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Old 12-04-2004, 08:31 PM   #1 (permalink)
Sc0
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47RH, 618 3-wire

Ok, I am doing a complete drivetrain conversion to TWO Jeep trucks, 3/4ton and 1ton. ('72 J4000, '74 J-20) I have sourced out a pair of good looking Cummins 4BT engines running the rotary pump, I will be buying these in a few days and bringing them home. For one of the trucks I want to use an automatic tranny with overdrive, I am leaning more towards the 47RH because it will do everything that I want it to with minimal electrics. (was thinking of a NV4500HD for the other truck)

Does anyone sell a 47RH to NP203 adapter, or NP205 adapter? If I can get these adapters I am tempted to use automatics in both trucks, with one having the 203/205 doubler. Also, any good transmission rebuilders in the Houston, TX area?
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Old 12-05-2004, 07:11 AM   #2 (permalink)
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There early 4spd version of the dodge auto was all hydraulic controlled (no wiring)...I believed they were termed a 518 and 618. One was found behind a CTD. I believe they were hydraulic until 97? From there they are computer controlled. The early version behind the CTD had an adapter for a 205 (pre94). From there, they have the NVG241D and NVG241HDD with slip yokes.

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Old 12-06-2004, 08:19 PM   #3 (permalink)
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Quote:
Originally Posted by steved
There early 4spd version of the dodge auto was all hydraulic controlled (no wiring)...I believed they were termed a 518 and 618. One was found behind a CTD. I believe they were hydraulic until 97? From there they are computer controlled.



Thats incorrect.. The 93 CTD/518 I put in the 86 I have has a three wire connector.. the center wire should be wired hot the other two should be wired to ground through a switch..I don't remember for sure right now but I believe the front wire is for the torque converter lockup and the rear wire is for the OD


Quote:
Originally Posted by steved
The early version behind the CTD had an adapter for a 205 (pre94). From there, they have the NVG241D and NVG241HDD with slip yokes.steved
This part is correct.. The OD/adapter housing has the common round NP bolt pattern and can be used with many of the NP Tcases.. The 93's have 23 spline output shaft but I am not sure about the 94+ Tcases for auto's but the manuals(NV4500 anyway) are larger with higher spline count..
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46 Dodge WC15--67 M715--85 Jeep CJ10A--06 Dodge Ram2500Quad cab Cummins--94 Suburban--06 Ridgeline-
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Old 12-07-2004, 07:06 AM   #4 (permalink)
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The 518 did NOT have a lockup torque converter. The 618, 47RH was out for two years or so before they went to the 47RE. (47RE and 47RH both still termed 618)
I think the '93 and '94 were the two years of the 47RH, 3-wire.

I bought the Cummins 4BT's yesterday and am now trying to find the 4x4 version of the 47RH. I want to marry one to a NP-205, and the other to a NP203/205 doubler.
I called around yesterday and the rebuilt automatics are not cheap, $3400 territory... I have the TH-400 block adapter and flexplate, hopefully it will allow the 47RH to bolt up or else that will mean more money. I thought about the NV4500 but the automatic comes in handy and can live a happy life after a nice DTT rebuild.

I appreciate your post Russ, it seems that information on these swaps is a bit rare.
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Old 12-07-2004, 07:44 AM   #5 (permalink)
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Quote:
Originally Posted by Sc0
The 518 did NOT have a lockup torque converter. The 618, 47RH was out for two years or so before they went to the 47RE. (47RE and 47RH both still termed 618)
I think the '93 and '94 were the two years of the 47RH, 3-wire.

I bought the Cummins 4BT's yesterday and am now trying to find the 4x4 version of the 47RH. I want to marry one to a NP-205, and the other to a NP203/205 doubler.
I called around yesterday and the rebuilt automatics are not cheap, $3400 territory... I have the TH-400 block adapter and flexplate, hopefully it will allow the 47RH to bolt up or else that will mean more money. I thought about the NV4500 but the automatic comes in handy and can live a happy life after a nice DTT rebuild.

