518 to 47rh swap

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518 to 47rh swap

Postby TRACTJDS0428 » Mon Apr 28, 2014 2:56 pm

Im sure its on here somwhere but I didnt see it. I want to put a 47rh with lockup in my 93 w250. I know ill have a different flywheel and have to install a lockup switch. Linkages? Speedo? People have said my transfer case will hang behind it? Who has done it and what else will i need? It would be a built 47rh with triple disc converter and billet shafts.
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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Re: 518 to 47rh swap

Postby cmann250 » Mon Apr 28, 2014 3:38 pm

You'll need the 2nd gen flywheel housing and starter. Some people call the flywheel housing the adapter plate.

Get an upgraded flex plate if you have a triple disc converter. The flywheel housing is 1" thicker so all the linkages have to move back an inch. Your transfer case will work, but I don't know anything about the linkages since I've only done this in a 2wd. Your speedometer will work as it should if you keep the 518 pinion housing, gear, and adapter. The cross member will have to move back an inch and that's probably the worst part of it all.

Who's building this for you? Or are you doing it yourself?
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Re: 518 to 47rh swap

Postby TRACTJDS0428 » Mon Apr 28, 2014 3:45 pm

Im thinking about buying them new from BD. Then doing some tweaks on my own. Or take it Dans Transmission here in GasCity, Indiana and let him dial it in. Probably build the 1st and reverse stronger for plowing snow.
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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Re: 518 to 47rh swap

Postby cmann250 » Mon Apr 28, 2014 3:53 pm

This is just my $.02, but if you have the time and facilities, build it yourself. It's so much cheaper to build it and source parts yourself. Freight alone is a few hundred bucks and then what about a core?

Just an FYI, the 47RH uses a double wrap low and reverse band where the 518 just uses a single wrap band. The double wrap band in the 47RH is quite a bit stronger.
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Re: 518 to 47rh swap

Postby DodgeFreak » Tue Apr 29, 2014 5:05 am

cmann250 wrote:. Your speedometer will work as it should if you keep the 518 pinion housing, gear, and adapter. ?


That's all on the Tcase so It won't matter.
92 D350 Cab and Chassis. Auto stock, wiring gremlins. 330k miles
92 W250 Ext cab rotted completely out. Auto, pump maxed, 215 ppump nozzles, Denny T2 pin.
85 D350 single wheel, converted to cummins, getrag, turned up 2 turns and afc screw flush.
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Re: 518 to 47rh swap

Postby cmann250 » Tue Apr 29, 2014 12:25 pm

DodgeFreak wrote:
cmann250 wrote:. Your speedometer will work as it should if you keep the 518 pinion housing, gear, and adapter. ?


That's all on the Tcase so It won't matter.


Oops! Yep I'm a puddle sniffer :lol:
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Re: 518 to 47rh swap

Postby TRACTJDS0428 » Tue Apr 29, 2014 6:20 pm

I actually thought about trying to build my own "bulletproof" 518 (if there is such a creature) to do what I want. Ive heard some guys say they wou ldnt have a 518 and ive heard some guys say thats all they would have if they are built right. I just like the idea of a lockup to kill some of the heat. And get the power to the ground more efficiently. Pulling about 30k the other day my trany got up to about 220-230 with a deep pan and extra cooler. Has acted the same when its cold since. And im aboutto throw some bigger numbers at this truck so if im having trouble now I know what gonna happen in the near future.
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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Re: 518 to 47rh swap

Postby cmann250 » Wed Apr 30, 2014 5:13 am

I'm pretty biased since the first transmission that I put together worked correctly, but for a truck under 500 hp I say build it yourself and save money. By the time you pay freight and labor for building it, you're going to be in the $500-600 range.

Just my $.02
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Re: 518 to 47rh swap

Postby DodgeFreak » Wed Apr 30, 2014 9:48 am

Just don't go with high performance clutches........I'm not sure what Caleb used but I've used the kevlar clutches in my cousins daily driver and it didn't last long.....with a tfod shift kit, it was a firm shift but must of had a soft enough engagement that it smoked the clutch packs after a year year and a half and quite afew miles becuase he drove it an hour to work and back so a total of 2 hours a day and half of it is in traffic\stop and go. And a couple trans shop said it was because I used those clutches.
92 D350 Cab and Chassis. Auto stock, wiring gremlins. 330k miles
92 W250 Ext cab rotted completely out. Auto, pump maxed, 215 ppump nozzles, Denny T2 pin.
85 D350 single wheel, converted to cummins, getrag, turned up 2 turns and afc screw flush.
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Re: 518 to 47rh swap

Postby cmann250 » Wed Apr 30, 2014 2:16 pm

I used Raysbestos clutches. Not the new G-whatevers. Are you talking Alto Red Eagles DF?
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Re: 518 to 47rh swap

Postby TRACTJDS0428 » Wed Apr 30, 2014 3:44 pm

DodgeFreak wrote:Just don't go with high performance clutches........I'm not sure what Caleb used but I've used the kevlar clutches in my cousins daily driver and it didn't last long.....with a tfod shift kit, it was a firm shift but must of had a soft enough engagement that it smoked the clutch packs after a year year and a half and quite afew miles becuase he drove it an hour to work and back so a total of 2 hours a day and half of it is in traffic\stop and go. And a couple trans shop said it was because I used those clutches.


