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probably no hard part damage unless the bands are down to metal. Plenty of performance parts if you want to beef it up even more. Where in SoCal. Ever make it over to Phoenix. Cost is relative to what parts you put in. Clutch brand and quality being one factor.

just so you know, a RMVB for a dodge OD is very pricey,and only certain shops even do them.

you should be able to. The switches are both the screw in style.

its a mechanical governor VB, what do you want to gain by making it a manual VB? OD/LU are electronic

yes, you can swap the 72 comb onto the 67 VB. End goal is a good VB?

a pressure test on the base(middle) and front servo could tell you some useful information. RMVB the manual valve dictates the gear, the governor circuit doesn't apply, so if you just moved all of the parts to another case,verify no pressure loss issue.

it'll handle it. I'm hitting one with almost 600hp. I had my input and hub cryoed, just to give it a bit more strength. Currently running 4.56s and have hit it hard through all the gears. Lockup is not necessary, but even in lockup, it holds just fine. Just don't hit lockup under extreme...

mine was from a 1/2 ton 360 truck 92 I believe. Friend had the truck

you only need to control LU and OD,and it controls when it engages and disengages and by throttle position, so how much more flexibility you need?

I'll agree its a tire fryer with big motor, and lots of gear. Currently playing with 4.56s, and its just plain silly to launch. But my cruise RPMs aren't any worse than the 904 and 3.55s before.

HGM Electronics in CA has a Compushift module you can program to your liking for the 42RH. Converters are cheap for it too, if you don't want anything special. I'd go the 42RH route. All RH Dodge transmissions work the same, so it will work. COMPUSHIFT Mini for Chrysler A518/46RH and Chrysler...

3K stall lockup converter for my A500. Only place that would build one for my setup. Can't praise it enough. Works very well with my close to 600HP stroker.

guess it helps knowing someone in the business. Mine was free. Keep looking, sometimes it takes really searching hard. I don't ever see these on CL in my area.

Greg, my recollection is the OD housings are identical and can interchange. The main trans housing is larger/longer on the 518 vs the 500.

there's only so much room in there. Dodge lockup converters are pretty small for the A500 series.

Have to call and ask Andre about stalls for it. A500 has a decent sprag already. No OD changes I've seen available.

Expect to spend upwards of 3K or more, but take out the polished housing, and it could be closer to 2500. How much will it hold, is dependent on traction, hard to put an actual number. I don't see any issue holding 700 with this setup. Will be there one day,we'll see.

The A500?,everything. 600HP is nothing. Build a 47/48RE for a Cummins making 2000HP,thats expensive, but its what I do. Seriously, all reds, reverse servo, direct 24spring assembly(Cope offerings), TFOD shiftkit,with my custom tweaks, Edge racing converter, 3K stall with a lockup and billet...

47RH wont,as it was for V10 and Diesel applications. Now you can take the internals and put in the gas model of these. Even the A500(904 based, or sometimes called 42rh) would work. Both models share the same OD unit, so same tunnel mods would be needed. No issues here with my A500 and close to...

just dont hook up the lockup wire, seems simpler.

This one? 518 / 46rh / 47rh, three wire Pigtail connector for overdrive and lock-up. - PATC

what color is your engine?

OD units are the same for either unit. Dimensionally, I am pretty sure total length is the same too. I can't see being able to use a console shift setup, as the whole assembly is much wider at the point where the bracket would attach.

68 340 is forged crank, internal balance,right? A500 converter must be neutral balance, did ATC confirm at least that? What flexplate are you using, just curious, as A500 converter should use 5/16 bolts.

I shoot for .032-.035 for the forward(4disk), and .065 for the Direct(5 clutch).

cooler flow restriction can cause leak too.

not between the pump halves, no.

simple as that

start in 1st, adjust for that, then check each detent all the way to park.

no,there should not be large air leaks on any piston on either the forward or direct. The metal rings on the reaction shaft do allow some air bleed, but not enough that the piston doesn't move up. The outer seal on the direct drum you've been fighting is the seal that can roll when you push the...