Author Topic: New & Old tranny ID info  (Read 39020 times)

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Offline DODGEBOYS

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New & Old tranny ID info
« on: September 30, 2005, 09:29:43 AM »
 
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here's the old  and new names for the trannys in our trucks:

A904  30RH

A998  31RH

A999  32RH

A727  36RH

A727 HD[diesel]  37RH

A500/MMC[A904front] 40RH

A500/CORP[A999front]  42RH

A500SE  42RE

A518     46RH

A518SE  46RE

A618     47RH


edit / sorry left out the decode info

first digit
3=3 speed
4=4speed

second
relative torque carrying capacity
0= base light duty up to 7= heavy duty

third
R=rear wheel drive
 
fourth
E=Electronic controls
H=Hydraulic controls
« Last Edit: April 12, 2012, 04:29:54 PM by SuperBurban »
put your truck info HERE
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    Offline DODGEBOYS

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    Re: New & Old tranny ID info
    « Reply #1 on: November 17, 2005, 11:25:52 AM »
    Mopar Trans ID Guide
    From left to right: The A518, 727, A500, and 904

    By Marko Radielovic
    Photography: Marko Radielovic


     
    In recent months, weve chronicled the pros, cons, weaknesses, and strengths of the various automatic transmissions offered by General Motors and Ford. This month, the third and final installment in our automatic transmission series focuses on the Chrysler Corporations TorqueFlites. Mopar guys don't have as many choices, but while their options may be limited, the offerings are a good foundation on which to build a hot street or strip car.



    Dimensions of Popular Mopar Automatic Transmissions


     

    Mopar three-speed transmissions can be broken down into two groups: The light-duty 904 transmissions and the heavy-duty 727 series of transmissions. The 904 made its debut in 1960 and the 727 hit the scene in 1962. Weve always found it interesting that Mopar was the lone OEM to make a three-speed automatic transmission standard on all cars rather than offer it as a higher priced upgrade for a two-speed. Heck, if you bought a Chevy, you couldn't even get a three-speed until 1965, and then only behind a big-block, and two-speeds were the standard automatic in most GM cars into the early 70s.


    B&M builds high-quality TorqueFlites and accessories (shifters, shift-improvement kits, torque converters, aluminum transmission pans, trans coolers, flexplates, and so on)
     
    Both TorqueFlite transmissions came standard with a ball-and-trunion output yoke through the 65 model year when a more conventional slip-yoke became standard. We'll look at the lighter duty of the two first, noting that the 904 was never offered behind anything larger than a small-block and was never considered a performance option. In the case of automatic-equipped performance small-block applications, such as 340-powered vehicles and heavy-duty applications with 360s, a small-block version of the 727 was standard.
    Generally speaking, the 904 and its derivatives are considered some of the most mechanically efficient automatic transmissions offered to the American public.

    Introduced in 1960, the light-duty TorqueFlite came in three basic designations the 904, 998, and 999. The 904 was equipped with three direct friction plates, the 998 had four, and the 999 came with either four or five. They are otherwise dimensionally identical, and beginning in 1980 all were offered with a low gear set (2.74 First and 1.54 Second) as standard equipment. TorqueFlites were also used in some American Motors automobiles from 1972 until AMC's demise, and they even made an appearance in some import applications, including Mitsubishis. Due to its high mechanical efficiency and low weight, 904-based transmissions are a popular choice with drag racers because the light internals eat a minimum of horsepower compared to heavier duty offerings. But there are certain inherent design drawbacks with the light-duty TorqueFlite. A particularly weak link is the spindly, slotted front pump drive of the torque converter. The slots themselves are wide for ease of installation, but the resulting sloppy engagement makes the drive prone to cracking. Many aftermarket torque-converter manufacturers use much narrower slots to reduce the cracking problem. Later 904-based automatic overdrive transmissions (A500 series) have a flat machined pump drive that eliminates the crack-inducing feature entirely.



    The 727 transmissions were offered with either a three- or four-pinion aluminum front planetary depending on application. Big-block hi-po versions receive four-pinion units. In the foreground is A-1's steel five-pinion planetary.