Are you talking about a 518 or a 47rh?
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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Re: 518 to 47rh swap

Postby TRACTJDS0428 » Wed Apr 30, 2014 3:47 pm

cmann250 wrote:I'm pretty biased since the first transmission that I put together worked correctly, but for a truck under 500 hp I say build it yourself and save money. By the time you pay freight and labor for building it, you're going to be in the $500-600 range.

Just my $.02


You biult your 47rh behind a 2wd correct? What kind of power did you thro at it? my mods should be good for 425 or akittle better and id like to put a water meth kit on later which could be another 150hp or so.
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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Re: 518 to 47rh swap

Postby cmann250 » Wed Apr 30, 2014 4:12 pm

TRACTJDS0428 wrote:Are you talking about a 518 or a 47rh?

I think he's referring to a 2nd gen. There's other variables to burning up clutches than just material alone.

If you are considering doing it yourself, check out this thread: http://www.competitiondiesel.com/forums ... p?t=168500

The rotating assemblies and basics of operation are 90% he same for 47RHs through 48REs.

TRACTJDS0428 wrote:You biult your 47rh behind a 2wd correct? What kind of power did you thro at it? my mods should be good for 425 or akittle better and id like to put a water meth kit on later which could be another 150hp or so.


I have a 518 right now. I did tear it clear down and rebuild it. It's a stock rebuild with a Suncoast converter and a Transgo TFOD shift kit. It sends 280 horse to the wheels and 600 lbft of torque, which is guess is good for a non-lock-up auto truck at that power level. It feels very strong for non lock-up.

Here's what I'd do for 400-500 horse, assuming you still tow heavy, plow, and beat on it some.
-Flex plate and converter (Some converter manufacturers will recommend a HD single disc, some a triple disc)
-Billet input
-Steel front planet (if it doesn't have it already)
-One or two more clutches in each rear, O/D, and direct packs
-Billet accumulator, both servos, 4.2 apply lever, strut, and anchor
-TFOD shift kit
-Deep pan (I'd use the one you have now)

If you are going to sled pull, add a billet output shaft and maybe an intermediate.

That's just my rookie opinion. I've only built one, but I feel like I have a pretty good understanding of them.
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Re: 518 to 47rh swap

Postby DodgeFreak » Wed Apr 30, 2014 5:29 pm

TRACTJDS0428 wrote:
DodgeFreak wrote:Just don't go with high performance clutches........I'm not sure what Caleb used but I've used the kevlar clutches in my cousins daily driver and it didn't last long.....with a tfod shift kit, it was a firm shift but must of had a soft enough engagement that it smoked the clutch packs after a year year and a half and quite afew miles becuase he drove it an hour to work and back so a total of 2 hours a day and half of it is in traffic\stop and go. And a couple trans shop said it was because I used those clutches.


Are you talking about a 518 or a 47rh?


It was a 47re, same clutch setup as 518, few internals are different rear band, planetary sets. Od is different though. I Honestly can't remember the name of the clutches we used it's been over 7 years ago and He's the one that bought them. I just remember after it burned up, he asked a couple trans shops what would have caused it and they said we shouldn't have used high performance clutches. It went pretty much all at once. It acted slightly different the day it went and then welded the two cluch packs together.
92 D350 Cab and Chassis. Auto stock, wiring gremlins. 330k miles
92 W250 Ext cab rotted completely out. Auto, pump maxed, 215 ppump nozzles, Denny T2 pin.
85 D350 single wheel, converted to cummins, getrag, turned up 2 turns and afc screw flush.
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Re: 518 to 47rh swap

Postby TRACTJDS0428 » Wed Apr 30, 2014 5:48 pm

Im not afraid to tear into one. Ive built three myself. I struggle with time and a place to do it. My barn is a stone floor and I cant leave it apart at work. The second thing is knowing what to put in it. Other than valve bodies and torque converters ive always rebuilt with a kit. I understand billet shafts and struts and all that. Who is making the good parts? Im not too worried about price because I dont want to do this again anytime soon.I want good hard shifts and low temps. I want to be able to lock it up with 30k behind it and know when I come to a hill the turbo will do its job and ill be going the same speed at the top without downshifting or getting hot. Id rather spend alittle extra money and build it big and bullet proof than rebuild it in 5 yrs or less. I guess that was one reason I wanted to buy one.
1993 Dodge W250, Cold Air, Borg Warner 60/68 turbo. 4" down pipe. 5x14 Injectors. Pump Mods. Airdogg II 165, Billet Fuel Tank Sump. ATS valve body, ATS converter, Pyro, Fuel pressure, Boost and Trany temp gauges. 72" T-Rex Products Long Bars. 285/75-16 Toyo Open Country M/T's. Western 9Ft MVP Ultra Mount V-Plow.
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