Transmision options.

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Ronald C.

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I think we all can agree there’s no less than 1000 threads on Gen III Hemi swaps and transmissions. So, in hopes of a simple straight (er) answer, what is the best option, least modification? Had intended to use a A518(46Re Non-LU) understanding I need to trim the cross member/tunnel. Recently I was told this was not a good choice, needed to locate an RE, add an Anteater, on and on.
In short, I’m looking for the best overall route for a Transmision behind my 5.7 that I honestly intend to use for taunting others and an occasional ticket getter. So, I have no desire to heavily modify the car to do it. I have the A518 already, and was intending to just rebuild since I suspect it’s a ***** to pull back out, and let ‘er rip.

Any body have 1st hand experience with this or similar set-ups to help make a good choice?
General thoughts?
 
Easiest? Least mods? Smallblock 727 or a 904. Get the appropriate flexplate, bolt it together and go. Well, maybe not THAT easy, but pretty much. No trans controller needed, no crossmember or floorpan mods needed.
I'm assuming you're talking about a later A body, not a '66 or earlier.
 
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Professor Fate said:
Easiest? Least mods? Smallblock 727 or a 904. Get the appropriate flexplate, bolt it together and go. Well, maybe not THAT easy, but pretty much. No trans controller needed, no crossmember or floorpan mods needed.
I'm assuming you're talking about a later A body, not a '66 or earlier.
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Correct. 74 Sport to be exact. And I have a couple 904 cores, but thought the 518 I have would be better for potential longer distances, highways. And since neither motor or transmission are in the car, a little mod wouldn’t be bad. But it’s rapidly approaching information overload when trying to marry up Hemi and 518 overdrive.

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I don't have a whole lot of experience with transmissions, but I do have an opinion on the 46re. Before you make a decision, if you haven't already googled '46re transmission problems', do so.

I didn't have any choice in the matter when I bought my Dart, as it already had the 5.9 swap and 46re in it. In the last month, I dropped the pan and changed out the governor pressure solenoid and sensor to the HD Borg Warner as it wouldn't shift from 1-2 till it warmed up. This solved part of my shifting problem, but I suspect I have other valve body issues along with a very tired transmission, but it's functional for now. The cross member is notched approx. 3/8" to accommodate the housing.

If I had my choice, I'd go with the 46rh, that way it would still bolt up to my application and eliminate all the electronics that can take a dump. It would have to be solved in how to eliminate the ecu portion that controls the transmission, but that's above my pay grade.
 
Well, you need to decide what you're going for; "longer distances & highway driving", or "taunting others and an occasional ticket getter". Not mutually exclusive, but something "to do it all" is a big investment in time, money and modifications. 727s and 904s are basically bolt-ins. You don't HAVE to have an overdrive to drive on expressways or drive long distances- 904s and 727s have been doing just that for over 55 years now, and delivering great performance at the same time with 3.23 gears or better.
The more elaborate you get with your setup, the tougher it is to get everything ironed out.
 
Tinmannz said:
If I had my choice, I'd go with the 46rh, that way it would still bolt up to my application and eliminate all the electronics that can take a dump. It would have to be solved in how to eliminate the ecu portion that controls the transmission, but that's above my pay grade.
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No computer required for RH series, and they can be made to shift everything automatically via hydraulic pressures and pressure switches.
My Dart has the 5.9 Magnum and 42RH trans fully automatic through every gear including converter lockup.
80 mph at 2,600 RPM's with 3.55 gears.

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I have a GM 4L60e for mine. (Old Keisler set up). Silver sport now carry’s them as a kit Only cutting that needs to be done is to the trans hoop. It has to be trimmed back about an inch.
 
I did a quick look and can’t find any right now. Don’t have the drivetrain in the car now so I can’t shoot any for you. Hopefully I can find a shot of it in the car.
 
TrailBeast said:
No computer required for RH series, and they can be made to shift everything automatically via hydraulic pressures and pressure switches.
My Dart has the 5.9 Magnum and 42RH trans fully automatic through every gear including converter lockup.
80 mph at 2,600 RPM's with 3.55 gears.

View attachment 1715513403
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I think I have seen that type of setup before. How did you do it?
 
In my personal experience, hands down, the easiest, cheapest, least amount of work, absolutley no cutting required option is either the 727 or 904. Period.
 
I am strongly considering building a 904 out for the time being and if I end up not liking it, building the 46re. The problem I am hung on is I’m running a Gen III Hemi in front of it. How bad is it to pull the transmission on an A Body w/Gen III once it’s in the car? Can you even access the bolts in the bell housing?
 
Ronald C. said:
I am strongly considering building a 904 out for the time being and if I end up not liking it, building the 46re. The problem I am hung on is I’m running a Gen III Hemi in front of it. How bad is it to pull the transmission on an A Body w/Gen III once it’s in the car? Can you even access the bolts in the bell housing?
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It's a smallblock transmission. Access is basically no different than any smallblock A body ever built.
 
727/904 everything mounts in factory stock location. Other parts of the hemi may get cozy with the firewall, but trans access is bone stock.
 
its all the same. I run a Cope racing trans behind my 5.7. run a 4500 stall and its awesome. no issues here. but the TCI flex plate and bolt it up and go.
 
I run an Extreme Automatics Stage 2 2004R with a 3800 rpm lock-up converter from Precision of New Hampton. It's fully automatic and the converter can be locked up while in 4th gear with the flip of a switch.

It bolts up to most Mopar engines using a Reid SFI rated bell housing. It is the best performing automatic transmission I have ever used, and the gear ratios are perfect. I run 3.91 gears.

I had to trim and reinforce my Torsion Bar cross member. US Cartool makes a kit now.

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