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A518 Behind a slant
https://slantsix.org/forum/viewtopic.php?t=56148		 Page 1 of 2
Author:  68barracuda [ Sun Sep 07, 2014 11:36 am ]
Post subject:  A518 Behind a slant
Hi Guys, have anyone managed to do this?
I know they use an Ultra bell to fit the a518 to the Big block.
By cutting of the bell housing of a 904, and removing the bell housing of the 518, some creative engineering, and I am sure one would be able to do this.

Advantages - 3 speed with an overdrive 4th, and a lockup torque converter.
The option to run numerically higher rear-end ratios, thus getting quicker of the mark, but once up to speed let the lock up and over drive take over to drop the rpm
RH version easier to do, but there are now tcm module available in the aftermarket than can manage the RE version.

Just spit balling here.
Author:  Jerame_c [ Sun Sep 07, 2014 11:52 am ]
Post subject: 
Finding a lockup torque converter with the right splining that would bolt to the slant six could be interesting. I would guess that some of the v-6's or light duty stuff behind the 318's might bolt up and clear the slant bellhousing.
Id be more temped to try a wilcap style adapter plate setup and notch then weld for the starter location.
Author:  GTS225 [ Sun Sep 07, 2014 1:19 pm ]
Post subject: 
If I'm not mistaken, one would also have to modify the floor. I think the A518 has some larger lumps and bumps on it that give clearance problems.

That has been discussed and tried, by utilizing the factory early (60's) truck adapter plate, and/or the aftermarket adapter plate route. I can't remember if it was successful, but I'm sure you'll hear from other members shortly.

Roger
Author:  Reed [ Sun Sep 07, 2014 1:39 pm ]
Post subject: 
Suffice it to say that there is no cheap AND easy way to adapt a A500/A518 overdrive automatic gearbox to the slant.

(1) Option A: factory parts. As has been mentioned, the simplest method is to use the factory slant six to smallblock transmission adapters installed on early to mid 1960s A-100 trucks and vans. These were intended to mate the slant six to the 727 transmission in heavy duty truck and van applications. In 1968 (I believe) Chrysler finally made a slant six 727 transmission case and the adapter was dropped. Because the A-500 and A-518 use the smallblock bolt pattern, the 1960s 727 adapter can also be used to mate the A500/A518 to the slant six. The problem then becomes floor pan clearance, trans crossmember clearance, and linkage hookup. Nothing a competent welder and fabricator can't overcome, but it isn't a direct bolt in.

(2) Option B: brand X overdrive transmisions. I know of at least one Duster that was converted to front wheel drive using a GM overdrive automatic transmission that was a front wheel drive design but for a longitudinally mounted engine. Search this website for "Dustero X." Maybe there are newer rear wheel drive overdirve trnasmisison out there that could be adapted. A hydraulically controlled smaller overdrive trans might be adaptable from say a small pickup.

(3) Option C: aftermarket overdrive. Basically this is Gear Vendors. Expensive, but it will install on your existing transmission but likely still need crosmember and floor pan pdification.

(4) Option D: divoced overdrive unit. This is basically a Volvo/Laycock de Normanville unit. You can shell out big bucks (equivalent to Gearvendors) to Maximum Overdrive for a universal kit and rebuilt unit, or you can scrounge junkyards for a Volve and cobble something together yourself. Scrounging for a Volve will likely be the cheapest way to get overdrive, but it will require fabrication of a driveshaft and support system for the overdrive unit as well as dealing with the speedo drive issue.

The cheapest and simplest solution for overdrive is to get a manual transmission. If you must keep the auto then it is time to get creative or spend big bucks.

The guy to talk to is Sam Powell. He has a late 60s Dart (67 if I remember correctly) that he has run an A500 with the 60s adapter in and he is now in the process of swapping in an A904 mted to a Gearvendors unit. He can tell you all about it.
Author:  Rick Covalt [ Sun Sep 07, 2014 2:31 pm ]
Post subject: 
Quote:
The guy to talk to is Sam Powell. He has a late 60s Dart (67 if I remember correctly) that he has run an A500 with the 60s adapter in
Sam's Dart was a T-5 5 speed. He is installing a gear vendor behind the current 904 he has in the car.

Rick
Author:  Reed [ Sun Sep 07, 2014 2:57 pm ]
Post subject: 
Thanks for correting me, Rick.

