Jobber's Stock 340 replacement Converter: Dacco/Continental?

Seems to me I remember a thread (yes I searched, and came up empty) regarding some reputable converter company (not an HP aftermarket like Dynamic, B&M, etc.) making an aftermarket replacement converter the equivalent of a stock 340 727 converter, for the jobbers and tranny shops. Trying to figure out what company it was and if they are still available. Supposedly a little better stall speed right from the factory...JK, you out there?...

Part number for the factory 11" high-stall converter is 2801764, many rebuilders use the last three digits and refer to it as the 764 converter.

"Precision" rebuilds/makes converters. Not sure if they have something with more stall then factory or not.

In your title- Daaco makes OEM as well as some mild stall 2500rpm ish units which priced right and I guess 2400-2500 stall would be OEM for a HP mopar. All Star makes affordable converters with a good reputation.

Per the suggestion from a reputable Mopar tranny builder I installed a Dacco #764 converter in the wife's mild 440 Six Pack Challenger.
I ordered it from Autozone for around $100.

I was concerned about the smaller 5/16 lug bolts but it has worked very well for the last 2 years.

Thanks to all...

Just to double check, this is the right converter for a 1973 small block 727?
Thanks

https://www.autozone.com/powertrain/tran...odel=&year=

Yes, but if it's a 340 it needs weights.

I forgot about the weights. Thanks

https://www.summitracing.com/parts/bmm-1...ASAAEgKn3fD_BwE

If I can avoid spending another $100 on a flexplate, that would be ideal. I actually have a 1989 LA 360 and a stock 1973 727. I was looking at a CR25H but the advertised stall speed seems to vary greatly.

The
LA 360, the 5.9 Mag and the cat crank 340 all have different amounts of factory imbalance required. It's not one size fits all.

Also, the transmission IS a one size fits all as long as it's either a smallblock bolt pattern or bigblock bolt pattern. The converter does have to match the splines on the transmission input shaft and the flexplate and the converter need to have the same bolt pattern but aside from that, the engine determines the amount if any factory imbalance needed on either flexplate or converter.

Example: A 318 is bolted to a '73 340 transmission. The converter and flexplate are neutral balance.
An LA 360 is bolted to a '73 340 transmission. Converter and /or flexplate needs the 360's amount of factory imbalance on either converter or flexplate.
A 5.9Mag is bolted to a 1973 340 transmission. The flexplate or converter needs to have the 5.9Mag factory imbalance 9on either flexplate or converter.

But you probably knew this.

R.

Which is why I was looking at the CR25H converter which is listed as being used behind '77-up LA 360s. Rock Auto was advertising them with an approx 2500 stall (when in stock) but they are also listed elsewhere as a 2100 rpm unit. I don't know which is correct or if it depends on the brand. I also do not know if a 1977 LA 360 requires the same amount of imbalance as a 1989 LA 360.

1973 torqueflite is 24 spline, correct?

Yes.

If anyone finds a source for a CR25H converter without crazy shipping please post. No luck at any of the national chains, no stock at NAPA,RA or O'Reilly.

I struck out trying to order a 764 converter thru Autozone. Seems Dacco stopped making these a year or so ago and there weren't any at the jobber warehouse.YMMV..