Re: {Chrysler 300} A518 Trans, modify a 300 at all ?

Tony

On Wednesday, January 17, 2024, 1:40 PM, John Grady <jkg@xxxxxxxxxxxxxxxxx> wrote:

Hi ,
on this , the problem is 518 is for A block motor it was never factory behind B block . adapters are available , I never did it . I did put 518 behind 450” 392 going into F ( i know i know ) “ Real 300 has a hemi , I like F” . Someone else said that .
A guy named Waters in Vermont makes stuff to put 518 behind any early A block . Bolt pattern is the same , 518 / 392 but need a spacer about 1.125 and flex plate conversion piece . Smart guy . I used his stuff Don’t have contact info handy —-TL Waters or TJ Waters

I am debating this now on another F ,
all this started on first one trying to put Gear Vendors OD on 62 PB trans into F . 62 A block PB 727 ( 318) are common . Goal was a lot more go off the line not gas mileage . You cannot put GV on a TF with a rear pump ( spent a year trying to work out , can’t be done, without making your own spline coupling and complicated billet adapter ) I do not know ifJ/K have rear pump ? Don V would know . Oil lines go into rear case Trying to keep push buttons was why I wanted that 62 trans in F .. idealist etc —A or B block .

Imperial Services once made external cable shift adapter for later ( ?66 up ?) TF to the early buttons , I copied that design myself from their pictures ( they stopped selling it ) I put the same idea onto the 518 , to keep F PB ; but you have to physically pull out ALL 518 park actuator stuff , and use lighter rooster comb spring from 62 on 518 trans. Buttons cannot move the heavy park actuator ( a surprise for you )

Did all that , not in the car yet - A and A 518 is a heavy duty build , a 90’s dodge truck 518 . Electrics another story , did that , 12 v on trans plug engages OD .Have to make an OD controller ,. Performance Trans sells nice analog one for this . .
Plus input spline of later 727 changed if you do go THAT way = , new converter . But generally a very good smart upgrade . Cannot get good converters for small spline old 727 TF now . Related , 70 challenger E body 8 3/4 axle fits F , you get real E brake , did that too on another (3rd) car ( 60 matador/ 440/ 727 ) same frame as F

But end of day on any letter car with brake on trans= no park no e brake , as you will lose early trans brake . So converted dana 60 axle in F # 1 to cadillac disc caliper with E brake built in the caliper ( auugh) They are a piece of work , believe me . on and on .

Advice , : you need 3:90 or more to use OD as engine rpm can be too low ( ratio is .~ . 7) , you want 3:23 -3:31 with the od in !

it will be very unhappy with J / K rams at 1200 - 1500 rpm cruise .

So moving on , some painful wisdom gained —- and as now older ,= avoid pain , F number two hot rod is going to be big B block , or gen 2 hemi so 727 with Gear Vendor or 518 ?is question ; a narrowed dana 60 4:30 in F # 2 now . So committed to OD . Now.

Net of all this ,now in 2024 , = forget PButtons or non park console setup , or the park with two cables , or early 727
trans in general . use a new hurst floor shift and cable ( looks way cool, like a 4 spd in F - in ash tray hole )so you can keep P on a late single cable ( post 66 ) 727 and then add a gear vendors , may have to beat out the floor a bit at GV unit . Supposedly fits B body ok .

Or , keep hurst shifter and P but with 518? = todays question
The bell is not the problem , back of 518 is way bigger a lot farther back ,— but it Fit in an F tunnel
. F had cast iron biggie but I think letter car floor pans all the same . note “think “

Given need for that non stock B to 518 adapter ($$$) and then a 518 ($$$) ,and control for it ($$) —- and fact : so easy to use a later crank / 440 and reasonable price late torqueflight , Add readily available HP converters for big spline 727 ( AA has a reasonable price super tech later converter for cadillac adapted to 727) and you then have park , and an e brake too — say on later dana drum or E body axle , that saving will more than pay for $$$$$$ gear vendors setup . 2k$ about . Need special drive shaft , 500 more, Dennie’s
One man’s long trek though this wilderness …
leaning now to late 727/ GV on F 2 , would go 518 on A block or new hemi . Brings up 415” mopar Indy small block in F ? 450 hp 200 lbs less ? handling!!!

They apparently make a GV you can use with 4 WD late 727 short output spline ( drops the long tail shaft ) sounds good , but details hard to find . So far .

Then there are guys selling late GM OD trans 4L80E and adapters (..no one say new hemi , hate computers ) and it has no distributor .

enough is enough .

your mileage may vary widely !

At end of day , I think J/K beautifully optimized by Chrysler exactly as they come . Leave stock! I had a J modified it, ( cam , shift kit) huge mistake .

Made exactly as they came for long distance trips , don’t need OD and all this fun .Spending 8 k to save gas needs some logic applied? may actually get worse gas mileage at way below design rpm at cruise . Cam is extremely inefficient that low . I guess 8 mpg , not a 40’s flathead .

But if you want to wipe out mr BMW to 80 , see first part above . At least the aggravating bright blue headlights should be behind me , even with his driving gloves , bra and all
he gets a good look at two 3” tailpipes and fins

jg

Sent from my iPhone

On Jan 17, 2024, at 11:27 AM, 'James Douglas' via Chrysler 300 Club International <chrysler-300-club-international@xxxxxxxxxxxxxxxx> wrote:

I know that Tony Rinaldi did this swap into a Chrysler 300F. What I would like to ask the club membership is:

Does anyone know if anyone has done this saw pina 1963-1964 Chrysler?
Does anyone have any idea as to the floor pan clearances between a 300F and the J & K ?

I suspect that the cast iron Torqueflite bell housing was larger than the aluminum version in 1963 and then probably the floor pan clearance is less for a swap. Since I will be driving this car all the time and on cross country trips, it would be nice to do something to help with fuel and to be able to keep a 3.23 or even a 3.55 rear end in for fun when needed.

I have to rebuild a trans, mine is in need. But if a overdrive trans with a lock up converter can be done without cutting the pan, then I am very interested.

So, if anyone has any information, I would really like to hear about it.

Thanks, James

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