little help A518

[f.boyle]

I baught a new truck auto, and am trying to figure out my "plan" for it Thus far should be about 250rwhp and am trying to figure out what trans parts I should use or if I shouldjust get a reman from some where? I have looked at ATS and suncoast and go figure everybody has the best stuff!!!! so looking for some input. who has what and what works. I dont want the most powerful truck just enough, maybe a bit morethan I need but hey "just incase".

I will be towing total GCWR of about 18-20K.

Frank

 

[royster]

Thus far should be about 250rwhp and am trying to figure out what trans parts I should use

frank,



does this mean you have 250 rwhp or that you are wanting 250 rwhp? your signature does not indicate much in the way of performance mods.



regardless, i have about the same power at the wheels and i am using a dtt (diesel transmission technology... up here in british columbia) hybrid transmission. it's got billet bits and pieces, a 91% torque converter, and gets the power to the ground real nice. the folks at dtt really know what they're doing.



http://www.dieseltrans.com/dodge/index.htm



the last vehicle i had that shifted this crisp was a 1970 gtx with a built 440 and modified 727... (now i'm just braggin' and dreamin' of that sweet ride!) anyway, i recommend modifying the transmission prior to getting all the power mods for the engine. otherwise, your stock a518 is likely to slip a fair bit and waste all your power until you set it right!



good luck,



roy

 

[cerberusiam]

Call them all before you buy and get their input and prices. Don't forget http://www.gbtransmissions.com/ for some of the best advice and prices around. DTT, ATS, and Suncoast are also excellent choices and you won't go wrong with them.



FWIW, if you intend to keep this truck for a while and pull the kind of weight you are talking about, build it up or it won't last. The 518 had too many aluminum pieces in it and towing heavy just beat it to death. All the good pieces for the late model trans will fit.



Considering the price of diesel and a trans rebuild you may want to consider upgrading to a lockup TC. Better power transfer, lower temps, and better economy. A good fluid coupling TC is a vast improvement but nothing beats a lockup TC when the Cummins is hummin'.



My . 02

 

[tugboatphil]

the last vehicle i had that shifted this crisp was a 1970 gtx with a built 440 and modified 727... (now i'm just braggin' and dreamin' of that sweet ride!)

Thanks for the memory, Roy!

 

[f.boyle]

How do I go about going to a lock up TC?

Going to have 250~ rwhp I've only had it about 2 weeks and it took all my play money!!!

Frank

still gotta get guages!!

 

[cerberusiam]

How do I go about going to a lock up TC?

 and it took all my play money!!!

Unfortunately those two are mutually exclusive.





You can either build the 518 with the lockup TC and parts ar buy a 47RH and transplant it. Its just money, right?

 

[f.boyle]

what does it entail to go to the 47RH? I know the nv 4500 swop down to a T now I went auto. WTF was I thinking???

Does the auto really kill all the power? cause my 90 will spank the crap out o' the new 1Ton

Frank

 

[BushWakr - RIP]

I'm going to throw may hat into this one by suggesting you call some of these companies and ask the questions you have. Most of them will be glad to help out and give you a direction for you start your decision making process.

I am, of course, somewhat preferential as I am using a DTT full system in my truck.



In your case I'd suggest you keep in mind the amount of HP you have now (be honest with youself. . if you plan to upgrade your HP then that should be part of the equation) the kind of work/towing/sea level or altitude you should likely start by considering the 89% converter. It will give your engine a bit of a break by allowing it to build some RPM before it tightens up on you... trust me here... I been there and done that...



The change or conversion to a lock-up system is more time/money/work etc. ... it IS a nice option to have though...

Ask about the issue's of doing this type of change over because I think you need to know the entire picture regarding the time/work etc involved...



Good luck with you decision and keep asking questions... . it's what we do in this group... .



bob... .

 

[f.boyle]

after driving my old truck tonight I would like to get them both on a dyno cause either one is dead or one has way more power than it should!!!LOL I really need to look in to some info about autos cause you said I should go with the 89% TC in stead of the 91% so the engine can rev abit more and I'm lost. is it just so the turbo can spool.

Frank

 

[BushWakr - RIP]

Unless you have the RWHP to muscle the higher efficiency TC though you'll find it is kind of 'doggy' until you get it rolling.

The slightly "looser" efficiency TC will let the engine pick up just enough extra RPM that when the TC tightens up, you'll have started to move the engine into it's torque band and it'll continue to pick up RPM and speed...

I don't know if I'm expressing this correctly but that's how I'd describe the reasoning I posted.



Believe me,when you use one of the higher efficiency TC's they really can 'hold the engine back' pretty good so you'll need enough HP to get them up and going.



pb.....

 

[f.boyle]

thats kinda what I was thinking you meant so it works. I emailed dtt a little while ago so I'll be talking to them some time soon and that should help me gat a better handle on stuff. But what valve body would you recomend I use? the towing or the livestock? I am thinking livestock.

Frank