What Tranny Is this?

Random question and this seems the best spot, what color is the shell on the OE converter for a 1995 equipped with the 47RH? Reason I ask is the owner I bought the truck from said he had work done to it, it's been taking the power very well and doesn't get hot and doesn't slip. Any help would be great.
 
I Believe the 2nd Gen got the modified 518, while the first gen was a modified 727 with an OD. I think it was a 900 series in a gasser with heavier clutches. That's the only way I know them.

I have a 518 with the diesel guts on the front end, but I can't recall the year they came from. It's stuffed behind my gasser

It's criminal not being able to have a 68RE in a domestic pickup. It's only available in the C & C. The C & C gets a longer trans warranty too.
 
NOw that I think of it. . . . You are right. . .I have CRS forgive me.

In the gasser world. . .

The 900 Series was a 904 or a 727 with a lock up
The 500 Series was a 500 or a 518 with O/D and Lock up

The 900 series was used from 80 to around 88. The 500 series started around 88. Before MPI EFI in the rear wheel drives were out, (88 to 92) the 518 was driven by a separate controller. In 92 it was all done in the engine ECM.

OK so you are right. First Gen was a beefed up 518 with the Lock up removed.
 
What about the shifter on the NV4500. I know most are the basic 4 bolt base plate style, but I do know of a 94 12V with the spring loaded locking cup. Would this be a rare 94 and have a Getrag?
 
88-91 had a 3 speed TF727.
91.5-93 had non-lockup A518s
94-95 had lockup 47RHs
96-03 had 47REs
03-07 had 48REs


Polaraco said:
I Believe the 2nd Gen got the modified 518, while the first gen was a modified 727 with an OD. I think it was a 900 series in a gasser with heavier clutches. That's the only way I know them.
Click to expand...

Polaraco said:
NOw that I think of it. . . . You are right. . .I have CRS forgive me.

In the gasser world. . .

The 900 Series was a 904 or a 727 with a lock up
The 500 Series was a 500 or a 518 with O/D and Lock up

The 900 series was used from 80 to around 88. The 500 series started around 88. Before MPI EFI in the rear wheel drives were out, (88 to 92) the 518 was driven by a separate controller. In 92 it was all done in the engine ECM.

OK so you are right. First Gen was a beefed up 518 with the Lock up removed.
Click to expand...

Not quite right there...

The A518, 46RH/RE, 47RH/RE, and 48RE overdrive transmissions are all based off of the TF727.

The A500, 42RH/RE, and 44RH/RE overdrive transmissions are based off of the TF904.

Polaraco said:
I have a 518 with the diesel guts on the front end, but I can't recall the year they came from. It's stuffed behind my gasser.
Click to expand...

There is very little difference between a 518/46rh or re transmission and the heavier duty 47rh/re transmissions. In the front half of the transmission it primarily amounts to differences in the planetary gears which really aren't a problem in most applications IMHO. Clutch count is the same. The OD section of the 47rh/re transmissions do have higher clutch counts however and might be worth considering when building a trans.

Just my $0.02.
 
kino_fab said:
What about the shifter on the NV4500. I know most are the basic 4 bolt base plate style, but I do know of a 94 12V with the spring loaded locking cup. Would this be a rare 94 and have a Getrag?
Click to expand...

Original 94-97 NV-4500 transmissions had a one piece top cover cover 98-06 had a two-piece with a separate removable shifter..
 
241/271 TransferCase
HI : 1.00:1
LOW : 2.72:1

NV4500 RATIOS
1 - 5.61:1
2 - 3.04:1
3 - 1.67:1
4 - 1.00:1
5 - 0.73:1

NV5600 RATIOS
1 - 5.63:1
2 - 3.38:1
3 - 2.04:1
4 - 1.39:1
5 - 1.00:1
6 - 0.73:1

47RE/RH, 48RE
1 - 2.45:1
2 - 1.45:1
3 - 1.00:1
4 - 0.69:1

G56 RATIOS
1 - 6.29:1
2 - 3.48:1
3 - 2.10:1
4 - 1.38:1
5 - 1.00:1
6 - 0.79:1

thought this could also be useful info for people in this area.
 
Completion...

I figured I'd condense all of this into one post to add clarity... it might be able to be closed now... I will also add other Need to Knows...