Who had the A500? I could have sworn it was Sam.
Author:  wjajr [ Sun Sep 07, 2014 3:10 pm ]
Post subject: 
I think Sam pulled the T5 this spring, retrofitted a 904, and is gathering parts for a Gear Venders overdrive unit install.
Author:  Dart270 [ Sun Sep 07, 2014 3:22 pm ]
Post subject: 
I have had an A500 in my 68 Dart for 13 yrs. It has served well. I used the factory A100 67-down adapter plate and crank spacer with only minor grinding and drilling one hole to fit the A500 pattern. It is a big tranny and takes lots of tunnel cutting and complete removal of the upper X-member and fabbing of new upper and lower X-member. Torque converter is same as a V8, so no problem there. Hard to get a high stall one, though. Some crank/input offset so some vibes that depend on engine RPM. I did blow one converter after 10k miles of pounding with the turbo.

This lack of high stall converter availability (I tried 3 times with 2 different companies and never got above 2300 RPM) is main reason I am going to a GM 200-4R (Grand National trans) with an adapter bought from Wilcap (Slant to GM trannys kit). I will order that trans this month from Extremeautomatics and install in the next 2 mo or so.

The A500 is 50 lbs heavier than a 904 and sucks quite a bit more power overall. The A518 would be bigger, heavier, and more sucky in an A-body. If you have a truck, fine, but I would stay away from the A518 in any Slant A-body. The MPG is about 10% better than with a 904 and it gives good cruising at 70-80 MPH with 3.55 axle ratio.

I will let you know how the 200-4R swap goes in 2-3 months... This should be stronger, lighter and more efficient, and allow higher stall so I can get the boost up on this big turbo. I am expecting 0.5 sec lower 1/4 mile time and hopefully higher MPG.

Lou
Author:  Rick Covalt [ Sun Sep 07, 2014 4:59 pm ]
Post subject: 
Quote:
Hard to get a high stall one, though.
Wonder why they can't get you a higher stall converter?
Author:  Reed [ Sun Sep 07, 2014 5:41 pm ]
Post subject: 
Ah! Dart270 was my second choice. Thanks for chiming in.
Author:  Jerame_c [ Sun Sep 07, 2014 10:07 pm ]
Post subject: 
What about the 40's to 50's era overdrive units that went behind the manual trans flatheads? I thought those were an independent overdrive like the gearvendors?
Author:  Dart270 [ Mon Sep 08, 2014 7:10 am ]
Post subject: 
Rick,

I insist on having lockup, and the cores/housings/internals for the small diameter converter with lockup are apparently hard to source or something. I spoke with Hughes and Midwest and others and they said "yeah, we can make that, but it will be very expensive" and then "we can make it stall high with the 11" unit". They tried with the 11" and could not do it and I am sick of dealing with this. This is a truck trans and is not really good for performance apps. Yes, you can get an 11" converter that stalls around 2800-3000 on a 360, but that is harder with a Slant.

Also, the 200-4R is highly supported for high HP applications and the A500/A518 are not and cores are hard to find. I have not blown an A500, but I am also nervous about 350+HP and cross country trips...

Lou
Author:  sandy in BC [ Mon Sep 08, 2014 1:31 pm ]
Post subject: 
The 2004R swap is also an easy step into the 4L60E which is the electronically controlled later version.....some are OB2 ready . I think MegaSquirt 3 can interface.

The 4l60E in my LT1 Roadmaster wagon is the nicest shifting auto I have ever had....stock. It is behind a 260hp 4500 lb car pulling a 4000lb trailer.

The 4l60s I have dealt with were packaged nicely so that they are likely to be a better fit in 60s trans tunnels than the A500/518
Author:  wvenable [ Mon Sep 08, 2014 1:47 pm ]
Post subject: 
Fanie, sorry to change the subject, but whatever happened to those intakes you were trying to bring back to life?
Author:  olafla [ Mon Sep 08, 2014 6:52 pm ]
Post subject: 
The Gear Vendors overdrive unit is basically a Laycock de Normanville design, as is the Volvo unit. I had some Volvo overdrives that I planned to convert, but I would have to cover an astronomical distance each year to have the fuel savings cover the cost of the builds, so I just sold them and bought fuel for the profit instead! :D

Olaf
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