How can I tell what tranny is behind my 12V?

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How can I tell what tranny is behind my 12V?

Postby eyoung429 » Fri Jan 19, 2007 9:22 am

It's an auto 3spd with overdrive. Only reason I know this is the button on the dash for the O/D went out and I relocated it to a toggle switch mounted on the dash shifter.

Thanks!
1991 IC D350 2wd Dually,st cab, full 4in Magnaflow exhaust, 3.73 gears, auto 518,HX35....goin' to twins!!!
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Postby Cschafer » Fri Jan 19, 2007 9:32 am

If it is a first gen trans and has overdrive it is the 518.
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Postby eyoung429 » Fri Jan 19, 2007 10:53 am

Is it any good? I plan on hitting the 300hp possibly 600ft tq within the next 5 months with a twin setup w/methanol injection...I haven't played with Mopars in about 20yrs now...my last being a '55 F100 w/392 firepower and a 2spd power-flite tranny.
1991 IC D350 2wd Dually,st cab, full 4in Magnaflow exhaust, 3.73 gears, auto 518,HX35....goin' to twins!!!
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Postby sdstriper » Fri Jan 19, 2007 11:13 am

If it doesn't slip it's good... Whaaat an ahole answer huh? Probably want a better torque converter for starters. And there's a whole lot that can be done to make them better than they are.
1989 D250, 727, 3.07, BHAF, 4" exhaust, Usual Suspect Gauges, tuned VE, OSPP
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Postby dpuckett » Sat Jan 20, 2007 10:37 am

Not to be an a-hole, but you wont need twins for 300hp and 600ftlbs of torque. Twins come into play at about the 450-600 mark, depending on what you want exactly.

Reason I say this is, that when buying aftermarket parts, you need a close ballpark figure for the TC and VB, or so I've been told. An upgrade for 500hp is going to behave differently than intended if you only have 300hp. 300hp isnt that big a deal anymore, even for a 1stGen.

Daniel
His- 93 W250 club cab LE, auto to Getrag conversion, piston lift pump, 3.54 LSD. 400k+
Hers- 04 QC 4x4. Built auto, Triple Dog, Air Dog. Funny Round truck that aint so quiet.
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Postby sdstriper » Sat Jan 20, 2007 10:48 am

Daniel is right on the money about the Torque Converter etc.
1989 D250, 727, 3.07, BHAF, 4" exhaust, Usual Suspect Gauges, tuned VE, OSPP
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Postby TOMTOM » Sat Jan 20, 2007 7:06 pm

Witch converter (non lock up)?
93 CLUB CAB LE SHORT BED 209,000 MILES AUTO/OD 3.54 GEARS 4" TURBO BACK EX NO MUFFLER P7100 PUMP MODS B/D INJECTORS 13.55@99 MPH 440HP 967TQ ON #2 ONLY. PSD INTERCOOLER,BD SUPER B TURBO)47RE FULL MAN SUNCOAST TRIPLE DISC
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Postby BC847 » Sat Jan 20, 2007 8:02 pm

TOMTOM wrote:Witch converter (non lock up)?


It's been my observation that it comes down to:

1 ~ Stock OEM replacement
2 ~ 89% modified
3 ~ 91% modified

2 & 3 amount to the same converter that has been modified so that the tolerances between the input components and output components are tighter so as to allow a much higher fluid coupling between the two (higher percentage of power transfer. 0% being no transfer and 100% being full lock-up).

As we know that energy is neither created nor destroyed, with an 89% converter ~ 100% power in and 89% power out equals about 11% being turned into heat. That's where we see folks enjoying lower trans fluid temps and higher gas mileage when compared to OEM.

HOWEVER: not all that 11% is turned into heat. It's called a torque converter for a reason. Pending the rpm, design, load, etc, a varying percentage of the apparent 11% power loss is actually changed from horse power to torque. It gives us an additional amount of bottom-end grunt.

So . . . .

It's my understanding the stock OEM converter is good for about a 65% or so connection. If one were to install a 91% converter in a work truck that must pull a heavy load out of deep muddy ruts, you might be disappointed as you may not pull the load (just can't get it moving) where as that same truck will flat out haul hiny down the road at no load/WOT.

A play truck, stop-light dragster exclusively might best benefit from a 91% converter.

An occasionally heavily loaded truck might do best with an 89% converter.


