47rh

[ellis93]

Why yes I can. I get B.S. On a daily basis, whether I need it or not. Cool thing is I'm starting to haul scrap metal now. Hauled a jeep a few days ago and I'll have titles to a few more in a few weeks. Let'em bs, I'm makin money

[PToombs]

I don't work on red tractors, if it can be associated with a siht spreader I'm not touching it.
I work on Power Tan equipment, Doosan Orange, and various colors of pavers, milling machines, and rollers. Plus whatever other POS my boss decides I can fix, and won't get me the books for.

Mr. Ellis, there are lots of worse people to be grouped with.

[ellis93]

Mr. Ellis, there are lots of worse people to be grouped with.

Just messin with you

[txs]

back to original topic, mark already mentioned the lockup converters on the 47rh, the 2 other differences are the the 47 has a steel front carrier and the biggest difference of all three, double wrap reverse band, the carrier and lockup can be upgraded to in the 518.

[Mark Nixon]

txs, IIRC, can't the valve body and reaction shaft (input) pieces be used from a gasser (V-8) into the Diesel transmissions?
I know these trannies also (apparently) use the same overdrive case casting numbers.
Not sure if the O/D case is MACHINED the same, though.

I also noticed that the hole in the case for the O/D wiring port is in the same location on both trannies (46-47 RH-es), as well.

Mark.

[Kasper Cummins]

back to original topic, mark already mentioned the lockup converters on the 47rh, the 2 other differences are the the 47 has a steel front carrier and the biggest difference of all three, double wrap reverse band, the carrier and lockup can be upgraded to in the 518.

Am I reading this right, there is a way to make a 518 lockup? Just swap the 47rh lockup parts in the 518 case and run the wires?

[Mark Nixon]

Am I reading this right, there is a way to make a 518 lockup? Just swap the 47rh lockup parts in the 518 case and run the wires?

It would seem so, wouldn't it?
With all the V-10 trannies I've nailed down in the last few weeks, why not build one of those with the correct governor weights?

As I mentioned, I believe some of the 1 off parts, like valve bodies and inputs, are compatible from the V-8 trannies, too.

It's tempting to start building trannies, lotta' people wanting them, manuals and autos .

Mark.

[oldestof11]

IIRC, txs told me you need:

Reaction shaft
VB
wiring
converter

Something about grind the case slightly for the reaction shaft also.

[txs]

if you wish to make your 518 a lockup, get a second gen flywheel housing and starter. for the tranny you will need a lock-up input shaft, a lock-up reaction shaft support and a lockup valve body. Between engineering changes the only difference between a non lockup and lockup reaction shaft support is one ball staked into the cast iron part. Indeed if you went to most tranny shops and wanted a reaction shaft support they will ask if you need 2 ball or 3 ball support. I believe you could use any truck lockup valve body , just check under all the covers for different colored springs and use the diesel ones if they are different colors. There was only one valve body casting for rear drive apps from the time period we are interested in. NEVER mix and match the steel (separator) and transfer plates unless you know what you are doing, that's where you will get in trouble. Oldest,the case work would be for trying to make a 727 diesel tranny into a lockup, they never made the 727 valve body in an electric apply version, they were all straight hydraulic. I still think you could use the 904 valve body as it was a solenoid controlled setup, but the 904 body will not bolt to the 727 case, the solenoid hits. So some work would be in order to use that deal.

[oldestof11]

^ Listen to this man. He knows his stuff.

[ellis93]

That's a lot of good info to know, problem is that there are a lot of trans shops are not going to sell you good core parts. I won't because that one part might save me money if I get a job back for warranty work.
2nd of all, that cobling of parts sounds real good, and it can work, but 9 out of 10 times you make yourself a booger. Anybody that has pieced anything together knows what I'm talking about. Its one of those things that is a never ending PITA.
From someone that pieced and scraped several vehicles together, I have this bit of advice to offer, go buy a core 47rh and be happy
I don't mean to offend anybody or step on tows, its just the way I see it.

[txs]

you're not stepping on my toes, ellis, if i was going to go lockup i'd try to find a 47rh, the problem is it was 2 years only, the supply will dry up. btw, it's not really cobbling things together, they will work, as long as you use the correct year parts. IE, the reaction shaft supports within a model year were all the same, you can even change them from non lockup to lockup or vice-versa just by adding or removing that one ball. 8 or 9 years ago i built a non lockup 727 out of a 3/4 ton 4x4 83 or 84 dodge truck, used 48re internals including the lockup input shaft, had the converter rebuilder make me a dummy lockup converter (standard non lockup converter with internal spline for the lockup input) used the 48 plannets, too, that truck is still hauling scrap for a guy over in carroll county. now thats cobbling.

[ellis93]

There also may be one other contributing factor to this as well, time frame of my experience I am still learning after 6 years of playing with them.
I had a gas 518 out of a 94 1500 eat me up one time. I had no problems with the actual build,but with the valve body. This trans went through a serious heat, it had an owner that drove it till it quit pulling and stopped, then waited till it cooled and tried driving again.
At the time I had no spare cores and depended on a few other shops knowledge of what worked. After three valve bodies and countless hours of playing with them I gave up. I finally fixed the trans by buying another core and swapping the inners and using its valve body.
Looking back now, I think that the sever heat may have warped the case or I may have been given wrong valve bodies to use. Which ever is the case I still tend to keep things as simple as I can by keeping valve bodies with their cases. Since then I've bought books and interchange manuals. I now have part numbers and application guides for almost any rear wheel drive application in any american made trans. It only took a few a55 whoopins for me to find the value of said information and it is truly priceless

[CAJUN 93]

ok, i'm wanting to do the same thing. heres what i have. a 96 2wd 47re that works (still in truck) just needs pump seal. the 518 in my 93 4wd thats stuck in forward gear (checked pressures at ports and not a valvbody problem, apparently i have a clutch pack engaged all the time). so my understanding is i can get a 47rh valvebody and the bushing for the wiring connector. then i can use the o/d unit from the 518 and i should have a 47rh. my question is will the 518 4wd o/d unit be a bolt on to the 47re 2wd without mods or do i have to go inside and change parts? i'm gonna go in with new clutches,seal,etc so if i have to change some hard parts it no big deal but i'de like to know in advance.

thanks
daryl

[txs]

cajun, the 518 O/D unit will bolt onto the 47, just make sure the O/D piston retainer (this is the piece that bolts to the back of the case) has the 2 little holes for the governor tubes, a 96 probably has them but after a certain point they quit drilling the holes. I would use the O/D planetary out of the 47 in the 518 O/D unit, also count the clutch discs in both O/Ds , if the 47 has more discs use the 47 retainer. Do watch out for that direct spring in the O/D unit, it has a nasty bite!