I appreciate your post Russ, it seems that information on these swaps is a bit rare.


I know there were a couple years of a fully hydraulic (ie non-electronic) version of the 46 and 47. They are the early RHs...I would think they would be the A518 and A618 that replaced the old timer 727. I had a FULLY hydraulic version 46RH in my 94...it had no wires to it when I pulled it for a rebuild...it was an early 94 though and the rest of the truck looked like a crossover having a 93 drivetrain in a 94 body and frame.

As far as that goes...find a 727 and then get a gear vendors OD unit for it...it'll be a much more reliable unit. The 727 was common behind the ealier CTDs and isn't sought after because it requires running 3.08s in the axle to have any ground speed. You could gear lower with the OD unit and I believe they make a low gear set for the 727 now.

Just a thought.

steved

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Old 12-07-2004, 09:01 AM   #6 (permalink)
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Quote:
Originally Posted by Sc0
The 518 did NOT have a lockup torque converter. The 618, 47RH was out for two years or so before they went to the 47RE. (47RE and 47RH both still termed 618)
I think the '93 and '94 were the two years of the 47RH, 3-wire.

I bought the Cummins 4BT's yesterday and am now trying to find the 4x4 version of the 47RH. I want to marry one to a NP-205, and the other to a NP203/205 doubler.
I called around yesterday and the rebuilt automatics are not cheap, $3400 territory... I have the TH-400 block adapter and flexplate, hopefully it will allow the 47RH to bolt up or else that will mean more money. I thought about the NV4500 but the automatic comes in handy and can live a happy life after a nice DTT rebuild.

I appreciate your post Russ, it seems that information on these swaps is a bit rare.
Maybe give these guys a call, looks like they deal with them alot.
http://cgi.ebay.com/ebaymotors/ws/eB...939520733&rd=1
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Old 12-07-2004, 11:46 AM   #7 (permalink)
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The Gear Vendor version of O/D doesn't have a good reputation for holding up to a modified Cummins, even though these have four cylinders I don't want to chance $1500. On The Other Hand, the US Gear version can hold up to just about anything BUT they only have certain applications and are $2500. The current trannies in the project trucks are TH-400's so I was looking at adding the US Gear version to it but that won't be possible and retain the Dana-20 transfer cases. Of course I would like to use a 4L80E and my current TH-400 output shaft and dana-20 adapter but AA has different kits listed between them so something is different, which leads me back to a properly built 47RH. As for the difference between the 46RH and 47RH, I think the 47 has a few more updated parts, the same difference between the 47RE and 48RE. Theoritically I could possibly use a 47RE with a 47RH valve body setup and not use a PCM...(I think)

I even thought about retaining the TH-400 and using doublers in both trucks and a 3.07 gear set. (using the doubler as an underdrive) The problem is I can't find a reliable source for 3.07 R&P's much less lockers. With the 4BT, 47RH and the stock 4.1/4.3R&P's I will see how it runs then swap in the 3.54R&P's later if necessary.
(32" tires with 4.1, 35" tires with 4.3R&P)

If I didn't want to use an automatic, this could be a whole lot easier.
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Old 12-08-2004, 09:06 AM   #8 (permalink)
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What bolt pattern flexplate housing does the TF727, 518, 618 use?

On the 4BT's I have the stock TH-400 GM style flexplate housings on them now and the TH-400 flexplate. (going to go with a 6BT flexplate at a latr date) So far I have seen a Ford T-18 bolt pattern flywheel housing, B,O,P flexplate housing, the GM pattern, and one for the NP435/465.
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Old 12-10-2004, 05:53 AM   #9 (permalink)
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Ok, after looking at a '97 CTD today I think I will need a 6BT flexplate and transmission plate. So to make things work I might need a 47RH front half, a 518 4x4 rear half with a round bolt patern and that should allow me to bolt directly to a NP205 or 203... I am still looking for transmission cores locally but ...
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