Magnum 318 info

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Sounds like the best solution would be to sell the 46RE and find a 904 / 727 to mate up to my 1996 318. The OEM wiring harness is for sure a throw-away. Chopped all over the place. The 46RE was rebuilt in Sept of 2015 with a new convertor. Pan is clean and looks fresh inside. Any idea on what it is worth? Will any year 904 / 727 bolt up to my engine ( exclusive of a / 6 )?
 
You just need a trans for the block series.
A /6 needs an/6 trans.
A small block needs a small block trans.
A big block needs a big block trans.

After that, the trans spline count is different if it is really old. My ‘67 Cuda has an odd spline count. Stupid hard to find a performance converter for it. I had a local shop down the block from me open it up and restall it.
(https://protorque.com/)
 
...........Yeh, you want a newer automatic that does not have the 68/ earlier small converter bore. These originally had a single pin neutral safety switch. There are numbers on the rail you can "run" to find out more about it.
 
Pretty sure this was the place that used to sell some pressure switches and such to control an RH, similar to what you did. If correct, I would guess that is what the "727 to 518" topic would cover.

Didn't see anything that would control an RE, though.



Love to see something on that. Not casting doubt, just never heard of it. That would be the first viable solution beyond running the OEM PCM as a TCM. Doesn't seem unreasonable to think they have some similarities, but I don't know enough about it to do anymore than guess.

Had a buddy that wanted to use a RE in a swap because it was shorter than an RH and moved the TC closer to the motor, making the rear driveshaft easier to fabricate. I spend a fair amount of time looking for a controller for him and came up with what-if's, maybe's and "I'm going to...", but never anything better than vaporware. Doesn't mean my Google-fu was strong enough to make it an impossibility, just sharing my experience.

As I said earlier if you are willing to manual shift "MVB" I believe you can do that with the RE. But you are right. I don't know of any stand alone controllers......at least nothing reasonable


Powertrain Control Solutions - TCM2800 Transmission Controller

This one also controls Chrysler and others as well with the specific harness for each brand.

Programmable Electronic Transmission Controller
Part # TCM-2800
The TCM-2800 is our most powerful aftermarket controller. Similar to our other controllers the TCM-2800 features dual calibrations (sport mode, tow-haul mode, etc.). Programmable shift points, shift firmness, and torque converter lock-up. Unique to the TCM-2800, PWM outputs are programmable either active high or low supporting a wide range of transmissions from GM, Ford, Chrysler, Nissan, Toyota and others.
 
Woooooooo

$750 for that controller, yikes!

Just for the controller, and the other parts are extra.
That's why I built my own pressure controlled system for the RH trans, because no one made one that worked like I wanted.
The only close one available was not adjustable as far as shift points goes.

Obviously it's WAY easier and less expensive to go with an H series trans, but it can be done with the E series like some questioned.
 
I see that it says for Chrysler, but I’m not convinced it works with the RE yet. Very well could, would love if it did, just don’t see any documentation that would convince me.

Because of this thread, I went and paged through a FSM out of curiousty. I thought the RE would have a couple of shift solenoids and such, but didn’t find any. Not clear on how it works, but it appears there are still valves in the VB, like an RH. What was different was that it looks like they dropped the govern from the tail shaft and made it a computer controlled governor. At the same time, they made the line pressure computer controlled. If I understand this correctly, the computer doesn’t shift the trans by opening a solenoid, but through the governor. Hmm...now that I type that, makes me wonder if they are functionally the same. Plan to actually read it as time allows, but it is still a bit of a mystery to me.

I did see information in the above controller for line pressure settings and such. Maybe it can be done. Not clear though.
 
If you are ok with doing the crossmember and floor pan mods to run one of the overdrive transmissions, why not just get another truck engine harness that's not all cut up, then set this thing up to run the factory fuel injection and it will control the RE transmission with the factory computer.
 
If you are ok with doing the crossmember and floor pan mods to run one of the overdrive transmissions, why not just get another truck engine harness that's not all cut up, then set this thing up to run the factory fuel injection and it will control the RE transmission with the factory computer.
Ya, I'm kickin that option around.
 
