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Post by spud on Dec 12, 2020 11:16:28 GMT -8
This was a fun project and turned out great. The headers and exhaust have worked flawlessly, and except for damage i did to the paint with numerous removals and installs , that paint is utterly fantastic. I have removed the right side header a dozen times or more for transmission removal. Using hi temp silicone for gaskets has saved me a lot of money, and the flatness of the flanges has paid off. Not one leak. Ihave a couple weeks off for the holidays and im getting ready to take it all apart again. The plan is a higher power 304. Guess i can highlite that fun in the eternal javelin topic. Hope you all enjoyed this header project. Playing with exhaust is fun and you may even get good at it with some experience.
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Post by kenparkman on Dec 13, 2020 21:04:34 GMT -8
BTW - the A500 fit in the Javelin/AMX like it was built for it. fit the tunnel perfect. Xmember was NFG, but actually pretty easy to make one that fits out of 2. Used a GM type tranny mount. If I knew how to post a picture (or even how to take one - it's a little fuzzy) I would.
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Post by 69Rebel on Dec 13, 2020 21:23:07 GMT -8
Sadly, on this joint we have to use 3rd party photo hosting because the administrator here is cheapskate. This is a handy 3rd party host. Just drag n drop, or click and select from your computer. imgdump5.novarata.net/
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Post by spud on Dec 14, 2020 7:10:48 GMT -8
Oh thats terrible news because now i want an A500
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Post by stickshifter on Dec 14, 2020 16:11:43 GMT -8
Late to the party but I have been looking at picking a trans for my forever project Matador wagon. The A500 works nice for a swap as it has the correct bellhousing. But it was only behind 4 and 6 cylinder engines. Now the A518(727) is a better option as far as strength and a better stock torque converter(lock up and stall). But it is NOT the right bell housing. One option I was looking at is to cut off the bell housing and then use a bell housing from a BW trans and adapt it to the A518. Or possibly use a JW Ultra bell as they bolt to the pump and guys do this to 727 trans already.
But my latest idea is to us a Ford AOD. It is completely hydraulic, no electronics for the OD. But you give up the lock up converter. But all it takes is an adapter mid plate. Not to mention that it is shorter and smaller than the A518 so it should fit without issue. With the right parts it should work fine for a hot street car. They were made for many years and there is a range of years that are more desirable. And also a few upgrades using parts from the newer EAOD trans.
Sorry if that was way off topic.
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Post by spud on Dec 14, 2020 16:35:27 GMT -8
The A500 is I believe what is referred to as a 32rh in a earlier jeep with 4.0 litre. It became the 32re electronic in later jeeps, and is a evolution of 904/998/999 trans. So A500, 999/998/904 crycho trans can be a good source for anything but the case. The 904/998 999 amc trans also has a useable case but has to have pasages drilled for the o.d extension. Thses trans already are wide ratio , if a lockup convertor isn’t needed you can swap in earlier 998 pumps with non lockup stator and inputs, given that you retain the big five disc direct clutch. I have studied this some but not enough to get the parts and try it. If i do i might forego the lockup convertor function to allow more convertor choices. I dunno what kind of interest anyone else has in the smaller torqueflite, but i am very interested and in my opinion this is the trans of choice for any street or street strip machine, so it might be nice if reb could centralize quality info on the torqueflite in a seperate topic? No big thing but sometimes i have a hard time finding stuff like this. And thanks ken parkman for remembering and sharing this info.
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Post by stickshifter on Dec 14, 2020 17:18:39 GMT -8
This is from Ken Parkman.
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Post by kenparkman on Dec 14, 2020 17:18:53 GMT -8
I got a write up on the combo if anyone is interested. Set the picture to Stickshifter maybe he will post? Yes he did!
A real quick summary is the A500 got changed to the new naming system, 42RH etc. first digit is # of speeds, 2nd is relative strength (higher is better) R is RWD (or 4WD) and H or E is hydraulic or electronic. The Jeep Grand Cherokee used the 42RE, the you can convert that to a 44RH which is what I did, with a big upgrade to the OD section. Same basic OD was used on all the bigger stuff, so it is easy to upgrade. But the OD flange is completely different so you cannot convert a 3 speed.
I can now verify it fits perfect in a standard tranny tunnel, bolts to the engine, kickdown linkage fits, some stock shifter linkage fits, and you don't need a computer. What does not fit is the crossmember cause of the size of the OD section. Needs to be dropped about an inch. I made a new one out of 2, cut the center out and welded it back together and it fits very nice. Use a GM type mount, and you need a longer speedometer cable. The drive shaft uses a 727 yoke and needs to be shortened about 2 1/2". Now the tranny is in an AMX with a streeter type 401.
We even had the primitive mechanical controller for the OD and LU features, which are electrical, working seemingly pretty good. I found and aftermarket controller, but it is both dumb and expensive. Shifts OD with the converter locked - STUPID and a good way to break something. Or you can just put on off switches, but that sucks to have to remember. The car is together and driving just as a 3 speed non LU. In the spring we will add the mechanical controller for OD and LU and debug it.
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Post by stickshifter on Dec 14, 2020 18:17:08 GMT -8
Let's try a bigger picture.
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Post by kenparkman on Dec 14, 2020 18:29:11 GMT -8
Toldya the picture was fuzzy - a photographer I'm not!
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Post by Captain Awesome on Dec 15, 2020 8:10:05 GMT -8
Speaking of ODs and breaking stuff. A buddy was running a 700r4, and when you're at full throttle, it won't shift into OD. They did a manual override on that so he could get 4th at full throttle, since he needed another gear to get thru the traps. He started splitting cases after that mod was done.
I know they denied that the mod was doing it at first, cause I said, welp, there's a reason they engineered the trans that way. He called BS. Oh well, w/e dude, I'm not the one $1000s in the hole with a stack of junk tranny's in the corner. They went to TH350s and less rear gear cause they couldn't get a 700r4 case to hold together.
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