    Turbo Action's Paul Forte tells us his company addresses this weakness by substituting a chromoly pump drive for the weak factory version on its high-performance torque converters. T/A's street and strip (S/S) 904 transmissions receive modifications to their lubrication circuits to improve flow along with a high-performance valvebody. Other than these basic mods and good clutch materials, T/A's S/S units can easily handle 500 eager horses. When moving up to a race unit, a full manual valvebody is standard, a transbrake is optional, and a Torrington bearing is used in the tailhousing instead of a fixed bushing. The cumulative effect of these mods brings the level up to the 600hp range. If the racer is looking to eke out the last 100th of a second and is not concerned with durability, Turbo Action can build an all-out lightweight unit featuring aluminum drums and a plethora of other lightweight parts. These top-dollar units are able to withstand up to the 900-horse range as they are lighter and more efficient, but they are built to go fast and not to last in a street car.


    727/A518, 904/A500, Mopar automatic trans pan gaskets.
    The heavy-duty 727 TorqueFlite was used by Mopar to back up virtually all of its high-horsepower mills from the 426 Max Wedge to the aforementioned 340 high-performance V-8 engines, to the brutal Street Hemis. While not nearly as efficient as its little-brother 904, the 727 can handle an obscene amount of horsepower. Early versions of the 727 (62 through 65) used a push-button cable-operated shifting mechanism as well as a smaller-spline input shaft that required a corresponding torque converter unique to these model years. The 65 727 did not use push-buttons, but retained the cable-operated shift mechanism. From 1966 on, all linkage was mechanical.


    Here are the two Mopar V-8 bellhousing bolt patterns used on TorqueFlite transmission. The big-block (B and RB) pattern is on the left and the small-block (A and LA) is on the right.
    Marv Ripes of A-1 Automatic Transmission has developed many components to make the already stout 727 even stronger. The 727s were produced with both three- and four-pinion front planetary-gear sets, and all were constructed of aluminum. Heavy-duty applications, such as cars and trucks equipped with high-performance big-blocks, got the four-pinion planetary. Light-duty applications received the three-pinion unit. Ripes offers a steel planetary with five pinions for use in all high-performance 727 automatics.


     
    Mopar Trans ID Guide (cont.)

    The stock slotted 904 torque-converter pump drive is on the left. The flat- machined unit (right) is from a late-model A500 torque converter. The A500 unit is much stronger. This is a common upgrade on performance torque converters.

    Probably the most problematic feature of the 727 is the overrunning clutch in the back of the case, sometimes incorrectly referred to as the sprag. Simply put, the overrunning clutch, a steel housing splined into the aluminum case, acts to stop the gear train and lock up the rear planetary in low and Reverse gears. Failure is often caused by driver error while performing a burnout in First gear. The problem can arise after the water burnout is completed and the car rolls onto dry pavement. The resulting high-shock loads can be transmitted directly to the overrunning clutch, overstressing it and damaging the case. In order to eliminate this weakness, the design of the transmission would have to be completely reengineered, but durability can be improved by pinning or bolting the overrunning clutch to the case, which provides better support than stock soft aluminum splines. Both A-1 and Turbo Action perform this modification to their 727 TorqueFlites. The best way to avoid overrunning clutch stress is to always perform burnouts in Second or high gear.


    The output shaft of a stock A518 overdrive trans offers inadequate lubrication to the overdrive unit. JET drills out the openings approximately 30 percent to increase the oiling capacity.

    For the ultimate in race 727 technology, A-1 offers its ProFlite transmissions for use in NHRA's Comp Eliminator and Super Stock Modified cars, regardless of the brand of transmission the car originally came with. ProFlites are designed to fit wherever a Powerglide once resided. Based on smaller AMC 727 casings (which are narrower in the bellhousing region by 1.5 inches) and featuring light-weight 904-based internal components, these transmissions are so efficient they require only 125 to 150 psi of line pressure to function compared to the 225 psi required in the race Glides. The lower the pressure, the less power is wasted turning the pump. A-1 ProFlites are available with 25 different gear-ratio combinations, are available with a billet aluminum adapter to fit Chevrolet engines that allow the use of Powerglide torque converters, and are able to withstand up to 1,300 hp.


