A-518 and 46RH find
- Thread starter mbaird
- Start date
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Projectile Dart
Well-Known Member
If I remember correctly they are mostly identical (at least close enough to swap parts) and 1 name indicated lock up converter, and the other was non-lockup. I don't remember which one is which but my guess would be the ##rh trans would be lock up because that is the more common trans I see people using for fuel economy and cruising upgrades
Projectile Dart
Well-Known Member
you're right, I didn't notice that...
Same transmission. There are 2 series transmissions. A 46RH (hydraulic control) and a 46RE (electronic control ie computer) change over was mid 90s. Look for a big electrical connector to indicate a 46RE.
Professor Fate
Push the button, Max...
The 518 also states lock up.
So it does ...
Professor Fate
Push the button, Max...
Neither will bolt up to the 440. There are adapters out there, don't know about current availability.
I know that there are several adaptors available . Not cheap but much less than a gear vendor .
A518 and 46RH are basically exactly the same. 518 is hydraulically commanded. RH, the H stands for Hydraulic. Guess what? Hydraulically controlled. All of these feature lock up convertors. As Valiant said, 96 ish they went RE. E is Electronically controlled. If they are 2WD, snag em!!! Hard to find! Even if they're 4WD, still have value.
I understand that they went to electronic control around 95ish but why do ther refer to one as a 518 and the other as a 46RH when both are 1994 vehicles ? It could be possible that the van plant still used the old 518 jargon I suppose
That, I don't know. You could be right. In the end, they're the same. Either a 2WD?
@CudaFactHackJob
Please advise on the red x. If I'm giving misinformation, it would be beneficial to all if I'm corrected. Thank you!!
Please advise on the red x. If I'm giving misinformation, it would be beneficial to all if I'm corrected. Thank you!!
Bobzilla
Well-Known Member
These are just the two different numbering systems used for the same transmissions. The 518 number was based on the old number, like 904, 727, 500, 518, etc. The new numbering system related more to the intended use, so an A500 was now a 42RH and an A518 became a 46RH, but with the V10 and diesel engines they also added the 47 and 48 torque ratings. In the new numbers you can tell the first digit 4 meant four gears, the second digit 6 was the torque classification, the third digit R was for rear output, and the fourth digit H was for hydraulic controlled. Once it went to PCM controlled shifting by manipulating the governor pressure with a solenoid they just changed out the forth digit H for an E.
The 94 model was near the changeover in names, so clearly one got the name and one did not, just by chance how manufacturing changes take place. They are basically the same transmissions, and will take the same components during a rebuild.
The 94 model was near the changeover in names, so clearly one got the name and one did not, just by chance how manufacturing changes take place. They are basically the same transmissions, and will take the same components during a rebuild.
The van may have been an early build and the Dakota a late build .
My 91 B300 van had an A518 2-pin non-lockup that is now in my friend's 70 Cuda vert behind a 340.
I pickup up an A500 and an A518 that are both 3-pin for a lockup converter.
I pickup up an A500 and an A518 that are both 3-pin for a lockup converter.
Jarlaxle
Well-Known Member
Change was 96, I recall.
Yes, 96-I had a 95 Dakota with a 46RH.
Old software, early build...just couldn't be bothered to change it?
I bought this converter for the 46rh I am building to put in my Travco MH behind a 440.
How is your build progressing? Is that a lockup converter?
CudaFactHackJob
Well-Known Member
I don't know if the correction was already stated, but not all 518 were lockup.
Thanks for the clarification. What were the applications?
It is a lock up, and it is the only thing I have bought for it so far.
It has a billet face for the lock up clutch to ride on, and the clutch is carbon fiber and supposed to be better material than the OEM stuff.
Also supposed to be about 400 rpm lower stall than the standard 5.9 gas converter. Figure it will stall about the same rpm as the stock converter behind a 440.
Tried to find one with multiple clutches for 518 but found no such animal. This is the only one I found with a billet steel face to prevent distortion from heat. Also have to pay attention not to overtorque converter bolts and distort that way.
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