Here is a pretty good explanation of how an RE shifts. Basically, it is a electric over hydraulic system (if I have the terminology correct).

http://www.atraonline.com/gears/2006/2006-07/2006_07_22.pdf

Looks like all you would need is a system that can measure road speed, monitor the governor pressure and control a solenoid to cause the governor pressure to rise as required.
 
I see that it says for Chrysler, but I’m not convinced it works with the RE yet. Very well could, would love if it did, just don’t see any documentation that would convince me.

Because of this thread, I went and paged through a FSM out of curiousty. I thought the RE would have a couple of shift solenoids and such, but didn’t find any. Not clear on how it works, but it appears there are still valves in the VB, like an RH. What was different was that it looks like they dropped the govern from the tail shaft and made it a computer controlled governor. At the same time, they made the line pressure computer controlled. If I understand this correctly, the computer doesn’t shift the trans by opening a solenoid, but through the governor. Hmm...now that I type that, makes me wonder if they are functionally the same. Plan to actually read it as time allows, but it is still a bit of a mystery to me.

I did see information in the above controller for line pressure settings and such. Maybe it can be done. Not clear though.

This is what I understand as well. In contrast the newer stuff, the 545 series, etc, is all computer controlled with individual solenoids. I read somewhere that a Jeep 5 speed can be reflashed and "just like that" you have a 6 speed.
 
If you don't go overdrive find a 904. The 727 strength isn't needed for most any 318 and 727's absorb about 20 hp just to spin the heavier internals. In other words a 904 will get you better performance and fuel mileage.
 
Here is a pretty good explanation of how an RE shifts. Basically, it is a electric over hydraulic system (if I have the terminology correct).

http://www.atraonline.com/gears/2006/2006-07/2006_07_22.pdf

Looks like all you would need is a system that can measure road speed, monitor the governor pressure and control a solenoid to cause the governor pressure to rise as required.
Thanks for that! Good info on the basic workings of the 46RE. Hey all, thanks for the input on this thread. I got a much better understanding on what I got and where to go with this project. :thumbsup:
 
I know this is somewhat off topic and the OP is done with it, but ran across a possible option this morning. Says 47/48RE, and while the cases and such might be different, I don't think the controls are.

Anteater

I sent a question in asking if it would work for a 42/46RE, will post back when I get a response.

BTW, yes it is a little expensive, but not much more than the PCS option above.
 
Hope you get a solution DionR
to clear a couple of thing up
OD units are the same outside
It's the 904 vs 727 and Bellhousing that is different 904 is also shorter in the TF part which does make an easier install
My experience is mostly RH and 47 guts into 46 etc, early/ late RH, straight cut diesel gears in the early 46, etc
For those running these transmissions including the 5 speeds Transgo has new separator plates available
Anytime Back to second -which I needed and which cannot be done with a shift kit- new valvebody or separator plate is required
and for those with Electronic transmissions- post 1995 you can adjust the line pressure without setting a code or going into limp mode
lots of other features check it out
DionR- the E transmissions sense line pressure- go out of range and they do not like it- hence the new separator plate- brilliant solution

What fishy68 said but Get a A-999 and one with a LU converter The double wrap low reverse band cannot be added to an A904 and you get more clutches
What the 727 gives is durability
on the early small spline trans change the pump and input shaft- then use a later converter- go lu while you are at it if on the street
you can even use the late "flats" converter and pump instead of the "slot" converter- it has more flow
 
For those running these transmissions including the 5 speeds Transgo has new separator plates available
Anytime Back to second -which I needed and which cannot be done with a shift kit- new valvebody or separator plate is required
and for those with Electronic transmissions- post 1995 you can adjust the line pressure without setting a code or going into limp mode
lots of other features check it out
DionR- the E transmissions sense line pressure- go out of range and they do not like it- hence the new separator plate- brilliant solution

Can you explain some of this a bit better? I'm not a transmission expert, tho I've been into a few.......VERY few
 
Getting back to my original post, I found a 78 small block 727 for $50 - sold to me as a core. Great shape inside, so I am just going to do a standard rebuild (clutches, bands, seals and gaskets). This will be my 4th 727 rebuild so I am up to speed on it. Will have to buy a 2500rpm stall convertor. Now I just need to find a buyer for my 46re.
 
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