Most vendors will want your old unit as a core since they will open it up and do the mods. Some simply modify OEM components where others go to billet components and the like. I've seen prices range from $350 to close to $1000 for the 518 non lock-up conveter.

I've never seen a definitive comparison between the major players as with any torque converter, it's all down to the engine presenting the power. No two will be the same when looking at all the different levels of performance out there. We all have 5.9 CTD's and as I'm sure you've seen HP can be anywhere from 160HP to over 600HP.


This is all based on what I know and I don't build transmission nor have the power to destroy one coming off the line as it were. Those who know better will chime in I'm sure.

I hope this helps though. I'm in the cyphering stages of rebuilding my trans and I've got to figure out what I want converter wise. As dpuckett pointed out, one needs to consider what ultimately one's goal is so as to not buy the thing twice. ;)

David
Last edited by BC847 on Fri Jan 26, 2007 12:15 pm, edited 1 time in total.
David

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Postby KTA » Sun Jan 21, 2007 11:37 am

Just get a 47RE trans from a bone yard, then put a full manual valve body on it and wire the lockup and overdrive on switches, then you have the best of both worlds, and alot more selection for parts available plus heavier components to take the extra power. :P If you did do this be shure to get the flywheel housing too as its diffrent from the 1gen.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby TOMTOM » Sun Jan 21, 2007 7:02 pm

Thanks BC847 great info. does any u know use one of thease. if so what brand?
KTA I HAVE BEEN LOOKING FOR A 47RH CORE(whitch i think thats what your talking about,the "e" is all electric and the "H" needs lock and od power only. i am a snapon tool dealer and have 12 trans shops on my route all of them tell me the same thing GOOD LUCK on finding a core. i already have a block adaptor. another thing the lock up needs input shaft up grade
where the non lock up is solid.
guys thanks for all input i am in no hurry for my upgrades but i know i am giving up both mph and et with my current trans/converter.
TOMTOM
93 CLUB CAB LE SHORT BED 209,000 MILES AUTO/OD 3.54 GEARS 4" TURBO BACK EX NO MUFFLER P7100 PUMP MODS B/D INJECTORS 13.55@99 MPH 440HP 967TQ ON #2 ONLY. PSD INTERCOOLER,BD SUPER B TURBO)47RE FULL MAN SUNCOAST TRIPLE DISC
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Postby KTA » Mon Jan 22, 2007 6:03 am

Try this site for a trans.

http://car-part.com/

I also would want the 47RE not the RH as the RH doesnt have the same upgrade options that the RE has, and if you make it a manual valve body it doesn't matter if it is an RH or RE as for as how easy it is to install. If you didnt want to make it a full manual you can get the ATS controller that lets you program the shift points as a standalone unit. Also the later RE trans already have the heavier stronger planetaries over the RH which had light aluminum planetaries.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby eyoung429 » Wed Jan 24, 2007 8:08 am

Cool, thanks for all the replies.. If I switch to the 47RE, will I need to change the mount, tailshaft,driveshaft....etc?

After reading on several boards and my little impromto run with a turbo z this am....I am going to first try and figure out what's been done by the PO's of this rig before trying to set up a package for her.
1991 IC D350 2wd Dually,st cab, full 4in Magnaflow exhaust, 3.73 gears, auto 518,HX35....goin' to twins!!!
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Postby TOMTOM » Wed Jan 24, 2007 7:46 pm

Thanks for the info BRIAN. I may have a lead on a re from a 06 with a broken input shaft.
TOMMY
93 CLUB CAB LE SHORT BED 209,000 MILES AUTO/OD 3.54 GEARS 4" TURBO BACK EX NO MUFFLER P7100 PUMP MODS B/D INJECTORS 13.55@99 MPH 440HP 967TQ ON #2 ONLY. PSD INTERCOOLER,BD SUPER B TURBO)47RE FULL MAN SUNCOAST TRIPLE DISC
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Postby KTA » Thu Jan 25, 2007 6:18 am

That would be a 48RE from an 06, which is an even better stock trans than the 47RE.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby eyoung429 » Fri Jan 26, 2007 7:03 am

Ok.....I got up under her last night as I was getting a little pi$$ed off at some of the things I was finding.

Tranny has B&M engraved on the side of the case w/sn# looked at the torque convertor and the things painted yellow w/black stripes on it>>>>WTH?????
1991 IC D350 2wd Dually,st cab, full 4in Magnaflow exhaust, 3.73 gears, auto 518,HX35....goin' to twins!!!
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