction,,,I just checked,,,,PATC now charges 110 for the kit,,,,but it’s still a good deal .
The Jalopy Journal
