Keisler Auto Overdrives

[Revhendo]

So, I started to post this in the General Discussion section but figured it belonged here.
I just spent a few days with Shafi Keisler and Steve Dulcich installing Keisler's new auto od trans into Steve's 71 Clonerunner. I won't go into intense detail, but I will answer what questions I can with what limited brain power I have.

I will say that Shafi is one smart dude and has done his homework. This unit is slick, it installs easily and they supply everything you need to get you up and running in short order.

The core of the conversion is a late model GM 4L65E trans. These tranny's are pretty stout to begin with. I have installed quite a few of these behind some really healthy LS based motors and have yet to kill one. I am sure if you have something over the top, you might have some issues, but then an overdrive trans isn't probably on your list anyway. Although, after driving the car, I would point out that the OD makes those thumper motors more livable from reduced noise and stress levels. There is more to OD's than just MPG.

I know that there are some of you that will whine about using brand X parts in your beloved Mopar. I get it. Stick with the 518. It's bigger, it's not as strong and honestly, think about brand loyalty when you are cutting up your virgin sheetmetal to install your Mopar AOD. It's my understanding that A body guys will still have to do some cutting, just not so much.
The only mod we had to make was folding the pinchweld up. Steve and I went a tad overboard on it. There are really only two spots that need to move up about 3/8's of an inch.

The rest of the install was drama free. Well, there were a few, but it really had nothing to do with the trans or the install. It had more to do with deadlines and schedules. Once the trans was in and the program installed, The car drove fantastically. I don't gush often, but this puppy works better than advertised. Keisler has tweeked the trans just a bit and the programmable control module makes fine tuniing it to your needs easy and not much of a hassle. Mind you, I am computer dumb, and I understood most of it.

The only thing I can think of that needs a little work is the slapstick conversion. Those of us that love our slapsticks might be a little bummed that the conversion for the extra gear doesn't work as well as it could, but I didn't have a huge amount of time to really science out what was going on. The manual shifts on the shifter weren't as positive as they could've been. They weren't bad, they just could've been better. Now to be fair, it could've been my bad, could've been Steve's shifter, or it could be the new shifter detent plate just needs a few tweeks. I gave Steve the slapstick out of my Roadrunner and if anybody can figure it out, it will be him.
I have done OD conversions on other factory GM shifters and have had similar if not worse results. It could just be the nature of the beast.

So if you are interested, or have any comments I would like to hear them. Maybe there is something I haven't thought of that might be brought out here.

 

[hotrod98]

The only cutting that I did to my wife's cuda to install the A518 was the torsion bar crossmember. We've driven the car over 4000 miles with no problems and with the cruise set at 70 we get around 29 mpg.
I was hoping to see more of the beefed up A518 trannys being built and sold.
What was the main reason for developing the 4L65E instead of beefing up the A518? Just curious.

 

[69 Runner]

Phoenix Transmissions sells built 518s

http://www.phoenixtrans.com/html/chryslertrans.html

These guys no their stuff having built trannies for One Lap cars. They are the only people I'd have build one for me

 

[Deleted member 214]

hotrod 98, the A518 bolts on to small blocks only. Kiesler makes kits for Ford, GM, and Mopars. The GM 4L65E is two pieces, the case bolts to the bellhousing. Kiesler just had to make a bellhousing to fit the Mopar block on one end and the 4L65E at the other. My guess is that since he had a good overdrive automatic that could be made to fit almost anything with just a bellhousing change, it was easier to work with one tranny and a bunch of bellhousings than mess with several transmissions.

 

[hotrod98]

That makes sense. I wasn't thinking about the big blocks. I own more big block cars than small block cars so you would think that I would have thought of that.

 

[Revhendo]

The bolt on bell was one of the reasons. He did have to produce a flexplate with a ring gear for the install. The other reason was you don't have to "build" the 4L65 for decent powered vehicles. Most of the internal mods pertain to engine braking features for the optional paddle shifter. I didn't get to play with the paddles and they aren''t for everybody, but it has some killer potential. The controller for the trans is also very user friendly and way more tuneable than a 518.

On B and E bodies, you don't have to touch the T-bar crossmember. On A's I have heard that you will.

Oh, and the Keisler isn't any longer than a 904.