A518 -518-46RE – PUMP, COMPLETE, – 3 CHECK BALL, NO O-RING GROOVE ON STATOR-1.25″ ID BUSHING
3 CHECK BALLS 1.250″ ID PUMP BUSHING NO O-RING GROOVE ON STATOR EFTP used pumps are disassembled, cleaned and inspected. We inspect all surfaces of the pump including, inner and outer pump gears. splines and machined surfaces. The pumps are re-assembled with two bolts. Seales and bushings are not replaced. It is suggested that […]
Out of stock
- 3 CHECK BALLS
- 1.250″ ID PUMP BUSHING
- NO O-RING GROOVE ON STATOR
EFTP used pumps are disassembled, cleaned and inspected. We inspect all surfaces of the pump including, inner and outer pump gears. splines and machined surfaces. The pumps are re-assembled with two bolts. Seales and bushings are not replaced. It is suggested that the builder install new seals and a bushing in the pump during pump replacement and or transmission rebuild.
The A-518 is also known as a 46RH transmission and was used extensively by Chrysler in the early to mid- ’90s as a replacement for the A-727. It is the heavier-duty cousin of the A-500 overdrive, typically used behind V-6 engines in the mid-’90s. However, the A-518 is based on the A-727 and they share some things in common, which makes this conversion relatively easy and an economical alternative to converting to a different rear end or to a five-speed manual transmission. With an overdrive ratio of .069:1, the A-518 may save you up to 30 percent in gas mileage at highway speeds, but it also reduces wear and tear on the engine because it’s turning 600 fewer rpm while in overdrive.
A later version of the A-518 is known as the 46RE, with E designating electronic. This computer-controlled transmission first appeared on 1996 models. The first generation 46RH transmission controls were hydraulically activated similar to the A-727 in appearance. Internals are different, however, and not many components are interchangeable. The overdrive gear was added to the tail shaft, explaining the longer tail shaft than the A-727. The A-518 also incorporated other internal upgrades. This transmission came in both two-wheel drive and four-wheel drive configurations but there is plenty of work involved in converting from one to the other, so we recommend you find a unit matching your existing drivetrain. Our article this month will focus on conversion to the 1990-’95 two-wheel-drive units. Gear ratios are as follows: first gear, 2.45:1; second gear, 1.45:1; third gear, 1.00:1; overdrive, 0.069:1; reverse, 2.21:1.
|Dimensions||11 × 11 × 8 in|
No o-ring groove on stator