    A-1s ProFlite transmissions feature ultralightweight innards like these aluminum drums, but that doesn't mean they're weak. These transmissions live behind 1,300hp NHRA Comp Eliminator cars.

    Automatic Overdrives
    The A500 transmission, introduced in 1988, was the first light-duty Chrysler four-speed automatic. It is literally a 904 transmission with a fourth Overdrive gear bolted to the rear of the case. Similarly, the A518 is a 727 trans with an overdrive unit tacked on. In both cases, lack of adequate lubrication to the overdrive unit is the primary cause of failure. Jet Performance Products, a leader in automatic overdrive transmission technology, performs a number of modifications to enable both versions to live in abusive environments. In all cases, JET replaces the roller clutch and the sun gear with new OEM pieces. These two components are the most likely to have been damaged by the lack of lubrication to the overdrive unit, which leads us to the next round of modifications performed by JET: improving the oiling to the overdrive unit. The three rearmost lubrication holes on the output shaft are enlarged approximately 30 percent (the exact amount is proprietary) to increase the flow of life-giving lubrication to the overdrive unit. JET also offers a shift-improvement kit that allows you to tailor shift quality from mild to wild. The kit also redirects crucial lube to the overdrive. With these modifications, JET is confident that either version is capable of withstanding up to 450 lb-ft of torque, and if the user avoids full-throttle up-shifts into Overdrive, the transmission's life expectancy increases exponentially.


    A-1 offers a bolt-in overrunning clutch for 727 TorqueFlites that offers better support for this inherently weak area. The piece begins life as a stock unit, which is then drilled and tapped. Even when beefed up, it's never a good idea to do a burnout in First gear with a TorqueFlite transmission.

    Early versions of the A500 were produced with a five-clutch drum (in the overdrive unit); later versions were updated to six-clutch drums, but all A500s can be upgraded to the A518's beefier eight-clutch drum. While often maligned for not being up to the task of handling large amounts of torque, the fact that the A518 is standard equipment (in A618 form) behind Chrysler's torquey turbo-diesel trucks is testimony to its true capacity. The designation A618 is used for diesel and V-10 applications with corresponding calibrations (in the diesel's case, lower rpm shifts).
    Glendora Dodge's James Schagel clued us in to the particulars of DaimlerChrysler's newest offering, the 45RFE, also known as the multi-speed transmission. Introduced in 1999 in the Jeep Grand Cherokee behind the 4.7L V-8, it made its way into the Dodge Dakota lineup in 2000. This coincided with the introduction of the 4.7L and the phasing out of the 5.2L (318) as the base V-8 engine. The 45RFE features two Second gears. The computer, sensing load, shifts the trans to either Second gear. In the 03s, the 45RFE is a true five-speed automatic without the multiple Second gears. This trans is available behind 4.7L V-8s as well as Chrysler's new 5.7L Hemi, but it's still too new to have much of an aftermarket following. CC



    The 904 lockup input shaft is on the top. The input shaft on the bottom is a 904 nonlockup unit

    Mopar Automatic Transmission Guide
    This list is not conclusive or absolute, but provides general guidelines with respect to power ratings.
    Trans Year Small-Block Big-Block Stock Modified
    904/998/999 60 X  D B
    727 62 X X A A
    500 88 X  C C
    518/61890 X  A A
     
    Note: In place of a vacuum modulator, Chrysler automatic transmissions use a rod or a cable to control throttle pressure and kickdown.
     
    *Ratings: A = High torque, heavy car; B = High torque, light car; C = Low torque, heavy car; D = Low torque, light car



    Another breakage-prone area of the 727 are the drive tangs (arrows) on the inner pump rotor. The tangs can break off if an engine kicks back after shutoff. High-compression race engines are more prone to cause this than low-compression street pieces. A-1 makes inner pump rotors with larger, heavier-duty tangs.

