So I bought a 95 cummins with a 47 rh that's got 5k miles on the trans. Catch is #6 connecting rod is knocking. I'm possibly going to rebuild the engine if the crank isn't junk. Original question, does it seem that the lockup converter has better low end get up and go compared to a factory non lock converter? Or is it just the p pumped engine with more ponies? I'm gonna drop this new lock up trans in and see what mileage drive ability increases I get. Any inputs or comments?

 

The A518 and the 47RH are pretty much identical except for the lock up. Any "feel" difference would come from differences in adjustments and wear.

 

Ok. Yes I'm on this lockup deal again. I been driving the truck with the donor 47. Seems to act differently than my 46rh in non lock up terms. The 46 has about 20k and the 47 has about 5k. But I may be believing the 47 is better....

 

Don't confuse a 46RH/RE with an A518, there is a difference. Not all parts are interchangeable. Found that out when I went to rebuild my A518.
Like I said, the only difference is the lockup TC. The rest is just adjustments.

 

Ok. Thank you. The jack hole that decided to interchange trans model numbers and destinations should get kicked in the junk. I should say I have a two pin trans connector and am putting a three pin trans in. I am going to use a lockup module, and a boost pressure kick down. Thank you for your input. I have a complete drive able truck with the 47rh. I need the engine to trans adapter, flywheel, shift lever, and the three pin connector?

 

You need a 2nd gen adapter and starter. You can use your original flex plate, but the 2nd gen is slightly thicker. Use the shift lever from The A518 to be compatible with your truck. You will also need to extend the transmission mounting plate a couple inches to make up for the added length of the lock up TC. The electrical connector you can get from "The Transmission Center", I think it is also called "PACT". You can use a simple "delay on" relay piggy backed to the overdrive solenoid for lock up. Then a manual over ride and the boost over ride.

 

Only buy the wiring connector from Patc. Went and bought the whole setup for a customers truck. The kick down setup is more for a gasser. I tried using the pressure switches they sent - no go either. It shifted and locked at the wrong times. Best thing to do is put a gauge on the trans and record what psi @ what mph it makes. Then make a decision of what you want ur trans to do far as lockup.

518 makes ita lil easier since it will go into od automatically.

Only used the connector in the end.
I ended up wiring it with switches.


I have yet to wire my 47rh in my 90. Still have to monkey with the exhaust and make it fit again. Ended up moving the t/c 6" back.

 

Going the pressure switch route isn't any better than replacing the TPS with a pot. You still wind up with a fixed shift point. I went the pressure switch route because my ECM crapped out and the pot fix didn't work. If your OD was working correctly, us it and keep the rest simple. I'm working on a stand alone to fix the fixed shift point problem with mine.