A500 & A518 electrical connection ?

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rustytoolss

rustytoolss

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Is there a difference in the electrical plug for the Hydraluic operated overdrive versions and the Electronic versions Pics please which is which .
 
Absolutely. The H has a simple 3 pin connector which engages the OD and the converter lock. The E series has a 6 or 8 pin.

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Auto trans stumper
 
Introduced in 1990. The A518’s torque converter definitely does not lock up. My 90 D150 is my daily and even though it does not lock up this transmission has saved me a bunch on gas. Old school non locking TC transmissions are 90-92 I believe. When I sourced a A518 for my duster it was from a van at the junk yard. The identifier I used was the 3 wire connector. I chose the a518 transmission because what I’ve read is that you can run a 727 converter in the non locking converter a518. I wanted this option to run a loose converter 3500 stall. This is all of course if I ever get around to finishing my project.
 
A500 had lockups starting in 1988. Non lockups available 1988-92 for the 3.9L V6, and from 1993-on V6. Depends on what vehicle they were in. 518 Lockups started around 1992. The 8 pin connector for the solenoid pack started in 1996.
 
Tulsa Time said:
Introduced in 1990. The A518’s torque converter definitely does not lock up. My 90 D150 is my daily and even though it does not lock up this transmission has saved me a bunch on gas. Old school non locking TC transmissions are 90-92 I believe. When I sourced a A518 for my duster it was from a van at the junk yard. The identifier I used was the 3 wire connector. I chose the a518 transmission because what I’ve read is that you can run a 727 converter in the non locking converter a518. I wanted this option to run a loose converter 3500 stall. This is all of course if I ever get around to finishing my project.
Click to expand...
Watch the balancing on the two converters.
 
I've read about some part in the overdrive unit that should be updated (something about 15 degree vs 22 degree part) can you tell me anything about that...and maybe which is better...and what year the update started . Thanks
 
rustytoolss said:
I've read about some part in the overdrive unit that should be updated (something about 15 degree vs 22 degree part) can you tell me anything about that...and maybe which is better...and what year the update started . Thanks
Click to expand...
Chrysler changed from the 22.5 to 15 degree pitch tooth in 1994 on the A518. I worked in the transmission parts/converter industry and we sold a kit that had the OD Sun Gear, the OD Planetary, and the OD Annulus(Ring) gear to make the changeover from the early to later design. The kit fits them all, including the A500. If you're going to get into the OD section, there is underneath the Overdrive hub, a compressed HD spring that will do YOU personally damage if you don't release it properly. You should use a press to do this job. The spring is compressed to somewhere around 600-700 pounds.
 
I know about the high psi spring. So the A500s did not get the 15 degree planetary update..but could be added ? Is it a needed/good thing to do ?
 
rustytoolss said:
I know about the high psi spring. So the A500s did not get the 15 degree planetary update..but could be added ? Is it a needed/good thing to do ?
Click to expand...
Yes, in 1996 the A500's changed to the updated planetary kit at the factory. Is it a good thing to do? My understanding is it was done because the 15 degree planetary setup was stronger than the old design. If it was my transmission and it was in need of an overhaul, knowing what I know, for peace of mind, I'd get it done. Not inexpensive, but to me a worth while investment. While the transmission is out and apart, why not do all updates and modifications. JMHO
Do it right once.
 
supposedly this connector will work. napa part number ec10. camshaft sensor plug for 86 up gm vehicles. the guy on fb magnum site says it works and he is adding it to his wiring harness kit.
 
Bragging:
I stated in this post “if I ever finish my project”. Well my A518 out of a 91 van is in the car. The rated 3200 stall converter (for a 727) feels more like 2000, The 408 makes plenty of power to overcome rear 10” aspen brakes. I’m doing the flick the switch setup for the OD in the ash tray. Flip on while in 3rd-Drive: it goes into OD. Note: I modified the factory floor gate shifter so I DONT GO INTO REVERSE ROLLING AGAIN! The factory shifter has the standard positions: P-R-N-D-2-1.
Here’s the situation: when I forget and leave the OD switch in the ON position. From a stop he transmission will: Go through all 4 gears. With a quick jump from 3rd-4th. Manually moving shifter: when I get to 3rd or D; it just quickly goes from 3rd into OD. Of course with the switch OFF position it just doesn’t go into OD. Otherwise with it ON it pretty much acts normal just a quick jump passing into OD.
Once I figured out the nature of it, this became a feature I like on the street and not at the track! No big deal, just flip the switch to off and close the ashtray lid on track days.
With 28” tires 3:55 gears at 80mph my tachometer shows around 2600-2700 RPM’s.
Heck yea I love it. My best 1/4 mile et in it is 11:79 so far. I’m feeling a bit transmission heavy at the track. On the street it’s enjoyable to not be RPM screaming in town or on the highway. Typically I just let it quick jump into OD so it will basically be lope-ing along doing 45mph. My full exhaust with cutouts is quiet and you can converse in the car keeping along with traffic on the interstate. Even if it’s not the way others would do it. I like it. When my buddy’s ride along and the OD switch goes back and forth, we say “Race Car / Street Car and have a laugh. I hope my review on how my setup works helps someone else decide if they should go that route. It’s so worth it.
 
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