    Gear Ratios of Popular Mopar Automatic Transmissions
    Trans First Second Third Fourth
    904/999 2.45/2.74 1.45/1.54 1.00
    727 2.45 1.45 1.00 
    A500 2.74 1.54 1.00 0.69
    A518 2.45 1.45 1.00 0.69
    45REF 3.00 1.50/1.67 1.00 0.75

    Special Thanks
    We have to give special thanks to transmission guru Mike Maravelas without whom this series could not have been completed. Mike didn't want credit, but he gave us his undivided attention, shared his knowledge and parts books, and let us use his shop. Thanks, Mike. We appreciate all of your help and promise not to give out your phone number.



      SOURCES
     
     
     
    A-1 AUTOMATIC TRANSMISSION
    7359 Canoga Ave.
    Canoga Park, Ca 91303-1314
    818/884-6222 B&M PERFORMANCE PRODUCTS
    9142 Independence Ave
    Chatsworth, Ca 91311
    818/882-6422
    www.bmracing.com

    JET PERFORMANCE PRODUCTS
    17491 Apex Cir.
    Huntington Beach, Ca 92647-5728
    714/848-5515
    www.jetchip.com GLENDORA DODGE
    931 S. Lone Hill
    Glendora, Ca 91740
    800/946-6727
    800/946-6727
    www.glendora.fivestardealers.com
     
    TURBO ACTION
    1535 Owens Rd.
    Jacksonville, Fl 32218-1639
    904/741-4850
    www.turboaction.com
     
     
     this is a reprint  from CAR CRAFT  with there permission
    « Last Edit: April 12, 2012, 04:34:42 PM by SuperBurban »
    put your truck info HERE
    MOPAR TO YA! AARON HOWORD TOWNSEND / SLANTEDMIND---GOD BLESSDODGEBOYS FSM STORE
    ramchargercentral@hotmail.com
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    Offline DODGEBOYS

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    Re: New & Old tranny ID info
    « Reply #2 on: March 27, 2006, 08:53:19 AM »
    HERES A VERY GOOD REBUILD ARTICLE
    http://www.nwbinders.net/Tech/TF727Rebuild.html
    put your truck info HERE
    MOPAR TO YA! AARON HOWORD TOWNSEND / SLANTEDMIND---GOD BLESSDODGEBOYS FSM STORE
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    Offline KThaxton

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    Re: New & Old tranny ID info
    « Reply #3 on: January 6, 2012, 10:26:06 PM »





    STOP PLATE TECTONICS!

    You're absolutely correct, Kendall. My mistake  ;D

    Offline Mad Max

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    Re: New & Old tranny ID info
    « Reply #4 on: May 22, 2012, 11:57:14 PM »
    regarding the last pic of the 4x tranny's, the question of how long are each has come up, and the following may help -

    727 4x = 26-1/4"

    518 4x = 31-1/4"
    07 Cummins Mega Cab 4xDually, "Big Mack"
    78 Cummins Power Wagon 950 "Bud"
    52 Willys M-38 "Poncho"


                    ....there is no box

    Offline area51

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    Re: New & Old tranny ID info
    « Reply #5 on: July 19, 2015, 04:56:42 AM »
    '77 Dodge W-200 (M-884) soon to be camper

    Offline Elwenil

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    Re: New & Old tranny ID info
    « Reply #6 on: July 19, 2015, 10:11:22 AM »
    That tends to happen over the years.  The website it linked to no longer exists.
    L.Clemons

    1988 Ramcharger-Mil-Spec AW450 Project-318EFI-NP435 4 speed-NP205 Transfer Case-Front & Rear Dana 60s-Braden Wormdrive Front Winch
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    Offline DODGEBOYS

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    Re: New & Old tranny ID info
    « Reply #7 on: August 1, 2015, 05:18:49 AM »
    as are the pictures in the first post because the "hosting" site closed , l still have all the pictures
    put your truck info HERE
    MOPAR TO YA! AARON HOWORD TOWNSEND / SLANTEDMIND---GOD BLESSDODGEBOYS FSM STORE
    ramchargercentral@hotmail.com
    DO NOT use the site IM,s to contact me  l have them turned OFF

     

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