89-91
1st Generation 12 Valve VE rotary not air-to-air after cooled
160hp Auto: 727 3 speed non-lockup..... 3.07 rear ratio (very hard to find)
160hp Stick: Getrag 5-speed

Front Axle: Dana 60 w/lockout hubs and pivot (king) pins
Rear axle:
D/W-250 Dana 70U
all D/W-350 Dana 70HD DRW

91-93
1st generation 12 Valve VE rotary air-to-air after cooled
160hp Auto: 518 4 speed non-lockup
160hp Stick: Getrag 5-speed

Front Axle: Dana 60 w/lockout hubs and pivot (king) pins
Rear axle:
D/W-250 Dana 70U
all D/W-350 Dana 70HD DRW

94-95
2nd Generation 12 Valve
160hp Auto: 47RH 4 speed lockup
175hp Stick: NV-4500 one piece shifter housing (bent shifter)

Front axle
Dana 60 30 spline w/ C.A.D. w/ball joints (this would be a mainstay)

Rear Axle
2500 auto: Dana 70U
2500 Stick: Dana 80
all 3500's Dana 80 DRW

96-97
180hp Auto: 47RE 4 speed lockup
215hp Stick: NV-4500 one piece shifter housing (bent shifter)

Front axle
Dana 60 30 spline w/ C.A.D.

Rear Axle
2500 auto: Dana 70U
2500 Stick: Dana 80
all 3500's Dana 80 DRW

98-98.5
2nd Generation 12 valve or ISB 24 valve
12v-180hp... 24v-215hp Auto: 47RE 4 speed lockup
12v-215hp... 24v-235hp Stick: NV-4500 two-piece top cover (straight shifter)

Front axle
Dana 60 30 spline w/ C.A.D.

Rear Axle
2500 auto: Dana 70U
2500 Stick: Dana 80
all 3500's Dana 80 DRW

99-00
2nd Generation ISB 24 valve
215hp Auto: 47RE 4 speed lockup
235hp Stick: NV-4500 two-piece top cover (straight shifter)

Front axle
Dana 60 30 spline w/ C.A.D.

Rear Axle
2500 auto: Dana 70U
2500 Stick: Dana 80
all 3500's Dana 80 DRW

01-02
2nd Generation ISB 24 valve
215hp Auto: 47RE 4 speed lockup
235hp Stick: NV-4500 two-piece top cover (straight shifter) or 245hp H.O. NV-5600 (cast iron case)

Front axle
Dana 60 30 spline without C.A.D. full time 4 wheel drive (this was a split in 01.5 somewhere)

Rear Axle
2500 auto: Dana 70U
2500 Stick: Dana 80
all 3500's Dana 80 DRW

I don't know the common rail engine specs so feel free to add... sorry..

03
Auto: 47RE 4 speed lockup
Stick: NV-4500 or NV-5600 (cast iron Case)

Front Axle
AAM 9.25 full time 4 wheel drive
Rear Axle
2500 auto 10.5 AAM
2500 Stick 11.5 AAM
all 3500 11.5 AAM DRW (this is a split during the year as well)

04-05.5
Auto: 48RE 4 speed lockup
Stick: NV-4500 or NV-5600 (cast iron Case)

Front Axle
AAM 9.25 full time 4 wheel drive
Rear Axle
2500 auto or stick 11.5 AAM
3500 11.5 AAM DRW or SRW


05.5-07 (basically anything with an aluminum air-to-air after 05)
Auto: 48RE 4 speed lockup
Stick: Mercedes G56 (aluminum case)

Front Axle
AAM 9.25 full time 4 wheel drive
Rear Axle
2500 auto or stick 11.5 AAM
3500 11.5 AAM DRW or SRW

07-current (this is weird because some 5.9's had 48RE's and Some had 68RFE's)
Auto: some 5.9's 48RE. some 5.9's and all 6.7's 68RFE
Stick: Mercedes G56 (aluminum case)

Front Axle
AAM 9.25 full time 4 wheel drive
Rear Axle
2500 auto or stick 11.5 AAM
3500 11.5 AAM DRW or SRW

HOPE THIS ALL HELPS!!
 
that question about the converter.... and what color the stock one is.... i believe is greyish.... or ford blue almost can't quite remeber.... my BD one is black and has a drain plug right on the converter....


most after market converters have a drain plug.... stock DON'T


take off your inspection pan/plate on the bottom of the bell housing and use a rotate it an inspect
 
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