How much electronics are required to operate the 47RH?
That is the lockup version OD trans right?
CK5
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76 CCDRW...Cummins noises
- Thread starter 76zimmer
- Start date
How much electronics are required to operate the 47RH?
That is the lockup version OD trans right?
Well I can tell you from PERSONEL experiance the gear vendors does help .
I dont see how they say that it doesnt help when the gear split on a NV4500 is much further apart then it is on a TH400.
But yes 3000 is more then I would want to pay
I dont see how they say that it doesnt help when the gear split on a NV4500 is much further apart then it is on a TH400.
But yes 3000 is more then I would want to pay
DEMON44
Low-Tech Redneck
Yes. 12volts, 1 wire, 1 switch. For manual lockup control. You can wire it through a hobbs pressure switch if you want it to come on and off automatically.
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y5mgisi
1 ton status
This has turned into one heck of a thought provoking thread!
Well I just found a crew cab for sale here 1988 454/GV/th400 dually.
It looks real good too, and it's for $3k
Thinking maybe I can grab it, take the GV out and turn around and possibly sell it for the $2k or even part it out and get more.Am I crazy?
Well I just found a crew cab for sale here 1988 454/GV/th400 dually.
It looks real good too, and it's for $3k
Am I crazy?
I have looked for gear vendors quite a bit on the used market.
If you have one out of a popular truck, it may sell for that much, ones that go for more are the adaptors to tranfercases, 205 being a popular one.
The actual gear vendors unit is worth about 900 on the used market ( from what I have seen) and the adapter is not worth much unless you can find someone to use it on that particular truck.
I would say that a complete gear vendors setup would be worth about 1500 bucks unless it was on a newer truck
Like Eric said with out the proper adapter to bolt it on to your T-case its pretty much useless unless you have a 2wd TH400 , tha adpaters are not cheap .
But I think you could remove the Gearvendors and re-sell the truck for what you paid for it if your patient . then you would have the GV for nearly free and buying the adapter wouldn't sting as bad.
But I think you could remove the Gearvendors and re-sell the truck for what you paid for it if your patient . then you would have the GV for nearly free and buying the adapter wouldn't sting as bad.
I am actually looking now, but in the meantime, I will be building the 4l80e I bought recently and will be using it fully manual, making my own switches to shift it.
I am still learning how but I recently heard that it's feasable.
It is possible, I could help you if you needed, I wired my 4L80E in my car to be fully manual, and I almost put the switches in for push button, or swtich shifting, but just left it fully manual. Its easy to figure out by studying the ATSG manual and also the transtec sheet that comes with some of the parts.
If it's fully manual you just let the pressure switch manifold on the valve body control the solenoids, if it's switched with buttons you control the solenoids with the buttons. All of the wiring is external, so you could always plug a controller in someday if you wanted too.
DEMON44
Low-Tech Redneck
The rossler little black box does that for the 4l80e.
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Yes, that is the lockup version.
here is a link that has a kit and wiring detail
http://www.transmissioncenter.net/dodge.htm
Parts could be baught cheaper than shown, In a nutshell for a A518(non lockup) tap into govenor pressure port,install a pressure switch that closes at the MPH you want it to go into O/D, and wire it to the the O/D solenoid. For the 47RH(lockup) you would need to have one other separate circuit for lockup engagement. It can get as comlplex i.e utilize the throttle position sensor on the injection pump, or just use a manual switch, but I would open the circuit with the brake switch on the pedal too.
I probably missed or goofed something above posted quickly from work.
COCHEV
1/2 ton status
this...
http://www.jegs.com/i/GM+Performance/809/88890534/10002/-1
topped with a big ass Q-jet. My .02
and I don't know if i'd spend the money on OD either if its only used for towing a few times per year...
otherwise, just get a new truck, make a payment and don't work on it
you're crew cab is sweet, i'm obviously in the KISS program as well
http://www.jegs.com/i/GM+Performance/809/88890534/10002/-1
topped with a big ass Q-jet. My .02
and I don't know if i'd spend the money on OD either if its only used for towing a few times per year...
otherwise, just get a new truck, make a payment and don't work on it
you're crew cab is sweet, i'm obviously in the KISS program as well
Yes it does, but ~$300 for something you can do with a soldering iron and wire strippers seems a little steep. Plus its cleaner if it doesn't have a plastic black box covering up some wiring connections.
Jakes performance sells a harness for half that at $150...
http://www.jakesperformance.com/4L80E_Components.html
I guess the Rossler black box reminds me of that old joke where the retiree comes back to fix a machine and charges $50k. The company gets mad and say it only took you two minutes and asks for a breakdown, so he gives them a bill that says..
One zip tie.........................................$1
Knowing where to put that zip tie....$49,999
TOTAL........................................$50,000
Rossler does make good stuff though, Jake does too for less money.
I guess I wasn't clear:
I will take the GV out and sell the crew cab for $2k
I want the GV and I don't want to pay $3k for it but I will pay $1000.
I will take the GV out and sell the crew cab for $2k
I want the GV and I don't want to pay $3k for it but I will pay $1000.
I think it was you that mnetionned it in post before that is why I decided to get one after I sold the last one I had because it was behind a 350
I guess I wasn't clear:
I will take the GV out and sell the crew cab for $2k
I want the GV and I don't want to pay $3k for it but I will pay $1000.
Aw sweet deal then.
I just might be able to handle that much wiring Luke
So what's the diff between a RE and RH, and which would be behind a P pump engine?
Seems to be going in a lot of directions don't it....this is fun stuff
I NEED to check your car out Heath, gotta see how that is all done with my eyes for it to sink in.
checking out the 518 conversion, looks interesting too.
I don't need complex
this...
http://www.jegs.com/i/GM+Performance/809/88890534/10002/-1
topped with a big ass Q-jet. My .02
and I don't know if i'd spend the money on OD either if its only used for towing a few times per year...
otherwise, just get a new truck, make a payment and don't work on it
you're crew cab is sweet, i'm obviously in the KISS program as well
COCHEV
1/2 ton status
^^ I didn't think my idea seemed complex...
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DEMON44
Low-Tech Redneck
47re is all electronic, found behind 24v and newer into the 48re and newer.
Rh is hydraulic valve body. That is what you will find behind a p-pump 12v.
The 518 is non-lockup auto, you'll find behind the VE 12valves.
The absolute easiest is manual control of od and lockup with 2 simple switches or buttons. All that's needed is to feed a 12 volt source to each solenoid. Super simple.
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Rh is hydraulic valve body. That is what you will find behind a p-pump 12v.
The 518 is non-lockup auto, you'll find behind the VE 12valves.
The absolute easiest is manual control of od and lockup with 2 simple switches or buttons. All that's needed is to feed a 12 volt source to each solenoid. Super simple.
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DEMON44
Low-Tech Redneck
And I second the notion that the nv4500 is a great standard tranny, but the 3-4 split absolutely sucks with a cummins. At normal city driving speeds 3 is too low and 4 is too high. I'm certain that's why they came out with the nv5600 to correct the gearing for the cummins with a 6th ratio.
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