Quick question. Is it his a lock up style trans

 

The way the nomenclature gets used it's ambiguous at best. Depends on who is saying it's a 618. Best way to tell is look at the plug on the left rear section of the main case. The one that sticks straight up. 3 pins, it's a lock up, 2 pins and it's not.

Additionally if the input shaft has a machined portion without splines at the tip then it's a lock up. If it's all splines to the tip then it's not.

 

Hmm. I've been thinking about trans upgrade. I got a 727. Thought maybe the 618 might be easier to put n than doing a 47 but I don't know. When I do it I will buy one that is built from a aftermarket source

 

I had the idea the A518 was the non-lockup 46RH in the 92-93, or maybe the 91-93, and the "47RH" was the same as the A618 in the 94-95 years.

At least that's what my ATSG says.

The 47RH has a lockup torque converter, and the tiny connector pointing up has 3 pins.

 

I was under the impression that the 618 and 727 were basically the same. And the 47 was different. Just looking for an "easy" install. Which one do u guys think is the better of the two. Just curious. how hard would it be to put an Allison in a first gen. I'm sure somebody has done it

 

If you look at the underhood tag on a 94 and 95 cummins auto it is listed as an A618 there.

 

Ok thanks. I'll probly just buy one already built and not try to find a used one. I remember the day when I would be mad if my truck didn't have a stick in it. I guess I'm getting old. Lol

 

I miss the 18 speed

 

The A618 is also known as the 47RH. It was exclusive to the 94 and 95 CTD and V10 gas engine. The A518 is also known as the 46RH and was used in many truck applications from, IIRC, 89 (could possibly be as late as 91) on up through 95. Most, but not all gas engine variants were lock ups, the CTD variant from 91.5 to 93 were non lock ups. All are overdrive transmissions. The 727 is a 3 speed and also came in L/U and non L/U variants for the gas engines. The CTD variant was non L/U. The V10 didn't appear until the 94 model year and was last offered in 2003.


The easiest swap and most bang for the buck would be to swap in a 47RH or modify a CTD A518 to lockup. It's not going to be a simple a process though. You will need the 2nd Gen adapter, starter, a 91.5 to 93 crossmember, mount and bracket, and driveshaft modifications. You will also need some control over the O/D and L/U as these are electrically operated. You will also need to redrill the frame to locate the crossmember properly.


It's not exactly a weekend in your driveway kind of project but it's infinitely easier and cheaper than the Allison swap. If you have a couple weeks, know how to fabricate, weld and wire electronics plus have an extra $10K (at least) at your disposal then by all means go ahead tackle the Allison. There are a few running around. I've owned an Allison equipped truck and while it never gave me any trouble I was less than enamored with it. It has some quirks and a set shift schedule that I simply hated.

 

The Allison was just a thought. I bought the truck I have because I am tired of all the electronic crap on the new ones. My buddies got a new 6.4 hemi and it tells Him when to change the oil and if he don't it shuts down. Just can't live with that sort of stuff myself. My 727 is doing fine but I know it will be a problem one day. Just studying up before I have to tear into it

 

Good luck. Just there, did that, not easy, expensive. Read my write up.

 

Does anyone know if a 205 transfer case will bolt to a 48re.

 

I've heard yes, and I've heard no. The nos say there is a clocking issue. A 47RE or 48RE will need a stand alone computer to control it. An A518 or 47RH is simple wiring unless you want to get fancy.

 

I've been reading about the stand alone computers. As far as fitting. I've googled it serval different ways but I can't get a straight answer. As
Far as the stand alone stuff, it seems pretty straight forward but pricey.

 

No the 48re and np205 will not mate to one another.